KCS Reroutes

Brothers, 

 
   The carrier is planning to run some traffic over the KCS like we have done in the past, The agreement for this is in the process of being worked out. In the meantime there will be a Bulletin Posted in CMTS in the next day or two taking bids for peer trainers. 
 
   The number of peer trainers is not yet known, If you wish to apply the peer trainer agreement will be used. The Bulletin will run for 7 days. 
 
   Crews off the C 015 RE06/RT06 will operate the trains from STL to Mexico, then tie up in the hotel in Jeff City. 
 
 
Fraternally, 
 
Brian 

Dropped Turn Claim Language

Brothers, 
 
   Here is the claim language for use when a turn is dropped. 
 
 
Brian 
 

Claiming 4 hours pay due to turn (Turn ID) dropped in front of my turn (Turn ID) Per the May 2019 Extra Board Regulation and Dropped Turn Settlement. 

 
Documentation to include with claim: 
Snapshot of the boards. 
Job History of the dropped turn showing it was dropped. 

Dropped Turns and GXB Regulation - 11 Million Dollar Settlement

Brothers,

 

    There have been some changes made to the Guaranteed Extra Board Regulation as well as how vacancies are handled in the pools.

 

 Guaranteed Extra Board Regulation-

 

     For the past 21 years our General Committee has been in dispute with the carrier over the regulation of the Extra Board's. With the amount of time claims and countless disputes this issue has gone to arbitration. The resolution has been a 11 million dollar payment for the outstanding time claims, along with that a settled arrangement on how the Extra Boards are to be regulated:

 

  • They will be regulated at 3200 miles on a 20 day look back.

 

  • 60% of Z miles will be used in the calculation.

 

   

Dropped Turns-

 

    When there is a vacancy in the pool and the Primary and Secondary Extra Boards are exhausted, the turn will be dropped. No more stepping up or all day/night phone calls. Once the turn is dropped the second out engineer will be paid an additional half days pay for the dropped turn.

 

   We  working to have this added to the available claims selection on your tie up.

 

There is also now a 12 hour minimum layoff for the regular pool along with the extra board, regardless of the status.

 

The 11 million dollars is payable only to our General Committee, to those who have put in the claims for Extra Board Regulation and Dropped turns that have already been declined by Timekeeping and are in the claims handling process.

 

 

Fraternally,

 

Brian

File attachments: 

Workers Memorial Day 2019

Workers Memorial Day 2019

By Dennis R. Pierce
BLET National President

INDEPENDENCE, Ohio, April 26 — Each year on April 28, unions including the Brotherhood of Locomotive Engineers and Trainmen (BLET) and the International Brotherhood of Teamsters (IBT) recognize Workers Memorial Day and remember American workers who were injured or killed in on-the-job accidents. We commemorate and honor these workers and renew the fight for safe workplaces. 

With Corporate America’s ongoing push to break unions and end the Middle Class, and with vulture capitalists negatively impacting the railroad industry though the pursuit of Precision Scheduled Railroading (PSR), it’s more important now than ever before to get involved with your union. The BLET is the leading advocate for your safety in the workplace. Our Brotherhood has secured regulations, safety standards and other protections that have made workplaces safer our members. 

But many railroaders have no union protections, like the workers at numerous short line railroads throughout the United States. Their jobs are just as dangerous as those who work for Class I railroads, but they do not have the backing of a union or the protection of a union contract, so they are often afraid to speak out. And when they do, many short line workers are fired or harassed by their employers for simply voicing job safety concerns or reporting injuries. Through the foresight of our delegates at the Fourth National Convention in October of 2018, the BLET established a Short Line Division. It was an important first step toward bringing a higher level of safety and union protection to our counterparts in the short line industry. 

On this Workers Memorial Day, I urge you to take a moment to remember those who have been killed or injured on the job. I urge you to get involved with your union, become active and aware, and educate yourself about the issues in Washington D.C. that impact your job and your safety.

Precision Scheduled Railroading: Short Term Gains at What Cost?

By Dennis R. Pierce, BLET National President

(BLET Editor's Note: The following message from BLET National President Dennis R. Pierce has been excerpted from the February/March 2019 issue of the Locomotive Engineers and Trainmen News.)

INDEPENDENCE, Ohio, April 8 - Much is being made in the railroad industry and other transportation media about the Precision Scheduled Railroading (PSR) wildfire sweeping from coast to coast. Proponents of PSR will tell you that it will prove to be the industry's savior. But it also begs the following question; just what does the industry need to be saved from?

d6c20464-6fbb-484d-81b6-d5f530c4baee.jpgAccording to transportation industry news provider Transport Topics, the combined operating income of the Class I railroads topped $16 billion for the first half of last year, based on company reports. The carriers are now well into their second decade of ever increasing profits, setting new records virtually every year.

So, why the stampede toward PSR? And what does PSR really mean for railroad workers, shippers and the nation as a whole? While everyone seems to have a slightly different definition of PSR, there are a couple of common threads in all the definitions.

What the PSR crowd is in unanimous agreement on is that the process will be driven by maximization of every single asset. That includes even the fixed-point shippers, as Norfolk Southern and Union Pacific eliminated more than 425 domestic and nearly 100 international origin-and-destination interline pairs in just the first six weeks of the year.

As a result, hundreds of locomotives and cars already have been mothballed, and that number will increase into the thousands in the next few years. Dozens of shops and yards have already been closed or are slated to be shuttered.

And where a line doesn't pass muster under the profit maximization test it will be sold off or leased to some short line. NS did just that last year with an entire operating division, and CSX has been trying to do with its main line along the Florida Panhandle since last fall.

While all this is unfolding, thousands of railroad workers already have been furloughed.

For BLET members, there are signs beyond yard closures, demotions and furloughs. Increasing numbers of Distributed Power locomotives are used to run trains of dangerous lengths in order to eliminate road jobs, vastly exceeding the train lengths that current communication technology can manage.

Of even more concern is that many railroads refuse to consider the introduction of actual scheduling for our work shifts in road freight service. There is no consistent "precision scheduled railroading" insofar as BLET members are concerned. Predictability for road freight crews on many railroads is all but non-existent, creating avoidable fatigue risks every day. And the carriers continue to complain about crew size even when a single crew of two is moving hundreds of truckloads hundreds of miles every day across America. All of this combined creates the potential for a much less safe workplace, all in the name of short term profits.

What is the purpose of all this asset maximization? At a conference held in Atlanta in February NS identified three key targets for investors.

One was that it plans to reduce its operating ratio, which measures operational costs as a percentage of revenue. The carrier's operating ratio was 65.4 percent in 2018. NS vows to slash that ratio by over 8 percent in just three years' time.

The second is that NS plans a dividend payout ratio of 33 percent. What this means is that one out of every three dollars in profits will be paid to shareholders as a dividend.

On top of that, the third key is that NS plans to continue share repurchases using free cash flow and borrowing capacity. In other words, much of the two dollars in profit that are not paid out in dividends will be used to buy back stock and, if there isn't enough money to do that, then the railroad will borrow money for buybacks.

These financial goals reveal PSR for what it really is ... a scheme to suck up as much of the railroad's revenues as possible and distribute it to investors, particularly to the hedge funds that own an ever-increasing stake in the industry.

PSR is nothing more than what has been called by many industry observers, and with good reason, vulture capitalism. Hedge fund investors swoop into a company and drive down operating costs in order to wring out every possible dime in profits, but don't share those profits with the workers who created them. They buy back stock to pump up the price, and when they run out of cash they borrow against the company's assets to buy back more stock and pump up the prices some more. At the same time, operational downsizing cuts are removing much more than "fat"; they cut into the muscle and bone of the operation and are much harder to repair when the hedge fund investors move on to greener pastures.

And what happens when this merry-go-round stops? Just ask the folks who used to work for Sears, or Kmart, or Toys 'R' Us, to name just a few of the more recent victims of vulture capitalism. Their companies were cannibalized in the name of making wealthy investors even wealthier.

To be sure, it is very unlikely that CSX or KCS or NS or UP will disappear from the economic map the way those companies did. But history instructs what happens when vulture capitalist schemes like PSR have squeezed all of a railroad's assets dry.

In 1968 the Pennsylvania and the New York Central railroads merged to become the Penn Central. When it became apparent that the two operations were not a good match, a system-wide cannibalization and liquidation of assets began so that stock prices could be maintained and dividend payments continued. Penn Central's shippers and workers were mere afterthoughts. Less than two and a half years after the merger, the Penn Central became the largest corporation in U.S. history - to that point - to declare bankruptcy ... and the carcass of the railroad was dumped on the nation's taxpayers to rebuild.

Significantly, Burlington Northern Santa Fe, which is the only privately-owned Class I railroad in the country, has said "Thanks, but no thanks" to PSR. Perhaps BNSF understands this history, or maybe it knows that short-term gain for a few ultra-wealthy investors at the cost of long-term pain for everyone else is not a plan for long term success.

 

Former Republican President Theodore Roosevelt said in 1913, four years after he left the White House, that "Of all forms of tyranny, the least attractive and the most vulgar is the tyranny of mere wealth, the tyranny of a plutocracy." Time will tell if PSR is what the railroad industry needed. Unfortunately, much harm could come to the nation's railroad infrastructure by the time that question is answered.

Locomotive Daily Inspection Checklist

Brothers and Sisters,

The implementation of PSR on Union Pacific has caused a reduction in the mechanical forces that have historically done the required daily inspections on our locomotives.  The daily inspections are more frequently being done by our Locomotive Engineers that have not been trained to do the inspections. 

Our General Committee has created a checklist for our Locomotive Engineers to use when they have been instructed to do the daily inspections.  This checklist was created using the Air Brake and Train Handling Rules currently in effect, always verify there have been no changes to these rules.   

We are currently in the process of distributing the checklist to your BLET Local Chairman.

You will still file a basic day penalty claim for doing the locomotive inspection where there are mechanical forces on duty. 

Ronnie Rhodes

Engineer Training Board TE23/TE24

 

For those who are being assigned to an Engineers Training Board TE23/TE24, you will be paid at the Guaranteed Extra Board Rate.

Memorandom

Violations of FRA Regulations

Brothers,

 

  In response to President Pierces letter concerning:

 

             If a crew is ordered to exceed their permissible Hours of Service, they should avoid putting themselves in a position where they could be subject to charges of insubordination. Rather, the date and time the order was received, and the identity of the Carrier official giving the order, should be documented. All suspected Hours of Service violations should be reported, in writing, to the member's Division Legislative Representative, who will forward the reports to the applicable State Legislative Board Chairman for handling with FRA. The SLBCs for the states identified in the Carrier's initial waiver request are copied hereon for their information.

•             The same process should be used in the following circumstances:

o             when ordered to operate beyond their territorial qualifications;

o             when working with a pilot who is operating beyond their territorial qualifications; and

o             whenever ordered to omit a required brake test, or ordered to perform an alternate, less detailed brake test.

 

All WORKING Engineers are encouraged to take these notes, if required under the circumstances listed above and forward them to one of the respective Legislative Representatives below.

 

Missouri – Mike McGill – Email – [email protected] Cell – 573-421-0246  

Illinois – Victor Crivilare – Email – [email protected]  Cell – 217-663-2292

 

If you are unable to get ahold of one of the above Legislative Reps, feel free to send the information to me for further handling.

 

Brian Young – Email – [email protected]

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