Bargaining Update
The latest national bargaining sessions are scheduled for May 24
through 26, June 8 and 9, and June 28 through 30, by the National
Mediation Board. The NMB case has been reassigned from Senior Mediator
Jack Bavis to John Schrage along with Less Parmelee who was previously
assigned.
On March 30, the BMWE requested the services of the NMB on Amtrak
because "discussions with Amtrak are not heading towards any
meaningful resolution" of the current Section 6 dispute.
Mediators Les Parmelee and Fred Lief were assigned to the case and the
first mediation meetings were held on May 11 and 12.
"The 74-year-old Railway Labor Act could come under assault in
the 107th Congress next year if rail unions perceive that carriers are
using its provisions to delay negotiations in hopes of pressuring
labor into concessionary agreements," reported Frank N. Wilner in
his April 17 "Rail Intelligence" column for Traffic World.
"It is not uncommon for labor negotiations to drag on for years -
and some have dragged on for more than three years. ... The longer the
negotiations, the greater the pressure of the rank-and-file on their
leaders to sign a less than desirable contract so long as it contains
some form of wage boost," Wilner said.
"If the carriers had put a detailed proposal on the table
early, there could have been more progress," said Joel Myron,
BMWE Director of Strategic Coordination and Research. "The
carriers want to halt disruptions but make little effort to resolve
disputes promptly. If the carriers refuse to sit down immediately to
concentrated bargaining, the parties should be released" to use
economic incentives such as a strike. Otherwise, the carriers benefit
as outlined in the so-called "Schmiege Letter."
On June 21, 1991, Bob Schmiege, then Chairman of the Chicago &
North Western Railway, wrote, "the Railway Labor Act's specific
charter is to avoid strikes, and it is remarkably effective at
preventing unions from achieving the legal right to strike. Unless we
believe that our companies have the leverage to win traditional
management-employee tests of economic strength, our interests are best
served by a system which avoids those tests. Our only real leverage is
delaying a wage settlement." (Bold and italics added.)
A Right Denied - or Thrown Away
Voter registration is allegedly meant to prevent election fraud, but
it often works to prevent working people from voting. In many states
you must register to vote a month or more before the election. Busy
people like us often don't think seriously about an election until a
week or two before voting day. By then, in many states it's too late
to register. And to vote. But your bosses don't forget, nor do the
rich folks that own your railroad. They register. They vote. In
numbers approaching 100 percent. Never forget, if you don't register,
you can't vote. If you don't vote, your boss or your owners in effect
vote for you. They vote, and you may not like who they pick to run
your life. Remember, as former United Mine Workers President John L.
Lewis said, "what is gained at the bargaining table can be lost
at the ballot box." Not registered because you're on the road (or
deer hunting) on election day? No problem. Also no excuse. Every state
lets residents who aren't home on election day to vote in advance -
usually by mail. If you're registered, all it takes is a phone call or
postcard to your election bureau and a 33-cent stamp to mail the
ballot back. But voting absentee is no different than voting in
person. If you don't register, you can't vote.
Cramdown
On April 10, the AFL-CIO Transportation Trades Department wrote the
U.S. Senate urging the Senate to work towards ending the
"perverse 'cramdown' policies of the Surface Transportation
Board, an independent agency of the U.S. Department of Transportation
charged primarily with oversight of our nation's railroads. Since
1983, the STB has seen fit to use its regulatory authority during the
consideration of railroad mergers and other proceedings to grant the
railroads the unencumbered right to break, or 'cramdown,' the private
collective bargaining agreements they have entered into with their
employees. The Board's actions are in clear defiance of Congressional
intent as Congress has never authorized the practice of breaking
private contracts. ...
For railroad workers this egregious practice by the STB has very
real and serious consequences. For example, a 30-year veteran of the
railroads who has climbed the seniority ranks, may become displaced or
otherwise see his or her contract rights destroyed by a stroke of the
STB pen. For a working family, the consequences often mean that a
railroad worker may face the real prospect of having to move hundreds,
if not thousands, of miles from home - that is, if he or she is lucky
enough to retain a job following a merger. In other cases, workers
have actually seen their collective bargaining rights stripped away by
actions of a federal government agency, or watched their employer
successfully use a 30-year-old merger transaction as justification to
again break an existing private contract.
Fortunately, their is a legislative fix - S. 1590 - introduced by
Senator Michael Crapo (R-ID), which would put an end to the insidious
practice of cramdown by barring the STB from breaking or modifying the
private contracts of employees or any other entity such as a business
shipper that has a contractual relationship with the railroads. ...
Last year rail labor and management agreed to up to a three-year
moratorium on cram down. During this period the two sides would
negotiate an end to the current cramdown policy and then work toward
enactment of a unified STB policy agenda. Unfortunately, just hours
after a deal was reached, the railroad industry reneged through its
Washington, DC association. ... To continue to allow a federal agency
to break private collective bargaining agreements that are supposed to
protect railroad workers and their families is a travesty. ..."
100th Anniversary of Casey Jones Fatality
On April 30, the Casey Jones Home and Railroad Museum in Jackson,
Tennessee, held a special ceremony to commemorate the 100th
anniversary of the death of legendary engineer John Luther
"Casey" Jones. As part of the ceremony, a museum official
read the following statement from Ed Dubroski, President of the
Brotherhood of Locomotive Engineers.
"In less than two weeks, the Brotherhood of Locomotive
Engineers will celebrate its 137th anniversary. As North America's
oldest labor union, the BLE has represented literally hundreds of
thousands of locomotive engineers over the course of our history. But
clearly, the one BLE member whose name stands out from the rest is
John Luther 'Casey' Jones.
Casey Jones belonged to BLE Division 99 in Water Valley,
Mississippi. He was a member in good standing at the time of his fatal
accident at Vaughn Station, which occurred one hundred years ago. In
those days, railroading was such a hazardous occupation that the
unions usually were the only source by which railroad workers could
obtain insurance. In fact, Casey's widow benefited from not one, but
two $1,500 life insurance policies that Casey had purchased from the
BLE's Locomotive Engineers' Mutual Life and Accident Insurance
Association.
By all accounts, Jones was an ambitious engineer, eager to move up
the seniority ranks and serve on the higher paying and more
prestigious passenger trains. Prior to the accident, Casey was
regarded as a good engineer, who had only minor infractions on his
record. Casey Jones has gone down in American folklore as an heroic
man, like the captain who goes down with his ship. He was immortalized
in song because he stayed on his locomotive in a vain, but valiant
attempt to prevent the accident that took his life and threatened so
many others. Today, the legend of Casey Jones lives on.
The cabs of our nation's locomotives are much safer than they were in
the days of Casey Jones, but the railroad industry still must make
great strides to ensure the safety of locomotive engineers. In the
past 12 months alone, six BLE members have been killed in the line of
duty while at the throttle of a locomotive. While these men may not be
immortalized like Casey Jones, their deaths symbolize the ever-present
need for improved railroad safety. For almost 137 years, the BLE has
led the fight to protect the lives and interests of locomotive
engineers, train crew members and the traveling public, and we will
continue to fight for as long as it takes to reduce the number of
fatalities to zero. May the legend of Casey Jones live on, even as we
strive to put an end to fatal accidents on our nation's
railroads."
New Move to Silence Workers
New legislation aimed at curbing the political activity of unions
and their members is on the horizon in the U.S. Senate, said the
AFL-CIO April 17 Work In Progress. In an April 12 hearing on campaign
finance, Sen. Mitch McConnell (R-KY) said he planned to introduce a
bill adding another layer of regulations to unions' reporting
requirements on how union dues are spent. The new requirements would
interfere with unions' constitutional rights to communicate with their
members, said Laurence Gold, AFL-CIO associate general counsel. Joan
Claybrook, president of Public Citizen, reminded the panel that in
1998, business groups spent more than 11 times what unions spent in
hard and soft money political contributions.
Kaiser Talks Resume
One day after the National Labor Relations Board said it would
charge Kaiser Aluminum with an illegal lockout of more than 2,900
workers, the company agreed to resume contract talks with the
Steelworkers, beginning May 10 in Houston. The remedy for Kaiser's
unlawful action is full back pay and benefits retroactive to January
14, 1999, when the company illegally locked out its employees. USWA
members struck Kaiser on September 30, 1998, after the company's
unfair labor practices and substandard contract offer, and offered to
return to work on January 13, 1999.
Overnite Developments
The Teamsters' unfair labor practice strike against Overnite
Transportation Co., hit the six-month mark April 24. Negotiations
resumed for three days in Chicago in late April and were set to
continue May 16 and 17 in Washington, DC. In March, the National Labor
Relations Board ordered the trucking giant to bargain with the union
at its Miami terminal, where workers voted to join the Teamsters in
1995. The Board also found Overnite had committed a number of unfair
labor practices there, such as illegally subcontracting work, refusing
to provide the union with certain information and unilaterally
changing work rules. Overnite also was ordered not to interfere with,
coerce or intimidate workers at the Miami terminal. |