LOCAL 446
HANDBOOK
UNITED
TRANSPORTATION
UNION
Revised 2014
LOCAL 446
HANDBOOK
FEATURING
Contract and Pay Information
Benefits and Healthcare
Governmental Matters
REVISED 2014
ATTEND YOUR UNION MEETINGS!
I.B.E.W. HALL, 810 Fremont Ave.
(enter through east door)
2nd TUE at 7:00 PM
4th TUE at 1:00 PM
Disclaimer: The information enclosed in this hand book is intended to provide you with an understanding of the agreements. For detailed interruptions it best to attend your Local meetings or reference the appropriate Local Chairman. This document does not purport to fulfill the carrier’s responsibility to furnish employees with copies or allow inspection of the Collective Bargaining Agreement (CBA) as required by the Labor-Management Reporting and Disclosure Act (LMRDA)
TABLE OF CONTENTS
HOW YOUR PAY IS COMPUTED - ROAD SERVICE (TRIP RATES)...... 1
NON-TRIP RATE JOBS...... 2
MILES...... 2-3
TIME...... 3
CLASS OF SERVICE...... 3
ASSIGNED LOCAL...... 4
CONVERTED LOCAL...... 4-5
ZONE LOCAL...... 5-6
WORK TRAIN...... 6-7
WORK, WRECK, HELPER, PUSHER...... 7
FREIGHT (THROUGH FREIGHT) SERVICE...... 7
Short turnaround...... 7
Passenger...... 7
Zone rule...... 7-8
Dogcatch...... 9
Helper Service...... 9
CONDUCTOR-ONLY OPERATIONS...... 9
A WORK EVENT IS...... 9
WORK EVENT PERMISSIBLE SITUATIONS...... 9-10
A WORK EVENT IS NOT...... 10
DISPUTED WORK EVENT ISSUES...... 10-11
REPOSITIONING CARS...... 11
CONDUCTOR-ONLY UTILIZED ONLY IN THESE SITUATIONS....11
BRAKEMAN REQUIRED IN THESE SITUATIONS...... 11-13
OTHER PAY ITEMS...... 13
OVERTIME...... 13
HELDAWAY FROM HOME TERMINAL (HAHT)...... 13
$1.50 MEAL ENROUTE...... 14
MEALS AT FAR TERMINAL...... 14
AUTOMATIC RELEASE...... 14-15
CALLED AND NOT USED...... 15
NOT CALLED IN TURN...... 15
INSTRUCT STUDENT CONDUCTOR...... 15
TRAIN EXCHANGE...... 16
LARAMIE TURNAROUND...... 16
SINCLAIR LOCAL...... 17
DEADHEADING...... 17
Separate and Apart...... 17-18
Deadhead Combined with Service...... 18-20
RULES CLASS...... 20
SPECIAL PAYMENTS FOR CHEYENNE - GREEN RIVER CREWS.20
SET UP TO ANOTHER ASSIGNMENT...... 21
CAR MILEAGE...... 21
OFF DISTRICT...... 21-22
JURY DUTY...... 22
BEREAVEMENT PAY...... 22-23
VACATION...... 23-24
PERSONAL LEAVE...... 25
GUARANTEED EXTRA BOARDS...... 25-26
DOGCATCHING AT RAWLINS (return to Rawlins)...... 26-27
TURNAROUND JOB FOR EXTRA BOARD...... 27-28
TURNAROUND JOB FOR ID POOL FREIGHT (5TH/6TH DISTRICT).28-29
TIE UP AT INTERMEDIATE POINT...... 29-30
SEEKING ANOTHER ASSIGNMENT (Applications and Bulletins)...... 30-31
TEMPORARY VACANCIES (HOLDDOWNS)...... 32-33
BUMP BOARDS...... 33
ZONE 100 & 200 BASICS ZONE...... 33
INFORMATION AVAILABLE IN UPRR COMPUTER...... 33
LETTERS FROM GENERAL CHAIRMAN...... 34-40
YOUR UNION...... 41
ON DUTY INJURY GUIDELINES...... 42
HOW YOUR PAY IS COMPUTED - ROAD SERVICE
The 2002 National Contract between the UTU and the nation’s carriers, including Union Pacific, devised a pay simplification system, which is known as "TRIP RATES." These trip rates are being implemented on various runs, which are manned by UTU members, including those of us in Local 446.
These trip rates are simply an average of what each run paid, on a per trip basis Pre-85 employees during a test period of one year. The trip rates were derived using items referred to as "National Pay Elements" which were included in the calculations. Pre-85 employees benefit from trip rates by having the deadheads paid the same as working trips. While any particular trip could possibly have been paid better under the old system, when one considers the additional pay received from deadheading, this more than offsets over a period of time the so-called loss when compared the old system of pay. Post-85 employees benefit from trip rates in that the items previously not payable to
them are now included in the averaged amount so that the Post-85 employees are paid essentially the same as Pre-85 employees. (There are but three exceptions, overtime commencement, the short crew allowance and the service scale, or entry percentage level).
For the most part, trip rates are being implemented for the jobs that have a regular basis to them, such as the inter-divisional pool freight runs to North Platte, Rawlins, Green River and South Morrill. However there are still plenty of jobs utilized by the carrier that an average simply would not be a fair method of compensation. An example is the Laramie Turnaround, taking cars to some outlying point for storage, work trains, zone and non-zone dogcatch, etc.
After March 1, 2005, Post-85 employees manning these irregular assignments will be able to be paid the same as a Pre-85 employee. And for that reason, the material in the July 2001 edition of the Local 446 Handbook is reprinted in the following pages (and updated as necessary) so that the new generation of railroad employees is kept abreast of how to make claims for what they do.
Please keep in mind that the implementation process for trip rates is not without some speed bumps along the way. Your union, the UTU, and your employer, UPRR, have some differing opinions as to how some portions of the 2002 National Agreement are to be properly applied. You may rest assured that the UTU is doing its level best to get the issues resolved in our favor. Many of the unresolved issues have to be arbitrated by neutral parties; this takes time. UPRR has committed to the General Chairman that any issue rendered in our favor will be paid as back pay.
Computing the pay for the elements that go into the various trip rates has been a process undertaken by our general committee, which will continue for some time. The amount of pay you see on your recap is a negotiated amount, which will not be re-printed here.
(1)
HOW YOUR PAY IS COMPUTED FOR NON-TRIP RATE JOBS:
One must remember that road employees are paid for all non-trip rate runs both by the mile and by time. It is important to keep mileage payments separate from time payments. There is an old adage, "miles are miles and time is time". The advent of electronic trip reports maintains this separation. Only actual run should be shown in the "miles run field" (last item on the second screen of the tie-up process). Penalties expressed as miles can also be shown as miles, but they should be claimed only
in the remarks section if not provided a special place on the electronic time slip. Time payments should be shown in the appropriate fields or in the remarks section. Penalties that are expressed as time in the agreements should be claimed as time in the remarks section. Do NOT convert time payments to miles when making claims on electronic time slips!
MILES:
The miles of a run are previously agreed to in your Schedule Agreement. The minimum is 130 miles for a run. For those 130 miles (called a Basic Day), you are paid the Basic Rate for the particular car bracket. Any miles run in excess of 130 (referred to as "overmiles") are paid at the lower Mileage Rate. However, there are two mileage rates. These mileage rates are identified in this booklet as Mileage Rate (ID) (which is being phased out with the implementation of trip rates) and Mileage Rate (Non-ID). "ID" stands for "inter-divisional". The Arbitrary Rate (sometimes called frozen rate or
preserved rate) is the rate that was in effect 10-31-85 and is currently used to pay terminal delay and arbitrary payments. Be advised that even though one might be working an inter-divisional assignment, anything that deviates from the norm causes the time-keeper to revert to the Mileage Rate (Non-ID) and you will be cheated. WATCH YOUR PAY TO INSURE PAYMENT AT THE CORRECT RATE!
There are certain classes of service where the minimum miles of a run is
100 miles instead of 130 miles. These classes of service are work train,
zone local (not to be confused with zone rule), and assigned local. In
these classes, miles run in excess of 100 are considered "overmiles". 100
miles in these classes of service pays more money than 130 miles at freight
rate.
The only inter-divisional runs manned by Local 446 members are Cheyenne to North Platte, South Morrill to North Platte, Cheyenne to Rawlins, and Cheyenne to Green River. Additionally the runs Cheyenne to Hanna for coal service and Denver to Rawlins are considered "ID" even though no crews are presently assigned (but made-up crews are entitled to ID benefits when used accordingly). Return trips of these runs are also ID runs. All other runs are considered "Non-ID". The miles set forth on these runs are previously agreed to by negotiation and are less than what is shown in the UPRR timetable.
(2)
As to the pay received for a 100-mile run v. a 130-mile run, one needs to refer to the pay rates in this publication associated with the various classes of service. One can observe that a 10-car work train running 100 miles earns $154.10, while a 10 car freight train running 130 miles makes $149.34. If the work train ran 130 miles, one would multiply the 30 overmiles by the mileage rate (Non ID) of $1.1399 and add $34.20 to the $154.10 for a total of $188.30. However if overtime becomes a factor, the 130
mile freight run starts earning overtime after 8 hours on duty while the 130 mile work train will not start earning overtime until 10'24" on duty. That means the 130 mile freight run could earn $67.20 in overtime while the work train is experiencing the "runoff" between 8'00" and 10'24" on duty. Each class of service has its advantages and disadvantages. In this example, the work train would be better off to not show having run the 30 overmiles, but the UTU does not recommend falsification of time slips by distorting or concealing the true facts. Runoff is a mathematical application to determine when overtime commences. It is the miles in a basic day divided by 8 hours; 12.5 MPH for the 100 mile basic day or 16.25 MPH for the 130 mile basic day. The total miles run is then divided by the appropriate runoff. (See OVERTIME on page 17)
Miles doubled (or even tripled) are usually added to the miles run. (Also known as "lapback"). This would be applicable to runs with trip rates, also, but you would have to explain your claim via non-service time slip. An example of doubling (or tripling) would be too much tonnage to get to the top of a hill, so you cut the train in 2 or 3 pieces. A side trip on a branch line to pick up or set out would be a double, as would backing up to set out a bad order. Leaving one’s train at Laramie, running light to Granite to make a pickup and returning to the train would also be a double. An exception to this is found on page 20 under the Guthrie Award, which is a time payment (this applies to non trip rate service).
To compute pay on a 255 mile freight run 115 cars (Non-ID) for a conductor, for example; 130 miles (Basic Day) $150.39 Overtime starts: 255 divide by 16.25 MPH
+125 overmiles @ $1.1294 $141.18 = 15.69 hours = 15'42"
255 total miles = $291.57 (all time on duty in excess of 15'42" would be
paid at overtime rate unless ITD + FTD is.
TIME:
Time payments are calculated by taking a daily rate, such as the Basic Rate, dividing it by 480 (the number of minutes in 8 hours) to establish a minute rate, and then multiplying by the appropriate number of minutes. For example, 1'55" (115 minutes) HAHT at the 1-80 car bracket for a conductor is simply, $149.34; divide by 480 to get $.31113, which is multiplied by 115 to get $35.78. 1'55" overtime would be the same calculation but would be further multiplied by 1.5 to get $53.67.
CLASS OF SERVICE:
The various classes of road service are freight (also known as through freight), converted local (both can be either inter-divisional or non-inter-divisional), assigned local, zone local, and work train. The similarities and differences are explained thusly:
(3)
ASSIGNED LOCAL:
•Regularly assigned crew of conductor and brakeman (standard crew) with
starting time (cannot be a conductor-only operation!).
•No penalty payment if started late.
•Automatic release rule applies; new day for second departure (and third,
etc.).
•100 mile basic day.
•Overtime paid after 12.5 MPH runoff if run in excess of 100 miles, otherwise
after 8 hours.
•New day penalty payment if run beyond the bulletined limits.
•Actual miles run will be paid for:
•Side trips within limits not included in bulletin miles.
•Lap backs.
•May be a turnaround job (IE Sidney Local) or may have layover point.
•100 miles payable for service performed in advance of bulletined starting.
time (arbitrary rate); new day commences at bulletined starting time
•No holiday pay; regularly assigned crew entitled to personal leave
•If job laid in, crew paid basic day if crewman works shift before and shift
after the lay-in day (lay-in day can be a holiday)
•If assigned to a run of over 100 miles, but cover only a portion thereof, will
be guaranteed minimum payment of not less than the equivalent mileage of
the regular run (per Rule 59(c))
•Tie-up only at the starting terminal (and away terminal if applicable)
(Cheyenne is not a terminal for the Sidney Local)
CONVERTED LOCAL: (Rule 50 UTU Schedule)
•Not applicable to trip rate jobs; possibly applicable to irregular jobs
Identical to through freight except paid at local rate if at least one of the
following is met:
1) A work event performed at three (3) intermediate stations
between terminals
2) Spotting a car for loading, unloading or repair (have
Dispatcher document it-UPRR disputes this item based on
language in PEB 219)
3) Doing station switching (moving cars from one track to
another which are not to have been moved to another station
by your train) or (blocking own train per instructions)
This item 3) prohibited in conductor-only
operations
(4)
•Cars set back to original track(s) in order to pick up or set out is
not station switching, but would be prohibited under conductor only
operations (see "A WORK EVENT IS: - 1st item" on page (13)
•130 mile basic day
•Conversion to local rate not applicable at initial or final terminal
ZONE LOCAL: (Rule 58 UTU Schedule)
•Regularly assigned crew of conductor and brakeman (standard crew) with
starting time (cannot be a conductor-only operation!)
•Pay (at arbitrary rate until actually on duty) commences at bulletined starting
time unless notified of late start before close of previous shift, then pay
can only be set back to call time (up to 2 hours maximum); if call time more
than 2 hours late, then pay commences at the bulletined starting time
regardless.
•100 mile basic day.
•If run more than 100 miles, overmiles to be paid at mileage rate.
•No automatic release rule - can make additional departures within first 8
hours without additional pay.
•Each departure after 8'00" on duty paid as new day - measured from
switching limits.
•Overtime after 8'00" on duty until tie-up or departureregardless of miles run
within zone (which can exceed 100 miles, unlike Rule 31 jobs).
•100 miles payable for service performed in advance of bulletined starting
time (arbitrary rate); new day commences at bulletined starting time with
overtime 8 hours thereafter. Overtime would be paid after 8'. Example – If crew went out for a 2nd time after 8'45” on duty, they would get 45” overtime.
•No initial or final terminal delay or car bracket payments.
•Earns holiday pay if regularly assigned crewman works the shift before and
after the holiday (and all time at overtime rate in addition to holiday pay if
works on the holiday); no personal leave for regularly assigned crew members.
•Overtime would be paid after 8 hours. Example, if crew went out for a 2nd time after 8'45” on duty. They would get 45” OT.
•If job laid in other than holiday, crew paid basic day if crewman works shift
before and shift after the lay-in day.
•Tie-up only at the terminal.
•A minimum of 8 hours additional payment if run beyond 50 mile limit of zone
without affecting overtime.
(5)
•Confined to run within 50 miles of terminal switching limits; limits for UTU
Local 446:
Cheyenne (east) is MP 457.27 on Sidney Sub or
MP 224.06 on Yoder Sub
Cheyenne (west) is MP 561.81 or MP B561.81 via Wycon
Cheyenne (west) is MP 552.28 or MP B552.28 via Harriman
Cheyenne (west) is MP 557.74 or MP B557.74 via Speer/Borie
Laramie (east) is MP 514.82 via Forelle and Wycon
Laramie (east) is MP C524.35 via Forelle and Harriman
Laramie (east) is MP C518.89 via Forelle, Borie and Speer
Laramie (east) is MP 513.59 via Red Buttes and Wycon
Laramie (east) is MP C523.12 via Red Buttes and Harriman
Laramie (east) is MP C517.66 via Red Buttes, Borie and Speer
Laramie (west) is MP 620.43
Rawlins (east) is MP 626.50
•Made-up crew (wild crew) cannot work under Rule 58 per PLB 5680 Award 2;
even if notified by CMS of same; would start a new day for any subsequent
departure from terminal regardless of before or after 8’00"
•NOTE: If you go out of zone while working Granite, Laramie or Sinclair Locals, be sure to get dispatcher's initials, document time out and back into zone. Zone locals are 50 miles of terminal switching limits. Granite MP 561.8 or MP B561.81 via Wycon. Laramie east MP514.35, west 620.43. Sinclair east MP 626.50.
WORK TRAIN: (Rule 62 UTU Schedule)
•Whether assigned or unassigned, must have conductor and one brakeman
(standard crew) (cannot be a conductor-only operation!).
•Includes derrick / wrecker trains not going terminal to terminal.
•If assigned, pay (at the arbitrary rate) commences at bulletined starting time
or when crew rested (if later), and basic rate commences at actual call time.
•No automatic release rule; can depart terminal at any time (regardless of
8'00" rule) 100 mile basic day.
•Overtime paid after 12.5 MPH runoff on runs over 100 miles; otherwise after
8'00" on duty.
•Initial and final delay applicable unless actual miles run is less than 100,
then ITD / FTD (at 12.5 MPH) plus actual miles run with minimum allowance
of 100 miles (applies to Post-85 after 3/1/05).
•Can be tied up away from the terminal provided there is food and lodging
available.
•New day penalty (at arbitrary rate) if called in advance of bulletined starting
time (not applicable to unassigned).
(6)
•Basic day penalty if required to handle revenue cars (1984 Crew Consist
Agreement Article IV Section 3).