Notice on Payment of Settlement

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DENNY D’s DID YOU KNOW

Confirming Set and Centered

Safety Rule 81.5.4 

I put out a post on this before, and it is worth repeating due to a manager pointing this out during a recent observation.

It is important to pay attention to the wording on how Red Zone Protection is requested, confirmed, and released. There is a great number of us not doing it properly. 

The first sentence of establishing a Red Zone applies to an engineer or primary remote control operator only. The engineer must verify a set and centered before he can enter the red zone on a track with an occupied engine. No radio confirmation or whistle is signal required for the engineer to enter his own red zone.

The rest of the rule for requesting, confirming, and releasing applies to the other crew members. The conductor, switchman, brakeman, utility man, the RCO operator not in control of the box, etc...

The request can be done face to face, agreed upon hand signal, or over the radio. 

The engineer can only confirm set and centered by the radio or whistle signal if hand signal is used. It is important to note that it does not say face to face as an option. This is the part that managers are taking exception to.

Releasing the red zone can be cleared and confirmed via face to face job briefing , radio signal, or hand signal. 

It can be argued that if I can confirm the release completely face to face that I should be able to confirm set and centered via face to face. Unfortunately the rule is not written that way. Look for a change to come allowing this, but until then, I suggest complying with the process.

C 015 RE25 is back (STL - YC Via Pana)

The Bulletins should be posted today and run for five days. 

Action Alert

Please take a few minutes to read the attached notice and contact your Senators and Representatives in Washington, DC and ask them to support these pieces of legislation.  Additionally, we would like to ask that you ask your friends, family and nieghbors to also contact their members of Congress.  This is an issue that affects more than just us as railroad employees - it's a PUBLIC SAFETY issue as well.

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Vacation request form 2020

This file has been changed to a PDF Form you can edit on your electronic devices and email in.

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Changes to the vacations scheduling process

 

VACATIONS SCHEDULING:

WHEN YOU SUBMIT YOUR REQUEST YOUR FIRST CHOICE IS CONSIDERED FIRST, IF YOU CHOOSE TO SPLIT THAT REQUEST YOUR FIRST CHOICE WILL BE HONERED THEN SAT ASIDE UNTILL ALL OTHER FIRST CHOICE FIRST SPLITS ARE SCHEDULED. THEN YOUR SECOND SPLITS WILL BE HONORED IN SENIORITY OREDER.  THERE WILL BE EXAMPLES UPLOADED ON THE HUB WEB SITE.

WWW.BLETSTLHUB.ORG

THERE HAS BEEN NO CHANGE IN VACATION GROUPINGS

VACATION CHANGES:

BEGINNING JANUARY 1, 2020 ALL OPEN WEEKS OF VACATION WILL BE FILLED BY ONLY ONE LOCAL CHAIRMAN PER GROUPING. ALL REQUEST FOR A VACATION CHANGE TO AN OPEN WEEK MUST BE SUBMITTED VIA THE EMAIL ADDRESS BELOW. FOR THOSE WHO DO NOT HAVE ACCESS TO EMAIL YOU ARE ABLE TO SEND A TEXT MESSAGE FROM YOUR CELL PHONE TO THE BELOW ADDRESS.

YOU WILL RECIVE AN AUTO-RESPONSE THAT YOUR REQUEST HAS BEEN SUBMITTIED, ALL REQUEST WILL BE HANDLED BASED UPON THE TIMESTAMP OF THE MESSAGE SENT.

YOUR REQUEST MUST INCLUDE: NAME, UPRR ID# WEEK THAT YOU WANT AS WELL AS THE WEEK YOU WANT TO GIVE UP.

 [email protected]

[email protected]

[email protected]

[email protected]

[email protected]

 

 

DENNY D’S DID YOU KNOW - SETTING OUT MORE THAN ONE SOLID BLOCK

Recently I overheard a crew ask what I considered to be a very good question. They were on a southbound train from the A&S to Dexter. They had to make a set out at Dupo and also again at Chester. The question was whether or not this would’ve required a Class 1 brake test on the entire train at Chester due to setting out two solid blocks. The short answer is no.

A careful reading of Air Brake and Train Handling Rule 30.3.1 Part B reveals why the answer is no. Just reading the bullet points could lead you to believe that a Class 1 is required, because it does say when setting out more than one solid block. However, the title of Part B contains the phrase, “At A Location”. In the case with this train, they set out one solid block at a location, Dupo. Later on, they set out one solid block at another location. After making the set out at Chester, only a Class 3 Application and Release would be required per ABTH Rule 30.7.1.

There is one important part about the work at Chester worth pointing that would have required a Class 1 on the entire train. Their set out was separated by one car that was supposed to stay with the train. So in reality they would have set out two solid blocks at Chester had they set the car over to pick back up. The dispatcher instructed them to leave the car at Chester with the set out. Because of this, they only set out one solid block. Now only an application and release would have been required.

Understanding when, what type, and the procedures for proper brake tests is crucial. Failure to perform a proper brake test or even perform one incorrectly can result in an incident and a possible decertification. A good source for knowing what type of test is required, and what is required for the various tests, such as a leakage test, air slip, etc. is the chart in ABTH Rule 30.10.1.

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Wait Time claims

Claiming (1) penalty day at current locomotive engineer rate account not provided transportation to final tie up location in an expeditious manner as provided in side letter #4 of the 1998 St Louis Hub Agreement. Engineer XXXXXX was called for duty at (XXXXX) for train XXXXXX with on duty time of XXXX hours. As documented in federal tie up records, engineer XXXXXXXX and crew handled train from onduty terminal (XXXXX) to (XXXXXX). Crew notified train dispatcher at XXXX, XXX hours in advance of expiration of hours of service. Crew was finally provided transportation to final tie up terminal at XXXX hours and arriving at final terminal at XXXX hours. Total time on duty XX hours and XX minutes.

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Wait Time claims

Claiming (1) penalty day at current locomotive engineer rate account not provided transportation to final tie up location in an expeditious manner as provided in side letter #4 of the 1998 St Louis Hub Agreement. Engineer XXXXXX was called for duty at (XXXXX) for train XXXXXX with on duty time of XXXX hours. As documented in federal tie up records, engineer XXXXXXXX and crew handled train from onduty terminal (XXXXX) to (XXXXXX). Crew notified train dispatcher at XXXX, XXX hours in advance of expiration of hours of service. Crew was finally provided transportation to final tie up terminal at XXXX hours and arriving at final terminal at XXXX hours. Total time on duty XX hours and XX minutes.

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out of limits

There have been a lot of questions concerning getting a train “out of limits” and the proper way to claim the time.

Excerpt from the St. Louis Hub Agreement Side Letter 26:

Freight pool and extra board engineers filling regular assigned engineer vacancies standing first out on the board at time of call when required to relieve a train on the far side of the terminal under the “25-mile zone” provisions of this Agreement will be considered as having departed the terminal when such engineer departs in the conveyance to said train.

 

Excerpt from the St. Louis Hub Agreement - Q&A:

 

Q.6. How is a crew which received their train in the twenty-five (25) mile zone on the far side of the terminal compensated?

 

A.6. When so used, the crew shall be paid an additional one-half (1/2) basic day at the basic pro rata through freight rate for this service in addition to the district miles of the run. If the time spent beyond the terminal is greater than four (4) hours, they shall be paid on a minute basis at the basic pro rata through freight rate. Miles within the 25-mile zone shall not be added to the district miles of the run. Time spent within the zone does not factor into the computation of overtime; however, if the time spent within the zone, if factored into the computation of overtime, would produce road overtime earnings for the tour of duty in excess of the minimum four (4) hour payment, the higher overtime earnings would apply.

 

Q.7. If a crew in the twenty-five (25) mile zone is delayed in bringing the train into the origin terminal so that it does not have time to go to the destination terminal, what will happen to the crew?

 

A.7. If the crew had operated back through the origin terminal, they will be transported to the destination terminal, unless emergency conditions (i.e., acts of God, derailment, etc.) prevent such, and be paid district miles, overtime where applicable and a minimum of four (4) hours at the basic pro rata through freight rate.

 

Q.8. In regard to Question 6 above. What happens if a crew in the twenty-five (25) mile zone is delayed and does not depart the origin terminal a second time?

 

A.8. If the crew origin terminal is the home terminal will be released at the origin terminal and paid a basic day, including overtime when applicable, in addition to the minimum of four (4) hours at the basic pro rata through freight rate for working the 25-mile zone. If the origin terminal is the away terminal, the crew will be deadheaded to the destination terminal, except in cases of emergency (i.e., Acts of God, derailment, etc.).

 

Q.9. Is it the intent of this agreement to use engineers in the 25-mile zone if not qualified to operate on that territory?

 

A.9. No. It is not the intent of this agreement to require engineers to operate against their will within the 25-mile zone if not familiar with such territory.

 

Q.10. Do the 25-mile zone provisions, including the pay provisions thereof, apply to all engineers?

 

A.10. These provisions apply equally to pre-1985 engineer, post-1985 engineers, and engineers hired/promoted subsequent to the provisions of this agreement.

 

Q.11. Is the ½ day at the basic pro rata through freight rate for operating in the 25-mile zone frozen and/or is it a duplicate payment/special allowance?

 

A.11. No, it is subject to future wage adjustments and it is not a duplicate pay/special allowance.

 

Example 1 –

 

 Crew was called on duty for 10:00, upon going on duty you are notified that you must go to the far side of the terminal (within the 25-mile zone) to get the train. The crew departs from that location and reaches the destination terminal.

 

Record all information outlined in the Supt Bulletin.

 

YOUR TIME OUT OF LIMITS STARTS WHEN YOU GET IN THE VAN

 

If you spend time waiting for a van and or waiting for paperwork, note this in your FRA tie up that you spent “OT” on line E for a van or Paperwork.

 

Show your transport accurately as well as time out of the limits. If your time out of the limits exceeds 4 hours be sure to note that as you are entitled to additional compensation on a minuet by minuet basis. If the overtime pay is greater than the time spent out of the limits, you will be paid the higher amount.

 

Example 2 –

 

 Crew was called on duty for 10:00, upon going on duty you are notified that you must go to the far side of the terminal (within the 25-mile zone) to get the train. The crew departs from that location and does not reach the destination terminal.

 

As above show all information correctly, however in this situation you are entitled to all district miles, overtime earnings if applicable and the 4-hour payment with no offset of your overtime.

 

 

It is important to note there is a difference between the 25-mile zone/ out of limits payment and the runoff seniority district payment. If the crew is instructed to go beyond the 25-mile zone they are entitled to a basic day payment with no offset in either situation above. 

 

If you have any questions, please contact your Local Chairman.

 

 

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