In light of the recent accidents in the San Antonio area, we have been informed that FRA is planning a testing blitz with plans to check Radio Rules, Signal Rules, Speed, Haz-Mat, Cardinal Safety Rules, Headlight and Ditch rules. It is imperative that all members use their BLET Safety First Quick Reference Guide along with their BLET Safety First performance Guide as a check list to ensure proper rule compliance. Let the focus of this blitz lead them to the real culprit in this tragedy, Union Pacific Railroad. Let's NOT give them a scape goat on which to pin the blame.
Sunday, November 14, 2004
Thursday, November 11, 2004
Man Killed in Fifth Train Derailment in San Antonio Since May
Details regarding the cause of the below tragic accident are not fully developed. Irregardless of the outcome of the investigation, both FRA and UP are going to be cracking down on radio communications and stopping your train within half the distance given if you loose communication. The rule is quoted below and it is imperative that we get the information out to our members as soon as possible. They are in control of the move and they must protect themselves and others with strict compliance with the rule. The NTSB has been dispatched to the scene. Brother GY Bailey a member of the BLET Safety Task Force will be assisting in the investigation. We will provide more information as it is received.
5.3.6 Radio and Voice Communication
Employees may use radio and other means of voice communication to give information when using hand signals is not practical.Employees must make sure crew members:Know which moves will be made by radio communication. Understand that while using the radio, the engineer will not accept any hand signals, unless they are Stop signals.
5.3.7 Radio Response
When radio communication is used to make movements, crew members must respond to specific instructions given for each movement. In addition:Radio communications for backing and shoving movement must specify the direction and distance and must be acknowledged when distance specified is more than four cars. Movement must stop within half of the distance specified unless additional instructions are received.
Man Killed in Fifth Train Derailment in San Antonio Since May
By THE ASSOCIATED PRESS
Published: November 11, 2004
AN ANTONIO, Nov. 10 (AP) - One man was killed and another injured Wednesday when a train car smashed into a cold-storage warehouse where they were working, city officials said.
The derailment was the fifth in San Antonio since May, all involving Union Pacific Railroad trains. It was the second with fatalities.
Roger Bruening, 39, was killed in an office at Crystal Cold Storage when the train car crashed into the corrugated metal building. Another employee was taken to a hospital with injuries that the authorities said were not life-threatening.
Sgt. Gabe Trevino, a police department spokesman, said, "It appears that the train was backing up to hook onto cars, but it pushed them too far back and they went over the rail stop and into the wall."
About 200 gallons of diesel fuel spilled, but was contained.
Judge Nelson Wolff of Bexar County was visibly angry at the crash scene, calling it more evidence that a too-close relationship existed between railroads and their federal regulators that compromised safety.
Judge Wolff said he and others were going to Washington next week to meet with the Federal Railroad Administration, as well as Senator Kay Bailey Hutchison of Texas and Representative Charlie Gonzalez of San Antonio.
Asked the message he would deliver, Judge Wolff replied, "Get more inspectors out here, and stop being so damn cozy" with the railroads.
Steve Kulm, a spokesman for the Federal Railroad Administration, said that since 2000 his agency had expanded its nationwide staff of inspectors, and that they had carried out far more inspections and more than doubled the amount of fines assessed.
"And Union Pacific has been inspected more times, has received more violations and has paid more fines than any other railroad," Mr. Kulm said.
Last month, Ms. Hutchison asked for a federal investigation into the Union Pacific crashes.
"Today's accident highlights why it is important to have a top-to-bottom review of San Antonio's railroad corridor," she said.
John Bromley, chief spokesman for Union Pacific, based in Omaha, said an investigation team had been dispatched to the accident scene. The investigators will interview crew members, review their actions and examine the train for any signs of mechanical failure, he said.
Mr. Bromley said a Union Pacific crew member was supervising the operation on the short spur track leading to Crystal Cold Storage. He said the supervisor was in radio contact with the train's engineer.
The other four Union Pacific crashes in San Antonio occurred on mainline tracks. In one, on June 28, a Union Pacific train traveling at 40 miles an hour struck a Burlington Northern Santa Fe train that was trying to pull over onto a siding. The collision split a tanker car carrying chlorine gas, creating a huge toxic cloud that killed a Union Pacific conductor and two women who lived near the crash site. Two other people suffered badly burned lungs.
Several more people were injured in the crashes.
5.3.6 Radio and Voice Communication
Employees may use radio and other means of voice communication to give information when using hand signals is not practical.Employees must make sure crew members:Know which moves will be made by radio communication. Understand that while using the radio, the engineer will not accept any hand signals, unless they are Stop signals.
5.3.7 Radio Response
When radio communication is used to make movements, crew members must respond to specific instructions given for each movement. In addition:Radio communications for backing and shoving movement must specify the direction and distance and must be acknowledged when distance specified is more than four cars. Movement must stop within half of the distance specified unless additional instructions are received.
Man Killed in Fifth Train Derailment in San Antonio Since May
By THE ASSOCIATED PRESS
Published: November 11, 2004
AN ANTONIO, Nov. 10 (AP) - One man was killed and another injured Wednesday when a train car smashed into a cold-storage warehouse where they were working, city officials said.
The derailment was the fifth in San Antonio since May, all involving Union Pacific Railroad trains. It was the second with fatalities.
Roger Bruening, 39, was killed in an office at Crystal Cold Storage when the train car crashed into the corrugated metal building. Another employee was taken to a hospital with injuries that the authorities said were not life-threatening.
Sgt. Gabe Trevino, a police department spokesman, said, "It appears that the train was backing up to hook onto cars, but it pushed them too far back and they went over the rail stop and into the wall."
About 200 gallons of diesel fuel spilled, but was contained.
Judge Nelson Wolff of Bexar County was visibly angry at the crash scene, calling it more evidence that a too-close relationship existed between railroads and their federal regulators that compromised safety.
Judge Wolff said he and others were going to Washington next week to meet with the Federal Railroad Administration, as well as Senator Kay Bailey Hutchison of Texas and Representative Charlie Gonzalez of San Antonio.
Asked the message he would deliver, Judge Wolff replied, "Get more inspectors out here, and stop being so damn cozy" with the railroads.
Steve Kulm, a spokesman for the Federal Railroad Administration, said that since 2000 his agency had expanded its nationwide staff of inspectors, and that they had carried out far more inspections and more than doubled the amount of fines assessed.
"And Union Pacific has been inspected more times, has received more violations and has paid more fines than any other railroad," Mr. Kulm said.
Last month, Ms. Hutchison asked for a federal investigation into the Union Pacific crashes.
"Today's accident highlights why it is important to have a top-to-bottom review of San Antonio's railroad corridor," she said.
John Bromley, chief spokesman for Union Pacific, based in Omaha, said an investigation team had been dispatched to the accident scene. The investigators will interview crew members, review their actions and examine the train for any signs of mechanical failure, he said.
Mr. Bromley said a Union Pacific crew member was supervising the operation on the short spur track leading to Crystal Cold Storage. He said the supervisor was in radio contact with the train's engineer.
The other four Union Pacific crashes in San Antonio occurred on mainline tracks. In one, on June 28, a Union Pacific train traveling at 40 miles an hour struck a Burlington Northern Santa Fe train that was trying to pull over onto a siding. The collision split a tanker car carrying chlorine gas, creating a huge toxic cloud that killed a Union Pacific conductor and two women who lived near the crash site. Two other people suffered badly burned lungs.
Several more people were injured in the crashes.
Saturday, November 06, 2004
CARRIER SERVES SECTION 6 NOTICE ON BLET ND
All Railroads in the National Carrier's Conference Committee have served notice on the BLET National Division regarding their desires in the next round of bargaining. The PDF file containing that information can be viewed by clicking the link above.
Thursday, October 28, 2004
BMWE - NEWEST MEMBER OF IBT RAIL CONFERENCE
BMWE NEWS RELEASE
Brotherhood of Maintenance of Way Employes
20300 Civic Center Drive, Suite 320, Southfield, MI 48076
Contact: Rick Inclima, (248) 760-6966
BMWE Rail Union Members Overwhelmingly Approve Merger with Teamsters
Southfield, MI–October 27, 2004. Members of the Brotherhood of Maintenance of Way Employes (BMWE) have overwhelmingly approved the merger of the BMWE with the International Brotherhood of Teamsters (IBT) as well as the transfer of jurisdiction agreement for the BMWE Canadian members. 76 percent of BMWE members voting approved the merger with the IBT today. BMWE President, Freddie N. Simpson, who will now become President of the BMWE Division of the Teamsters Rail Conference, congratulated BMWE members for making such an informed and historic decision. “The BMWE members today have voiced their commitment to a strong and positive future and have taken a giant step in consolidating rail labor,” said Simpson. “I would also like to offer thanks to the members of the BMWE merger negotiation committee, Gary Cox, David Tanner, Bill Palmer, Paul Beard, Mark Wimmer and Scott Dawson, as well as offer my appreciation to committee advisors Rick Inclima, Steve Powers, Gail Meisel, Don Griffin, Bill Bon and Bill Hildenbrand. A special debt of gratitude also goes to BMWE Secretary Treasurer Perry K. Geller, Sr. with thanks to BMWE Chicago staff member Sandy Mattox.”
“More than two years ago, the BMWE’s leadership embarked on a path of reform aimed at strengthening the union’s hand in fighting for its members’ interests. The membership’s vote today is a milestone in that process – an important step on the road to rail unity,” declared Simpson. “We are proud and excited to be part of the Teamsters Rail Conference. Ratification of the merger with the IBT has demonstrated our members determination to strengthen and improve our positions both within the rail and labor communities,” stated Simpson. “With over 42 percent of union members in the rail industry now united under the Teamsters banner, our strength at the bargaining table will most certainly be improved. With both the BMWE and the BLET together as autonomous divisions of the Teamsters Rail Conference, railroad workers will have greater power at the workplace, in the halls of Congress, and in
negotiations.”
“This is an extraordinary moment in the history of the labor movement,” said Jim Hoffa, Teamsters General President. "As did my father, I have envisioned one union representing all transportation workers—roads to rails, ports to planes—that would provide workers with real power on the job and in the political arena. This historic merger brings us closer to our vision of that seamless transportation union."
The BMWE will become a division of the Teamsters Rail Conference, which was established in January 2004. In the beginning of the year, the Brotherhood of Locomotive Engineers and Trainmen became the first division of the Rail Conference when their members overwhelmingly approved their merger with the Teamsters. With the addition of the BMWE members, the Teamsters Rail Conference now represents almost 70,000 union rail members and becomes the 7th largest Division at the IBT. BMWE members build, maintain, inspect, and repair the railroad tracks, bridges, and related structures throughout North America.
Brotherhood of Maintenance of Way Employes
20300 Civic Center Drive, Suite 320, Southfield, MI 48076
Contact: Rick Inclima, (248) 760-6966
BMWE Rail Union Members Overwhelmingly Approve Merger with Teamsters
Southfield, MI–October 27, 2004. Members of the Brotherhood of Maintenance of Way Employes (BMWE) have overwhelmingly approved the merger of the BMWE with the International Brotherhood of Teamsters (IBT) as well as the transfer of jurisdiction agreement for the BMWE Canadian members. 76 percent of BMWE members voting approved the merger with the IBT today. BMWE President, Freddie N. Simpson, who will now become President of the BMWE Division of the Teamsters Rail Conference, congratulated BMWE members for making such an informed and historic decision. “The BMWE members today have voiced their commitment to a strong and positive future and have taken a giant step in consolidating rail labor,” said Simpson. “I would also like to offer thanks to the members of the BMWE merger negotiation committee, Gary Cox, David Tanner, Bill Palmer, Paul Beard, Mark Wimmer and Scott Dawson, as well as offer my appreciation to committee advisors Rick Inclima, Steve Powers, Gail Meisel, Don Griffin, Bill Bon and Bill Hildenbrand. A special debt of gratitude also goes to BMWE Secretary Treasurer Perry K. Geller, Sr. with thanks to BMWE Chicago staff member Sandy Mattox.”
“More than two years ago, the BMWE’s leadership embarked on a path of reform aimed at strengthening the union’s hand in fighting for its members’ interests. The membership’s vote today is a milestone in that process – an important step on the road to rail unity,” declared Simpson. “We are proud and excited to be part of the Teamsters Rail Conference. Ratification of the merger with the IBT has demonstrated our members determination to strengthen and improve our positions both within the rail and labor communities,” stated Simpson. “With over 42 percent of union members in the rail industry now united under the Teamsters banner, our strength at the bargaining table will most certainly be improved. With both the BMWE and the BLET together as autonomous divisions of the Teamsters Rail Conference, railroad workers will have greater power at the workplace, in the halls of Congress, and in
negotiations.”
“This is an extraordinary moment in the history of the labor movement,” said Jim Hoffa, Teamsters General President. "As did my father, I have envisioned one union representing all transportation workers—roads to rails, ports to planes—that would provide workers with real power on the job and in the political arena. This historic merger brings us closer to our vision of that seamless transportation union."
The BMWE will become a division of the Teamsters Rail Conference, which was established in January 2004. In the beginning of the year, the Brotherhood of Locomotive Engineers and Trainmen became the first division of the Rail Conference when their members overwhelmingly approved their merger with the Teamsters. With the addition of the BMWE members, the Teamsters Rail Conference now represents almost 70,000 union rail members and becomes the 7th largest Division at the IBT. BMWE members build, maintain, inspect, and repair the railroad tracks, bridges, and related structures throughout North America.
Thursday, October 21, 2004
UTU SMOKESCREEN: BLAME BLET FOR FUTURE SCHEME
CLEVELAND, October 15 -- The United Transportation Union’s latest attack against the Brotherhood of Locomotive Engineers and Trainmen regarding seniority maintenance fees is a smokescreen created to draw attention away from its imminent plan to implement seniority maintenance fees on the national level, BLET National President Don Hahs charged today. On October 15, the UTU issued a news release claiming that the BLET is implementing seniority maintenance fees for trainmen on the Conrail Shared Assets Areas and the Kansas City Southern. What is missing from the UTU release, according to President Hahs, is the fact that the UTU was the first union to implement these fees at Conrail and KCS. “The only reason the BLET has seniority maintenance fees is because the UTU implemented them first,” President Hahs said. The UTU pioneered the concept of seniority maintenance fees years ago, requiring engineers to pay dues to the UTU in order to maintain their seniority as trainmen. BLET challenged UTU’s seniority maintenance all the way to the U.S. Supreme Court. “The BLET is adamantly opposed to the concept of seniority maintenance fees, and we only implemented such programs after the UTU did so,” Hahs said. “We would never even have dreamed of such a concept had the UTU not done so.” To make matters worse, the BLET has learned that UTU leaders and the nation’s railroads will soon enter into a seniority maintenance fee program on the national level, forcing all engineers and trainmen who join BLET to pay dues or a fee to UTU as well as BLET in order to “maintain” their trainman seniority. He said the UTU “smokescreen” news release of October 15 attempts to use BLET as a scapegoat, claiming UTU is implementing its nationwide seniority maintenance fee program to retaliate against BLET. “The article posted on the UTU website is meant to set the stage for the announcement of the UTU’s most recent agreement on a nationwide seniority maintenance provision,” President Hahs said. “I challenge UTU President Paul Thompson to do what’s right for BLET and UTU members and refrain from beginning its nationwide seniority maintenance fee program.“It is unconscionable that UTU would make an agreement forcing post-’85 workers to take promotion to engineer on the one hand, and then force them to pay double dues on the other hand.”
Friday, October 15, 2004bentley@ble.org
Friday, October 15, 2004bentley@ble.org
Saturday, October 09, 2004
The Blues Option
I have contacted Blue Cross – Blue Shield regarding our election to participate in that plan. I have found out the following:
1. Members will be receiving an election form in the mail within the next 4 – 5 days notifying them what plan they are currently under and the choices that are available to them.
2. This election form will be received annually around this time allowing employees to choose a different plan for the next year effective Jan 1 of the following year.
3. The UHC and Blues plans are identical in benefits offered to our members.
4. There may be some other services (24 hour hot lines etc) available under different plans, but the benefit entitlement is the same in both managed care and comprehensive care under UHC (800-842-9905) and the Blues (866-267-3320)
5. Your participation in the managed care program is mandatory if it is available in your area as determined by your zip code.
6. If you are satisfied with your health care provider you do not need to make a choice. The plan you are currently enrolled in will not be changed unless you select a different option and return the information via
7. Once you receive your election form and information you can call a toll free number (866) 267-3320 to discuss any questions that you have regarding the application of the plan and how it works.
8. Everyone is encouraged to contact them with questions to get the answers straight from the horses mouth…. So to speak!
My understanding is that the Blues option makes managed care available in more rural areas. However, I encourage every member to contact all the numbers to obtain specific information about his options and what would best suit his family’s needs and desires.
Fraternally,
Gil Gore
Sunday, October 03, 2004
BLUE CROSS - BLUE SHIELD OPTION TO BE OFFERED TO LOCOMOTIVE ENGINEERS EFFECTIVE JANUARY 1, 2005
Members should be receiving packets of information regarding their ability to swap over to the Blue Cross - Blue Shield managed care plan if the same is available in their area. If managed care is not offered in your area, you can choose the comprehensive plan offered by either United Health Care or Blue Cross - Blue Shield. Changes requested will not become effective until January 1 of 2005.
CONTACT INFORMATION AND FORMS FOR AGREEMENT EMPLOYEES WORKING ON UP BLET SOUTHERN REGION
Railroad Employees National Health and Welfare Plan (formerly GA-23000)Comprehensive Health Care Benefit (CHCB) - UNlTEDHealthcare
1-800-842-5252 - www.myuhc.com
Managed Medical Care Program (MMCP) - UNlTEDHealthcare
1-800-842-9905 - www.myuhc.com
Aetna
1-800-842-4044 - www.aetna.com
Prescription Drugs - Medco Health Solutions
1-800-842-0070 - www.medcohealth.com
Mental HealthlSubstance Abuse - ValueOptions
1-800-934-7245
Life Insurance - Metropolitan Life Insurance Co.
1-800-310-7770
The National Railway Carriers and United Transportation Union (NRCIUTU) Health and Welfare Plan Comprehensive Health Care Benefit (CHCB) -
UNlTEDHealthcare
1-800-691-0013 - www.myuhc.com
Regence
1-888-445-4379
Managed Medical Care Program (MMCP)
Regence
1-888-977-2583
UNlTEDHealthcare
1-888-445-4379 - www.myuhc.com
Aetna
1-888-332-8742 - www.aetna.com
Prescription Drugs - Medco Health Solutions
1-800-842-0070 - www.medcohealth.com
Mental Health/Substance Abuse - ValueOptions
1-800-934-7245
Life Insurance and Accidental Death & Dismemberment
Metropolitan Life Insurance Co.
1-800-310-7770
Railroad Employees National Early Retirement Major Medical Benefit Plan (formerly GA-46000)
UNITEDHealthcare
1-800-842-5252 - http://www.myuhc.com/
Railroad Employees National Dental Plan
Aetna
1-877-277-3368 - www.aetna.com
Railroad Employees National Vision Plan VSP
1-888-877-4782 - http://www.vsp.com/
The Supplemental Sickness Benefit Plan Covering Locomotive Engineers
MetLife
(800) 858-6506
If you need BLET assistance in working with MetLife, please contact:
Jim Bradford - BLET Short-term Disability Administrator
(830) 896-1592 - Bradford@ble-t.org
The Supplemental Sickness Benefit Plan Covering Shop Craft Employees
UNUMProvident
1-800-542-4231
The Supplemental Sickness Benefit Plan Covering Signal Employees
UNUMProvident
1-800-542-4231
The Supplemental Sickness Benefit Plan Covering Maintenance of Way Employees
UNUMProvident
1-800-542-4231
The Supplemental Sickness Benefit Plan Covering Yardmasters
Trustmark
1-800-504-9052
1-800-842-5252 - www.myuhc.com
Managed Medical Care Program (MMCP) - UNlTEDHealthcare
1-800-842-9905 - www.myuhc.com
Aetna
1-800-842-4044 - www.aetna.com
Prescription Drugs - Medco Health Solutions
1-800-842-0070 - www.medcohealth.com
Mental HealthlSubstance Abuse - ValueOptions
1-800-934-7245
Life Insurance - Metropolitan Life Insurance Co.
1-800-310-7770
The National Railway Carriers and United Transportation Union (NRCIUTU) Health and Welfare Plan Comprehensive Health Care Benefit (CHCB) -
UNlTEDHealthcare
1-800-691-0013 - www.myuhc.com
Regence
1-888-445-4379
Managed Medical Care Program (MMCP)
Regence
1-888-977-2583
UNlTEDHealthcare
1-888-445-4379 - www.myuhc.com
Aetna
1-888-332-8742 - www.aetna.com
Prescription Drugs - Medco Health Solutions
1-800-842-0070 - www.medcohealth.com
Mental Health/Substance Abuse - ValueOptions
1-800-934-7245
Life Insurance and Accidental Death & Dismemberment
Metropolitan Life Insurance Co.
1-800-310-7770
Railroad Employees National Early Retirement Major Medical Benefit Plan (formerly GA-46000)
UNITEDHealthcare
1-800-842-5252 - http://www.myuhc.com/
Railroad Employees National Dental Plan
Aetna
1-877-277-3368 - www.aetna.com
Railroad Employees National Vision Plan VSP
1-888-877-4782 - http://www.vsp.com/
The Supplemental Sickness Benefit Plan Covering Locomotive Engineers
MetLife
(800) 858-6506
If you need BLET assistance in working with MetLife, please contact:
Jim Bradford - BLET Short-term Disability Administrator
(830) 896-1592 - Bradford@ble-t.org
The Supplemental Sickness Benefit Plan Covering Shop Craft Employees
UNUMProvident
1-800-542-4231
The Supplemental Sickness Benefit Plan Covering Signal Employees
UNUMProvident
1-800-542-4231
The Supplemental Sickness Benefit Plan Covering Maintenance of Way Employees
UNUMProvident
1-800-542-4231
The Supplemental Sickness Benefit Plan Covering Yardmasters
Trustmark
1-800-504-9052
Tuesday, September 28, 2004
Bush Targets Rail Workers' Rights
September 28, 2004
To learn more, check out these TTD website links:
TTD Homepage:
www.ttd.org
Tell it to Washington
News
Bush Targets Rail Workers' Rights
The Bush administration is trying to suppress rail workers from using their rights to file grievances on critical issues like working conditions, safety, and pay.
Under the thin bureaucratic smokescreen of new "filing fees" -- which would apply to workers, but not to management - certain Bush appointees to the National Mediation Board are trying to cut down on the number of rail workers who speak up on the job and exercise their rights under union contracts.
As part of a deal struck between labor, management and our government more than 70 years ago, the government has picked up the cost of arbitrating labor-management disputes in the rail industry. But by levying a new tax on rail workers, and not management, the intent of these "reforms" is crystal clear: silencing workers and tilting the playing field in management's favor.
This one-way tax on your rights is yet another example of the White House's long-running assault on your collective bargaining. So what's next, having to pay to vote?
Nobody can silence us…tell the Bush Administration to abandon this blatant assault on your rights.
Let Us Know What You Think
Click here to give TTD your feedback.
To learn more, check out these TTD website links:
TTD Homepage:
www.ttd.org
Tell it to Washington
News
Bush Targets Rail Workers' Rights
The Bush administration is trying to suppress rail workers from using their rights to file grievances on critical issues like working conditions, safety, and pay.
Under the thin bureaucratic smokescreen of new "filing fees" -- which would apply to workers, but not to management - certain Bush appointees to the National Mediation Board are trying to cut down on the number of rail workers who speak up on the job and exercise their rights under union contracts.
As part of a deal struck between labor, management and our government more than 70 years ago, the government has picked up the cost of arbitrating labor-management disputes in the rail industry. But by levying a new tax on rail workers, and not management, the intent of these "reforms" is crystal clear: silencing workers and tilting the playing field in management's favor.
This one-way tax on your rights is yet another example of the White House's long-running assault on your collective bargaining. So what's next, having to pay to vote?
Nobody can silence us…tell the Bush Administration to abandon this blatant assault on your rights.
Let Us Know What You Think
Click here to give TTD your feedback.
Saturday, September 25, 2004
NEW TECHNOLOGY OR FURTHER INSANITY..? - YOU DECIDE - PHOTOS BELOW
On Sept 22, 2004 I was in attendance at Short Line Yard at Des Moines, IA on the UPRR for a demonstration of a RCL camera system designed to view the track ahead of a RCL for observance of signals, switches, etc. The main purpose of this demonstration was to determine if the RCO's could use this technology to view an interlocking signal and it's aspect at the west end of the Short Line Yard.
Besides myself, in attendance were: Gary Johnson-UPRR MTO at Des Moines, John Conklin-FRA, Bill Holt-General Director RCL Operations UPRR, Larry Stubrud-FRA Signal and Train Control Inspector at Des Moines, two representatives from the vendor TCS I believe...they had no cards to offer, Pat Hendricks-UTU Political Director from Iowa, Bill Wiebe and Bob Laborde-UTU Local Chairmen from Des Moines.
As you can see by the pictures, the system is quite bulky and weighs approximately six pounds. The battery pack and computer is worn on a waist belt with the batteries themselves positioned at the wearers back and being approximately 2.5 inches thick. Add to this the OCU in front and you have made the RCO approximately 9 inches larger from front to back thru the waist area. one member, who is not exactly of slim build, tried the pack on and said he could not get thru the door of the locomotive. The trackball unit on the right side of the RCO's waist would be replaced with something more streamlined according to the vendor, but this was what they brought to demonstrate the equipment. The trackball is used to operate the computer which controls certain views available in the eyepiece such as zoom, and also controls zoom and pan of the locomotive mounted camera. According to the vendor, the battery pack is good for a maximum of 6 hours, but should be replaced with fresh batteries after 4 hours.
The eyepiece is a tiny video screen that mounts on the bow of the RCO's eyeglasses. It was interesting to note when I first arrived before the demonstration started, the vendor was walking up the switching lead to determine how far he could go before losing the signal. He was using one hand to operate the trackball, and the other hand needed to be cupped completely over his eye in order to clearly view the eyepiece in the bright sunlight. How many hands does that leave free to hold a switchlist, operate a radio, and operate the OCU? In some cases if standing at the right angle to the sun, both hands were needed to shade your eyes in order for a clear view of the eyepiece. The focus of the eyepiece is adjusted by sliding it back and forth on it's bracket, approximately one inch to the right of the eyepiece itself. It required two hands to adjust the focus and was difficult to get it exactly right.
Another interesting note is the varying opinions on whether or not ones view of the signal in question was or was not clear in the eyepiece. Some said, yes, they could clearly see the aspect of the signal. Upon my first chance to view it before the demo actually started, I could not clearly determine the aspect. The signal was red, but in order for me to determine that, I had to use both hands to shield my eyes from the sun and squint hard in order to see any semblance of color. The signal appeared dark to me at first, but upon studying it for several seconds, I could detect a very subtle hint of red. The locomotive was parked approximately 100 yards from the signal at a slight angle as the switching lead curves as you approach the signal. The camera was zoomed in on the signal.
The camera is mounted atop the locomotive horn. It has pan and zoom capabilities. In the cab of the locomotive was a computer with 60 Gb of memory, enough for two weeks according to the vendor. As new information came in past the 60 Gb, the oldest information is erased first.
The system was networked with Netgear brand hardware using the 802.11g configuration and AES (256 bit Advanced Encryption Service). According to the word of the vendor, it is "unhackable", but I have to ask if anything is truly "unhackable" in the eyes of a terrorist, or any teen-age geek in his bedroom with the Dell Computer he got for Christmas. I asked the vendor what would happen in the event of a computer "freeze", would the last view be still in the eyepiece? He said the system was designed to drop out completely and show a black eyepiece if that would occur. I know when my computer freezes in my office, the screen does not go black. I am stuck looking at the last thing I had on my desktop until I manually reboot the computer.
Regardless of the varying opinions on whether the signal was truly visible or not, there were other concerns raised and each of these concerns were valid and accepted by all that were there. All were concerned about the bulkiness and weight of the system, and Mr. Holt from the UPRR said he could not accept the system in it's present configuration. Suggestions from the vendor to reposition the battery pack to a vertical configuration in the middle of the RCO's back were immediately shot down by the UTU representatives. The weight was Mr. Holt's concern, so given it's present size, it appears the system will not be acceptable to him.
To my surprise, Mr. Holt also addressed the cognitive issues that you and I discussed Bob. No matter if any system is put into use in the future, he said the cognitive issues would be taken heavily into consideration. I expressed my opinion of the importance of those issues and he agreed with me. Mr. Conklin seems to think that the UPRR would have to put in place rules whereby if a person was trying to view the eyepiece, he could be performing absolutely no other duties whatsoever.
Other concerns addressed were weather related issues, such as battery life and eyepiece appearance during an Iowa blizzard at -20F., the fact that the equipment was all new now and how would it work after two months or a year, and the cleanliness of the camera lens or eyepiece (weather also comes into play here). Also of note was the fact that what we viewed today was from a locomotive that was stationary. Those that have seen the view while the locomotive was in motion on the rough track of a switching lead said it made the signal much harder to view.
The end result seems to be that the system as presented is not acceptable. Not a single person there embraced it as it was.
One final note...the vendors said that it might be possible to attempt this using a PDA configured to receive the digital data and transform it into MPEG, so that is something that we might be looking at in the future.
Hope this helps.
Fraternally,
Charles E. HintzChairman, Iowa State Legislative Board
Brotherhood of Locomotive Engineers and Trainmen
Sunday, September 05, 2004
WHEN DO I QUALIFY FOR RAILROAD UNEMPLOYMENT AND SICKNESS BENEFITS
For a new railroad employee, starting to work for the railroad in the calendar year of 2004:
- The employee must work in at least 5 different months during calendar year 2004
- During calendar year 2004 they must earn at least $2825
- In any one of the 5 or more months worked, only $1130 for any one month can be counted
For example, if the railroad employee worked in 5 months and earned $4000 in one month, and $400 in each of the other months, we would count the big earning month as no more than $1130 for that month, $400 each for the other 4 months, for a total creditable amount of $2730 and the employee would not qualify
If the employee does qualify, they would be eligible for either Unemployment or Sickness Insurance as of July 1, 2005. Normally a claimant can draw for about 6 months (or 130 paid days).
The benefit year runs from July 1st to June 30th, but is based upon earnings during a calendar year.
To download a copy of this information in PDF format, right click on the Title of this message and select save target as. To view a PDF copy just left click on the title.
Sunday, August 15, 2004
AUGUST 16, 2004 - FIRST TRIP RATES COME TO BLET SOUTHERN REGION
Effective August 16, 2004 the following trip rates will go into effect on the BLET UP Southern Region GCA. These trip rates will be applicable to all engineers (both post and pre 85) and will be paid each trip.
RUNS/POOLS | ENGINEER TRIP RATE | ENGINEER FLIP RATE | Overtime Offset on Arbitraries |
$280.14 | $552.73 | $4.81 / 9 min | |
$248.21 | $484.98 | $6.76 / 12 min | |
$214.25 | $214.25 | $22.26 / 40 min | |
$285.11 | $587.03 | $7.19 / 13 min | |
$273.54 | $566.54 | $4.99 / 9 min | |
$252.90 | $526.65 | $4.17 / 7 min | |
$275.34 | $638.48 | $4.68 / 8 min | |
$274.35 | $568.48 | $4.82 / 9 min | |
$193.20 | $440.39 | $2.58 / 5 min | |
$263.60 | $541.75 | $1.51 / 3 min |
The pools identified in red if used at the away from home terminal for HOS relief and subsequently deadhead to their home terminal upon completion of that service will be allowed two trip rates. 1 for the HOS relief and 1 for the deadhead portion of the trip. The pools identified in black are in dispute regarding how trips of that nature will be handled. The Carrier’s position is that they will be allowed one trip rate for that service due to past practice in the pool of combining deadheads in that type of service. We disagree and urge anyone in those pools used in that manner to claim two trip rates for the service. 1 on your working timeslip and the other via the =PE process for the deadhead portion of the trip. The second trip will have to be appealed and processed through the claims system until the issue is settled. The Flip Rate identified above would apply when you were deadheaded out of the home terminal to the away from home terminal working back to the home terminal. The above trip rates incorporated the following pay elements:
1. Initial Terminal Delay
2. Final Terminal Delay
3. Meals in Route
4. Runarounds within the terminal
5. Initial Terminal Switching
6. Final Terminal Switching
They do not include board runarounds due to improper placement or make whole pay for working off assignment.
Since the above pay elements are incorporated into the trip rates they are automatically paid on a per trip basis and are no longer applicable or subject to appeal under the claims process. All other rates of pay not identified above are still in full force and effect.
Sunday, July 25, 2004
WIRELESS LOCOMOTIVE DOWNLOADS ALL OVER UP SYSTEM
There are over 3100 locomotives equipped with transmitters that automatically send the event recorder download to remote servers whenever they pass within range of one. These systems extract both Wabtec (pulse) and Quads (Q-tron) downloads.
The locomotives equipped are GE Dash -8s, GE Dash -9s, GE AC4400s, AC6000s, EMD SD90s, some EMD SD70s, and a fewEMD SD40s and SD60s. All RCL units are equipped with CATTRON and GE after 09/12/03.
As of January 01, 2004 there are 15 wireless download sites. North Platte NE., Kansas City MO., Green River WY,. Portland OR., Hinkle OR., Roseville CA" West Colton CA., El Paso TX., Houston TX, Denison TX., Coffeyville KS., Pine Bluff AR., Dexter MO., Denver CO. and Clinton IA.
WIRELESS DOWNLOADS
There are limitations with the wireless server. Servers have a download range of approximately one mile. Locomotives should be stopped but will download up to five mph. Download time is the same as a manual download, 10 minutes for Wabtec and about five minutes for Quads. Download process is a line-of-site process. Any interruptions of the line-of-site contact during the process will stop the download. Servers can only download one locomotive at a time. Servers will not download during the process of transferring downloads from local servers to the centralized database. Servers capture a default wheel size with the download. Download servers will display Omaha (Central Time Zone) time. EXCEPTION: Some units will reflect Greenwich Mean Time. You will need to use the Adjust Time feature to make your download reflect the correct time. For example, if you are in the central time zone, you will need to subtract six hours to make the titrie correct. (five hours during daylight saving time).
Wabtec downloads captured on the server will display two files, the .STA and .DAT files. These files are displayed one on top of the other. The Quads download will have one file when downloaded.
Before selecting the download for processing take note of the file size. A full download will contain 320KB, 512KB or 1024KB for Wabtec downloads and 256KB for Quads. Any numbers other than the ones listed above will indicate the server did not capture a full download. The size of the file, compared to the size of a full download will indicate how much of the download was captured.
When a download is transferred from the locomotive transferred first. Due to this, the data captured in the reference time taken from the server will be captured correct except for the time zone corrections that may server for 90 to 180 days.
to the server, the oldest data on the download is partial download will be older data. HO\':lever, the and the dates and times of the captured data will be need to be made. The download data will stay in the
ACCESSING WIRELESS DOWNLOAD
Double click on the internet explorer icon. Select Departments
Select Operating Practices Index. Select wireless Base Stations - Event recorders Select wireless Download Menu. Input TCS user ill and Password, click on Login.
The locomotives equipped are GE Dash -8s, GE Dash -9s, GE AC4400s, AC6000s, EMD SD90s, some EMD SD70s, and a fewEMD SD40s and SD60s. All RCL units are equipped with CATTRON and GE after 09/12/03.
As of January 01, 2004 there are 15 wireless download sites. North Platte NE., Kansas City MO., Green River WY,. Portland OR., Hinkle OR., Roseville CA" West Colton CA., El Paso TX., Houston TX, Denison TX., Coffeyville KS., Pine Bluff AR., Dexter MO., Denver CO. and Clinton IA.
WIRELESS DOWNLOADS
There are limitations with the wireless server. Servers have a download range of approximately one mile. Locomotives should be stopped but will download up to five mph. Download time is the same as a manual download, 10 minutes for Wabtec and about five minutes for Quads. Download process is a line-of-site process. Any interruptions of the line-of-site contact during the process will stop the download. Servers can only download one locomotive at a time. Servers will not download during the process of transferring downloads from local servers to the centralized database. Servers capture a default wheel size with the download. Download servers will display Omaha (Central Time Zone) time. EXCEPTION: Some units will reflect Greenwich Mean Time. You will need to use the Adjust Time feature to make your download reflect the correct time. For example, if you are in the central time zone, you will need to subtract six hours to make the titrie correct. (five hours during daylight saving time).
Wabtec downloads captured on the server will display two files, the .STA and .DAT files. These files are displayed one on top of the other. The Quads download will have one file when downloaded.
Before selecting the download for processing take note of the file size. A full download will contain 320KB, 512KB or 1024KB for Wabtec downloads and 256KB for Quads. Any numbers other than the ones listed above will indicate the server did not capture a full download. The size of the file, compared to the size of a full download will indicate how much of the download was captured.
When a download is transferred from the locomotive transferred first. Due to this, the data captured in the reference time taken from the server will be captured correct except for the time zone corrections that may server for 90 to 180 days.
to the server, the oldest data on the download is partial download will be older data. HO\':lever, the and the dates and times of the captured data will be need to be made. The download data will stay in the
ACCESSING WIRELESS DOWNLOAD
Double click on the internet explorer icon. Select Departments
Select Operating Practices Index. Select wireless Base Stations - Event recorders Select wireless Download Menu. Input TCS user ill and Password, click on Login.
Friday, July 23, 2004
ASK FOR PICTURE ID FROM FRA REPRESENTATIVES
It was announced by an FRA representative at SACP that individuals had shown a FRA business card to a crew and had ridden a train with them and asked numerous questions about operations and rules. The FRA representative stated that these were not FRA personnel and that the only acceptable FRA credential has a picture ID and the background has a hologram with the FRA logo. This particular representative claimed that railroad employees would trigger a citation if they failed to ask for credentials and if they do ask, a business card is not acceptable. Please get the word out to your members.
Charles E. Hintz
Chairman,
Brotherhood of Locomotive Engineers and Trainmen
515-251-6378
cehintz@msn.com
Wednesday, July 21, 2004
NEW BLET SAFETY PREFORMACE AND SANITATION GUIDES MAILED TO THE MEMBERSHIP TODAY.
Each Member should be receiving a packet of information from the General Committee in our continuing effort to raise the level of professionalism of our craft. The package will include a laminated Safety Performance Guide which will provide you pocket access to information routinely used in your daily activities as trainmen and engineers. You will also be receiving a laminated Sanitation Guide (decision matrix) provided by Terry Briggs, the TSLB Chairman. This guide will break down the complicated FRA regulations regarding sanitation requirements on locomotives. By answering the questions and following the decision matrix flow chart, you can easily determine if the locomotive you are working on meets the FRA standards for sanitation. The documents are being mailed to each member via US mail and are also available electronically by clicking on the below links.
COVER LETTER FROM GENERAL CHAIRMAN GORE
SANITATION GUIDE (DECISION MATRIX)
Tuesday, July 20, 2004
NEW EXTRA BOARD ESTABLISHED AT LUFKIN TEXAS BY AGREEMENT
Zone 3 has ratified the establishment of a new extra board at
Sunday, July 18, 2004
REMOTE DERAILMENT PINE BLUFF
A Union Pacific remote control job (K043 YT35 B36R) went through a control point on the Jonesboro Subdivision, crashing into the side of a train on mainline track that was carrying hazardous materials. The remote control unit hit the freight train on the mainline, derailing 11 cars. The remote control unit was pulling over 100 cars and was operated by two junior employees (both were recently employed in early 2004).
Photos below
Photos below
BLET RESPONDS TO RAID ACCUSATIONS
| BLET response to Paul Thompson July 16, 2004
Friday, July 16, 2004
http://www.ble.org/pr/news/newsflash.asp?id=3968 © 2004 Brotherhood of Locomotive Engineers and Trainmen
|
Subscribe to:
Posts (Atom)
