NOTICE TO ALL REVELSTOKE ENGINEERS
Brothers & Sisters,
As most of you have already heard, due to problems in the Shaugnessy tunnel, we will be running pushers again between Rogers and Stoney Creek. The tunnel work will begin August 7, 2002 and is expect to last for several weeks. The pusher crews will operate as before and the collective agreement and local rule provisions, which covered this service before the tunnels, have been brought out of archive status and will apply.
I have reproduced all the relevant agreements for you so you can see what the payment arrangements are before you bid the job. It is planned that there will be between 4 and 9 trains a day pushed. There may be more depending on how well the plan works.
As you can see by the bulletins, there will be two jobs set up initially and a third job will come on line by the 12th, if required. This is in case there are more trains being pushed than anticipated. In the mean time, extra pushers may be called as required. The third pusher job will be cancelled if there is no need for it.
A great deal of patience will be required by our membership in the beginning and we will work things out as they unfold. The union will be monitoring the situation and will do all we can to ensure the crews make it over the road and the obligations in the collective agreement are lived up to.
Road crews are reminded that they are entitled to 45 minutes (9 miles) for adding pushers onto their trains at Rogers, or anywhere else. Should the pusher engines be added into their train (not a nose job) a 30 minute claim is payable and a further 30 minute claim is payable for cutting them out.
In other words, nose jobs are worth 45 minutes (9miles) only. You get the 9 miles plus another 6 miles for cutting the pushers into your train at Rogers. The other 30 minutes for cutting the pushers out at Stoney Creek is also payable if the pushers are in the train. Total = 22 miles. Should you be relieved at Rogers after cutting in the pushers, you are entitled to one hour and 15 minutes and the relief crew gets 30 minutes for cutting them out at Stoney Creek.
Anyone considering bidding these jobs needs to consider how the number of pushes required will impact their earning potential as well as the hours of service regulations that have come into effect. The track will be shut down for at least 16 hours a day. The number of trains that will need pushers is unknown for sure. The union hopes there will be enough work for the two jobs to make enough money to justify being out there but you are only guaranteed what is in the provisions of the archived agreements. There is a guarantee of 240 hours per calendar month (3000 miles) in the collective agreement.
Each engineer must make up their own mind if there will be enough miles in this agreement to warrant bidding the jobs. Can they push enough trains through the MacDonald track in 8 hours to limit the number of pushes required? Will there be trains that will need pushes even when the MacDonald track is open because of congestion? How do the hours of service regulations cut into your earning potential? How well can anyone predict the number of trains that will require pushing? Will the construction go on schedule?
We have agreed to relaxing the 7 day board regulations enough for them to put two jobs on next Wednesday. The other bid for the third job is according to the agreement and it is up to each of you to decide if it’s worth the gamble. The executive of Division 657 makes no recommendation on this.
G. Edwards. LC
2.07 (Formerly (g)
The minimum day for engineer in regular assigned pusher and helper service shall be 8 hours or less, 100 miles or less; miles made in excess of 100 miles pro rata.
2.08 (Formerly (h)
Engineer in this service will appear on duty 15 minutes before time ordered to leave shop track and
will be paid for same.
2.09 (Formerly (i)
The pusher day will commence at the time ordered to leave shop track; EXCEPT that, when required to switch before leaving terminal on initial trip, engineer will be paid initial terminal time including switching on minute basis at pro rata rates from time ordered for until departure from outer main track switch or designated point at the initial terminal, in which case the pusher day will commence when payment for initial terminal time stops.
2.10 (Formerly (j)
When the hours exceed the miles, hours will be paid; when the miles exceed the hours, miles will be paid. When trip is made on miles, all final terminal delay from time registered in on train register until engine is placed on shop track, plus an additional 15 minutes for inspection, will be paid. Such time shall be included in making up short day.
2.11 (Formerly (k)
Continuous time will be allowed engineer in regular pusher or helper service at freight rates, when ordered out for service at all points where regular pusher or helpers are stationed, until return to the point to which he is regularly assigned. Should engineer be held at regular established terminal (other than home terminal to which he is regularly assigned) on account of repairs to engine or track obstruction, he will be compensated as per Article 10 (Held Away-From-Home- Terminal).
2.12 (Formerly (l)
Should engineer be used out of home station, after completing a day of 8 hours, or 100 miles, a new day will commence. Engineer having completed a day will not be run around other assigned pusher or helper engineers out of home station.
Note: Example: The eight hour period of a pusher engineer expires at 1600, engineer is ordered to assist at 1530 and for some avoidable reason the train does not leave until 1605, engineer will commence a new day, and if released on return, this movement will not be considered a run-around of other engineers in pusher service. Should engineer not be released and other pusher engineers are run-around they will be entitled to 50 miles, as per Article 26 (c).
2.13 (Formerly (m)
Regular engineer in this service shall be guaranteed 240 hours per calendar month. All time worked in excess of this shall be paid for at scheduled rates. No guarantee of Medicine Hat where pushers are working out of the mail terminal.
2.14 (Formerly (n)
Freight engineer will not be used in pusher or helper service (except to complete a day of 8 hours or 100 miles) when regularly assigned pusher or helper engineer is available.
2.15 (Formerly (o)
Time will be computed from the time ordered for until
registered in on roundhouse and train registers.
In consideration of the uniqueness of the service, the following
understanding and instructions apply to the Pusher Assignment to facilitate the pusher service itself and the ancillary services such as switching and servicing pusher units:
1. Minimum day for pusher crew in regular assigned pusher service at
Rogers shall be six hours or less, with maximum of two pushes. Pusher crew on train whose road engine leaves the west switch at Rogers after six hours on duty will commence a new day. (See Clause 3).
2. Pusher crew will appear on duty 15 minutes before time ordered and will be paid for same.
3. Pusher day will commence at the time ordered for in all cases and crew may be required to switch or service units before leaving Rogers on any trip or on arrival at Rogers following any trip. Time so occupied at the start of a day will be paid as initial time. Time so occupied at the conclusion of a day will be paid as final time including the time so occupied beyond the six hour minimum.
4. Final inspection time of 15 minutes will be included in making up a minimum day.
5. Pusher crew used out of Rogers after completing a six hour day or two pushes will commence a new day.
When a second pusher crew is required on a train at Rogers to man robot units the second out crew will be called for this service.
Pusher crew required to man robot units west of Stoney Creek or Glacier and leaving their engine at Stoney Creek or Glacier, following either one or two pushes, will commence a new day when leaving Stoney Creek or Glacier in that service.
6. Pusher crews will not delay trains for personal reasons such as eating, using rest rooms, etc and will ensure that pusher engine is in wye or
other designated location sufficiently in advance of the arrival of the train to be pushed, to avoid that train having to stop.
In this respect, the cooperation of train dispatchers is requested. ¥Then practicable and possible, train dispatcher will alert the crew when the train to be pushed is leaving Donald. This is considered
ample time for the pusher crew to perform their personal requirements and have the pusher engine in the wye track before the train leaves Beavermouth.
It should be remembered the pusher crews on duty, are on pay, and they must avail themselves for duty promptly and not expect nor rely on the good graces or good nature of the Train Dispatcher to continually remind them of their duty. -~
7. Handling of bad order cars to locations where repairs can be readily made is considered a vital assistance to our overall operations. Cooperation of pusher crews in this respect should be appreciated by all concerned.
8. Whenever the pusher is used to assist an eastward train west of Glacier anew day will begin if two pushes have already been made or if six hours on duty prior to leaving the point where the train is being assisted from.
J.M. White, Superintendent Revelstoke, B.C. , April 4, 1985
Office of the Superintendent
CP Rail Heavy Haul Systems
Our File LE 2.G
April 11, 1989
Mr. R.J. Cameron Local Chairman Division 657
Brotherhood of Locomotive Engineers P.O. Box 2850
Revelstoke, B.C. VOE 2S0
Dear Mr. Cameron:
Reference your letter of January 25, 1989, file 1900.02.07 concerning the Pusher Agreement.
Please accept my apologies for this late response to your letter. I have no objections to your proposal of retaining the Pusher Agreement on file for use in the event it becomes necessary in future to operate Pusher assignments.