Locals 1778 & 1923
North Vancouver to Ft. Nelson, BC, Canada
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Local 1778 Goes Global Since the creation of our Internet Web page in late December we have had over 600 "hits"-- individuals who have read our page and newsletters past and present. Representatives from UTU Locals 1117 ( UP, Las Vegas), 1202 (Ft. Wayne, Indiana), 1638 (Cleveland, Ohio), 1929 (St. Louis, Mo.), 23 (Bus Drivers, Santa Cruz, Calif.), 323 (CN, Hamilton), 1058 (Nampa, Indiana), 104 (Transit, Sault St. Marie) and 990 (Winnipeg) have contacted us. We have had hits from Australia, Japan, Germany, San Diego, Sarnia, San Jose, Montreal, Watertown, Mass., Kelowna, Buffalo, NY, St. Peter, Minn., Boise, Madison, Wis., and the Government of BC, also hits from Compuserve, America On-Line, Prodigy and the Microsoft Network from various points on the globe. Inside, check out an e-mail letter received from a Texas hogger, it has a familiar ring to it. POETRY IN MOTION by Norm Abrahams Cars Switched In Bars Many professional railroaders have a tendency to congregate in the local bars and clubs. The basic reason for this is that our hours of work and sleep are so screwed up that we have virtually no nine to five friends that have the remotest chance of having anything in common with us. To-wit here are a few lines dedicated to the professional railroader who has had the ill fortune of being bitten by the romantic bug of the rails.
What Was Said In The House , Nov. 22, 1995 "Mr. Speaker, recently constituents who work at CP Rail and VIA came to me about safety concerns they have about the way the recent collective agreements are being interpreted and enforced. Canadian Pacific locomotive engineers are concerned about what is called turnaround combination service. VIA running crews are likewise being made to work when in previous times they could have booked rest without penalty. Making tired people drive trains is not progress; it is tempting fate in the name of a false bottom line. I urge the Minister of Transport to look into the situation and tell CP and VIA to smarten up for the sake of the employees and in the interests of public safety." -Mr. Bill Blaikie NDP Winnipeg Transcona) What's New in the North Van. Safety Committee Here are a few issues that arose in the North Van. Occupational Health and Safety Committee in the last three months:
Remember: If you have any concerns about safety, let someone know immediately so action can be taken. Be sure to keep your safety reps informed so we may follow up or take your concerns to the committee.
Well back to the mizzen-mast mate 'fore Cappy gets wind of what yer up to, but not before I tells you a story. Late, late at night, before the dawn, with only yer thoughts and the odd ghost for company, yer mind tends to wander. Wander and wonder, perhaps ponder, the graveyard shift. Some boys possess the proverbial backbone of a great grey or blue. Some boys lack any bones at all and are more akin to a jelly-fish than a whale. This truth runs the length and breadth of the social spectrum, from guttersnipes to presidents, from admirals to street urchins. Honor is a gift, that which a man gives himself. You cannot buy it, borrow it, or steal it. What kind of legacy will you leave for your children to talk about? Will you pass a legacy of honor, or just pass on? Most working dogs that I know have more honor than you can shake a stick at. I know of a few management jelly-fish, and these jelly-fish need to ask themselves, "Am I an asset to the company, a liability, or simply an ass? Was I part of the problem or part of the solution? Did I, or will I, make things happen or wonder what in the name of tarnation happened?" Presumptuous? Absolutely! Preposterous? Totally! They say that the bottom of the North Atlantic is white with the bones Englishmen. Adios. - J. Y D. FROM UTU NEWS ON-LINE UTU News On-Line at Cyberspace World RR UTU Seeks Investigation Of UP "Safety" Tactics The UTU has requested an immediate investigation by the Federal Railroad Administration (FRA) to determine if the Union Pacific's (UP) installation of "cut-out" switches violates safety regulations. In actuality, according to UTU General Chairperson Norman Lucas, it appears the carrier has found another dirty trick to intimidate and infuriate operating employees. The switches on the block-signal equipment are used by trainmasters to temporarily disconnect the power from the illuminating block signal light, so that when the signal is set or coded by the dispatcher to indicate proceed, it becomes dark. The switches on the detectors cause the push-to-talk radio circuit to malfunction, so the crew of a passing train would not be able to hear the automated detector voice over the locomotive radio. "It is the position of this office that the carrier's installation of these switches has compromised the safe and normal operation of railroad block signals and other pertinent safety systems," Lucas said. "Through the offices of State Legislative Director J. P. Jones and National Legislative Director James Brunkenhoefer, we have requested that the FRA immediately investigate to determine if there are any FRA regulations being violated." Three Die In New Jersey Transit Crash Three persons were killed, including a UTU member, and 162 injured in the early-morning collision of two New Jersey Transit commuter trains near New York City last month. Killed were engineer John J. DeCurtis, 59, a member of Local 800 at Jersey City, N.J.; engineer Alfonso DeBonis, 47, and passenger A. David Stern, 49, a lawyer. The crash occurred after one train failed to stop at a signal and was struck by the other. It was unclear if human error or a problem with the signal or one of the trains was to blame. Engineer DeCurtis had worked a split overnight shift before being asked to work one more run. Such shifts stretch over more than 12 hours, with a break of about four hours in the middle. UTU members who work the shift say they try to catch a few hours' sleep in an empty commuter car but often cannot because of noise and other distractions. New Jersey Transit said it has done away with the nighttime split shift worked by DeCurtis, and was considering doing away with all such shifts in the wake of questions about the safety of such schedules. Research has shown that 12-hour night shifts are measurably more fatiguing than 12-hour days shifts. Following a National Transportation Safety Board recommendation two years ago that studies be made on worker fatigue in the rail industry, UTU and carrier representatives have been meeting to compare accident and time-schedule data in an attempt to improve crew- calling accuracy and quality-of-life issues for rail workers.
Eleven people, including two UTU members, were killed last month when an Amtrak train crashed into a Washington, D.C.-area commuter train head-on, which erupted into flames. Killed were conductor James E. Major, 48, and assistant conductor James Quillen, 53, both members of Local 610 at Baltimore, Md. Major, a 26-year rail employee, had served eight years on the Maryland State Legislative Board and as local chairperson. Also killed was 25-year veteran engineer Richard Orr, 43, and eight trainees from the Job Corps program. Amtrak's 16-car Capitol Limited and the three-car Maryland Rail Commuter (MARC) train, which was being pushed by a remotely controlled locomotive, collided on CSX tracks in suburban Silver Spring, Md. The conductors tried to warn the riders of the impending crash moments before the collision. Investigators were studying data from train and signal event recorders as this issue of UTU News went to press. A National Transportation Safety Board spokesman said a crucial track signal was located before a commuter station stop, rather than after, which might have contributed to the cause of the accident. The signal could have changed color while the commuter train was in the station, he added. Investigators also suggested that some of the 11 people killed might have lived if emergency exits hadoperated properly. Passengers were seen struggling to kick out the windows of the commuter train moments before it was engulfed in flames. Santa Fe Deaths Prompt Government Action As is, unfortunately, too often the case, the tragic and preventable deaths of two UTU members and the injuring of a third has finally prompted Government action that, it is hoped, will help prevent future carnage and suffering. In the wake of the fiery derailment of a Santa Fe train on a steep stretch of California track at Cajon Pass, the Federal Railroad Administration (FRA) has issued emergency rules to address what it called "an imminent and unacceptable threat to public safety," as well as the safety of railroad operating personnel. The order, which applies only to the Santa Fe, asserts that the Santa Fe train involved in the accident was not equipped with a working two-way end-of-train (EOT) device that could have stopped the train before the derailment and deaths. Killed in the crash were conductor Gilbert L. Ortiz, 25, a member of Local 1674 at Los Angeles, and trainman Kevin Williams, 38, a member of Local 1544 at Maywood, Cal. Injured was engineer Lester L. Foster, 42, also a member of Local 1674. The FRA ordered working two-way EOTs, helper locomotives or a manned caboose on all Santa Fe trains working the steep stretch of track. The UTU has long pushed for working two-way EOTs on trains following a National Transportation Safety Board recommendation suggesting the same. "The key word here is 'working,'" UTU National Legislative Director James Brunkenhoefer said. "The Santa Fe train that crashed allegedly had a 'working' two-way EOT, but did it work? No. If it had, we wouldn't be mourning the deaths of two brothers and praying for a third. "We also have received reports that there allegedly were braking defects on at least one car involved in the derailment," Brunkenhoefer said. "This train was a crash waiting to happen. How many more such trains are rolling right now? We need two-way EOTs and better safety enforcement, and we need it now, before more railroaders die." Hot Cargo Derails In Iowa Train cars loaded with bombs that had no fuses derailed in southern Iowa recently. Police were told by military officials that the 750-pound bombs would not explode unless exposed to fire or were subjected to a severe jolt (like a derailment?) Wisconsin Central To Purchase British Rail A Wisconsin Central-headed consortium has been picked to purchase British Rail's (BR) three freight companies. The United Kingdom government is in the process of selling BR assets. The WC will invest $47 million and own 33% of the new venture. Four Members Die In Rail Accidents Three UTU members were killed two days before Christmas 1995 in a collision involving three Conrail trains at Effingham, Ill., and another member was killed earlier that month in a yard accident in Monroe, N.C. Dead are conductor Rolla Allen, III, 51, of Local 1518, Indianapolis, Ind.; engineer Danny Gibbs, 41, of Local 1548 at Indianapolis, and conductor Dennis McElroy, 45, of Local 1399 at Terre Haute, Ind. The accident occurred when one westbound train rear- ended another, apparently causing cars of the first train to crash onto an adjacent track and into the path of an eastbound train. More than 50 cars derailed and 40 caught fire. An investigation of the accident continues. Meanwhile, Conductor Larry W. Steen, 54, a member of Local 1011 at Hamlet, N.C., was killed Dec. 14, 1995, after he fell under a train at a CSX rail yard in Monroe, N.C. According to reports, he was knocked to the ground by a boxcar during a switching maneuver and both his legs and his right arm were amputated by the wheels of the train. He had worked for CSX for 34 years. February 28, 1996 Employment Coordinator Dear Employment Coordinator: Re: #01-RO-96 Relief Rail Traffic Controller / Crew Dispatcher Please accept this letter as my application for the position noted. I believe that I am well qualified for the position and have held temporary positions with BC Rail for a number of years. Most recently I have worked as a locomotive engineer. I seek this position for the following reasons:
As references I a pleased to list the following Traffic Control Supervisors, who often tell me, "You should be here." J. D. Flanagan, K. Dodds, B. G. Williamson, D. G. Murrel. All are located at the B.C. Rail Center. Should I be selected for this position it will be my career objective to become the Grand Chief of the RTC's within two years. Yours Truly, Kevin Rhodes THIS IS YOUR LIFE Work, sleep, get up, eat Work, sleep, get up, eat Work, sleep, get up, eat Work, sleep, get up, eat Carry on repeating these lines until you go cross-eyed and begin to hallucinate. Have a nice trip! -Norm Abrahams Meeting Point is the official newsletter of the United Transportation Union Local 1778, published quarterly by volunteers. The Editors of Meeting Point support the concept of free speech and welcome any submissions of interest to our members, preferably in plain text format on 3.5in. floppy disk --although any and all forms are welcome: magazine and newspaper articles, or your own thoughts. Submissions can 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 Submissions become the property of Meeting Point. 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. Deadline for submissions: 15 th of Jan., Apr., July, Oct.
David, I am a locomotive engineer. I have been working for the Union Pacific for over twenty four years. I live in Tyler, Texas, (about 85 miles east of Dallas) and work out of Mineola, Texas. I am impressed with your newsletter. I feel that you and others that are doing this are leading the way into the future for rail labor. The men and the women on the ground are overdue and the powers that be need to be brought into the present and then taken into the future. We've been at a gunfight armed with a knife long enough!!! I am especially interested and appreciative of your article on crew fatigue. I explored a lot of the links and although it is geared mostly toward flight crews, it applies to train crews as well. I will follow up and obtain more information on this. I also feel that one point that is neglected in this fatigue debate is the fact that our last two national contracts have been settled by the United States Congress (in all their wisdom, DUH!!!!!) and have forced us to work longer hours for less pay. These settlements were enacted by Congress only after years of frustrating negotiations and are almost, line for line, what the companies wanted. So much for responsive representatives!!!! Upper management here has since shared in, not one, but two multi-million dollar bonuses. Needless to say, we were left out in these. I don't know the situation there in Canada, but things are not well here in the U.S. for rail labor. Again, thanks for the informative newsletter and I'll check back. It's our turn now!!!!! Later!!! Charles Neyman By David Kameras The Locomotive Engineers blamed management foot-dragging on urgently needed safety enhancements for a spate of recent rail accidents, including two fatal incidents in Maryland and New Jersey. "We have lost 17 engineers in the last two years, four of whom died this month due to these accidents," BLE President Ronald P. McLaughlin told the Senate Commerce, Science and Transportation Committee. "In some instances, we feel that the disregard for rail safety by the railroad companies has sent a death warrant to our members with faulty equipment, improper rest and improper or no inspections. "We hold the railroad management and (the Federal Railroad Administration) responsible for the loss of our engineers," he said. Searching for a common thread linking the accidents, McLaughlin described several factors that singly or in combination may have contributed: lack of adequate back-up or fail-safe procedures to protect against possible human error, excessive crew fatigue, inadequate inspections, testing and maintenance of brakes, poor enforcement of safety laws, payroll cutbacks at the expense of safety and failure of the industry to install technological improvements. Crew fatigue and a possible signal malfunction are being investigated in the Maryland crash, which killed 11 people. In New Jersey, where three died, the engineer had worked an overnight split shift of more than 14 hours. The Railroad Signalmen have pointed to preliminary federal data suggesting that signals in both incidents were operating properly. "What is so disturbing to rail labor is that these issues are not new, and we constantly meet roadblocks from the industry and FRA to our recommendations for adequate safety protection for our members and the public," McLaughlin said during a Feb. 27 hearing. "We do realize that the Federal Railroad Administration cannot adequately police the railroad industry with the present number of inspectors that are allotted by Congress," he said, noting that the agency has just over half the number determined to be needed as far back as 1978. McLaughlin identified a number of hazards that if addressed would substantially improve rail safety:
Adding to these problems is the under-reporting of "accidents and injuries using loopholes in the system to skew the number and types of accidents and incidents reported to FRA," said Maintenance of Way Employees President Mac A. Fleming. In testimony provided to the House Transportation and Infrastructure subcommittee on railroads, Fleming said many carriers harass and intimidate employees into withholding reports, and "actively engage in attempts to influence and/or manipulate medical treatment for injured rail workers to assure the injury remains unreportable to FRA." The same under-reporting holds true for train derailments, he said. Fleming has been especially critical of the use of "cost- benefit analysis" to delay implementation of safety regulations that could have saved some of the 53 roadway workers killed since 1986 after being struck by moving trains or equipment. "This is one of the most dangerous industries in the world," he said. In another rail development, unions are working with the Executive Council Strategic Approaches Committee to develop coordinated opposition to the proposed merger of the Southern Pacific and Union Pacific railroads, AFL-CIO Secretary-Treasurer Richard L. Trumka reported. Fleming, an AFL-CIO vice president, told the council, "The merger has the potential to devastate jobs in the rail industry." He pointed to the abandonment of short lines in the wake of the Burlington Northern and Santa Fe mergers, noting that "there would be a loss of services as well as a loss of jobs." The unions are fighting the merger through the AFL-CIO Transportation Trades Department. Joel Parker, vice president of the Transportation Communications Union, said labor would stand up to the rail leviathan. "American workers and consumers will not be held captive to a single monopoly railroad," he said. -AFL-CIO News, Mar. 8, 1996 http://www.aflcio.org/newsonline/news.html I continue to use this spot in Meeting Point to bring the members up-to-date on issues with BC Rail. The problem is that all the columns are starting to look the same. There is no agreement on Takla yet! Meetings are ongoing with the hope of resolution short of arbitration. Contract negotiations are at a snail's pace as BC Rail continues to drag their feet when it comes time to setting dates for negotiations. The management of BC Rail appears to have an Easter hangover and are going with the idea of putting all their eggs in one basket theory. It appears that someone in Labour Relations has been able to convince the management of BC Rail that the answer to all their problems is in consolidation of the Joint Council to three unions from the present seven. They continue to pursue this matter at the Labour Board as if it was a quest for the Holy Grail. If they had dedicated half as much time to working with this Council to resolve the ongoing problems as they gave in attempting to destroy it, we wouldn't have to be at the Labour Board. They appear to be under some misguided notion that it will be easier to gut our collective agreements if they succeed in consolidation at the Labour Board. What it should do is cause every union member on BC Rail to work that much harder to ensure we maintain what we have achieved over the years in long hard-fought battles with the management of the railway. I, for one, will ensure that I do everything in my power to ensure that the panacea the railway envisions as a result of their actions does not come to pass as long as I have any say in the matter. We have just finished another four days at the Labour Board on this issue and are scheduled for six more starting April 29th. The Labour Board is going to attempt to schedule a further seven days as they believe this will be required to hear this application by BC Rail. I somehow think all our time and money could be better spent. As a result of all this, the Joint Council has made the decision to hold some meetings and bring the members up-to-date on everything. I expect these meetings will have taken place by the time this newsletter goes out. Each time I write this column I hope that the next one will have nothing but positive news in it. So far it hasn't happened, but we all have something to look forward to. Maybe the restructuring of the management will have some positive effect on things. I will be attempting to work with the people in place and hope they are committed to do the same. By the time you get this I hope to have had the opportunity to talk with a lot of you at the meetings held by the Joint Council. I think in the next column I will just tell you about my holiday in Japan so I can have an article with a light, positive theme. I would like to congratulate Brian Gleason on his election as Chairperson for the B. C. Legislative Committee. Good work, Brian! Looking forward to a positive column next time. R. W. Sharpe General Chairperson
Recently, a switchman put a car on the ground and then, a couple of days later, twisted his ankle. Well, the railway decided they were going to investigate this. One thing became clear as a result of these investigations: "employee operates a standard transmission vehicle - left foot operates clutch. The investigation was done by management and included interviews with the switchman and the coordinators. The switchman was issued a stern letter advising him that more severe action will be taken in the future to ensure he performs his requirements. The investigation was presented to the Occupational Health and Safety Committee (OH&S) at the last meeting on request by the UTU. It appears the railway considers these investigations as those required under the Railway Act, Part XIV, (OH&S Regulations). Some of you are probably saying, "What's wrong with this picture?" First of all, the investigator is not a member of the OH&S committee. Second, no OH&S committee member participated in the investigation. Third, the OH&S commmittee was never advised of these incidents in which "the potential for serious personal consequence was extreme." Terms of reference dealing with accident investigations, agreed to by the Council of Trade Unions ensure that an accident investigation by OH&S Committees will not result in discipline or threat of discipline. It seems that the railway did not follow these terms of reference and are not living up to the agreements they sign. I would be more inclined to view this investigation as one taken under the discipline clause of our Collective Agreement. In other news, I'm advised that there was yet another derailment up north, another LPG car involved, this time just a small leak. I'm sure the railway will get around to investigating this too. The Ministry advises me the railway has up to forty five days to file a report with them. Reports like this are usually one-liners. The Ministry also advises they just don't have the staff to do investigations themselves. It is time to take the railway to task regarding accident investigations. Personally, I don't trust the railway to look after my safety. The Unions have fought hard for OH&S regulations, now we have to see they are complied with. British Columbia Legislative Board Meetings The re-organization meetings of the B. C. Legislative Board were held in conjunction with Saskatchewan and Alberta at Saskatoon, Sask. from Mar. 29 to Apr. 2, 1996. Elections were held for the positions of Chairperson, Vice-chair and Secretary. The results were: Brian Gleason, 1778, Chair, R. McDiarmid, 701, Vice-chair and Graig Good, 839, Secretary. A number of resolutions were passed and they will be reported on at the next regular meeting. I want to thank Bro. McDiarmid for the work he has done as Provincial Chairperson for the past four years. Bob is a dedicated union activist who has worked hard and represented the membership admirably. I am fortunate that he will continue to serve as Vice Chair and I look forward to working with him in the future. I also look forward to working with the Local Legislative Reps., the Canadian Legislative Director Tim Secord and my counterparts from the other provinces. The UTU recently sent twelve members from across the country to an instructor training course, we had the first opportunity to see some of them at work. A two day course was given entitled "What OH&S Committees Should Know about Musculoskeletal Injuries." Upcoming Provincial Election As you know, a provincial election looms on the horizon. Now, more than ever it is imperative that we return an N.D.P. government to Victoria. It is obvious that the railway has no intention of negotiating this Collective Agreement until after the election, they have managed to stall enough that the next Agreement won't be in place before the next election. Liberal leader Gordon Campbell has made it abundantly clear that he intends to put BC Rail on the auction block. This process would, of course, be much easier if there were no collective agreements in place. There is also the question of what would happen to our pensions. I encourage all members to contact their respective NDP candidates in order to lend whatever aid they can in the upcoming elections. Don't Harris B. C.-Vote NDP! Shorts
One day in the future, a trainload of grain may travel entirely by rail from Saskatchewan to Bombay, India, arriving in less than half the time it takes today. Such is the vision of the Inter-hemispheric Bering Strait Railroad and Tunnel Group (IBSRTG) whose plan to build a rail line linking North America to Russia and much of the rest of the world will be discussed at a world conference to be held in London, England, late this year. The inspiration of Czech-born mining consultant George Koumal, the project would invlove boring under the Bering Strait and adding about 7,000 kilometres of to existing rail lines. "The technology to do this is in hand," says James Oliver, spokesperson for the IBSRTG. "After all, the Trans-Siberian Railroad, which is over 7,000 kilometres long, was built under worse conditions in 1891." The plan is to link Yakutsk in Russia to Dease Lake in northern British Columbia where the rail line would connect with existing rail. The big engineering challenge-tunneling under the 80-kilometre stretch of the Bering Strait separating Alaska and Russia-would be much easier than it was for the English Channel Tunnel, Oliver says, because the strata are mostly granite, more stable than the clays under the Channel. The two sparsely populated Diomede Islands, stradling the International Date Line, are all that is left of an ancient land bridge linking the two continents. In fact, the toughest obstacle facing this group is developing an international treaty for the project among Canada, Russia, and the United States. Once this is in hand, a US$50-million jointly financed feasibility study can be initiated. The actual project, estimated to take about 15 years to complete, could be financed through the leasing of mineral rights along the proposed route, much the same way as the coast-to-coast Union Pacific Railroad was financed in the United States in the 1860's. Recent support for the project has come from Alaska, which has passed preliminary legislation creating rights-of-way for the necessary rail lines, and from Russia, where several ministries and the Siberian Republic of Sakha have endorsed the plan. A Bering Strait treaty will be proposed at the London conference later this year. "The age of railroads is yet to come," says Koumal. "The rails offer the most environmentally friendly and efficient overland long-distance transportation mode known to man." --Rick Boling, Equinox Magazine, April 1996 www.equinox.ca Monkey and the Engineer Once upon a time there was an engineer. Drove a locomotive both far and near. Accompanied by a monkey that would sit on a stool Watching everything the engineer would do One day the engineer wanted a bite to eat, He left the monkey sitting on the driver's seat, The monkey pulled the throttle, the locomotive jumped the gun And did 80 miles an hour down the mainline run. Big locomotive right on time, big locomotive coming down the line. Big locomotive No. 99, left the engineer with a worried mind. The engineer called up the dispatcher on the phone, To tell him all about his locomotive was gone. Dispatcher got on the wire, switch operator to the right, Cause the monkey's got the main line sewed up tight. The switch operator got the message on time, Said there's a Northbound livin' on the same main line, Open up the switch I'm gonna let him through the hole, Cause the monkey's got the locomotive under control. Big locomotive right on time, big locomotive coming down the line. Big locomotive No. 99, left the engineer with a worried mind. -GRATEFUL DEAD
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January 11, 2002
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