Description:
A G R E E M E N T BETWEEN THE UNION PACIFIC RAILROAD COMPANY
(WESTERN REGION - OREGON DIVISION) AND THE BROTHERHOOD OF LOCOMOTIVE ENGINEERS
AND UNITED TRANSPORTATION UNION (C,T & E) 1980.20-7 SWITCHING LIMITS - UMATILLA BRANCH In order to provide better and more efficient service
to the industries located on the Umatilla Branch which extends
from Hinkle Yard, it is agreed that the switching limits on the
Umatilla Branch shall be extended under the following conditions: The switching limits on the Umatilla Branch
shall be extended from the present point (MP 0.0)
to the end of the branch, which is at approximately
MP 10.6. This Agreement will become effective upon full execution
by all parties, and will remain in effect until cancelled or
modified under the provisions of the Railway Labor Act, as
amended. DATED AT PORTLAND, OREGON, THIS 29TH DAY OF DECEMBER, 1987. UNITED TRANSPORTATION UNION
/s/ L. L. Nelson
General Chairman, UTU-C&T
UNITED TRANSPORTATION UNION
/s/ C. L. Barrett Jr
General Chairman, UTU-E
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
/s/ Russell W. Bennett
General Chairman, BLE
UNION PACIFIC RAILROAD COMPANY
/s/ J. E. Cook
Regional Director, Labor Relations
UNION PACIFIC RAILROAD COMPANY
February 19, 1988 1980.20-7 Mr. R. W. Bennett
General Chairman, BLE
19070 Carvatta Court
Oregon City, OR 97045
RE: Extension of switching Limits at Hinkle Yard to include the Umatilla Branch
Dear Mr. Bennett: In our recent conference regarding the proposed agreement
which will extend the switching limits at Hinkle to include
the Umatilla Branch, the Organization voiced concern that work
equities established under the so-called Hinkle Agreement of June
27, 1951 concerning the ratio of Second District to Third District
yard assignments remain in effect. In the conference, we agreed that the work equities
established by the Hinkle Agreement would be undisturbed by the
agreement to extend the Hinkle switching limits. If this properly sets forth your understanding of our
agreement in conference, please so indicate by signing in the
space provided below and returning a signed copy to this office. Yours truly,
/s/ W. S. Hinckley
Director, Labor Relations
A G R E E D:
/s/ Russell W. Bennett
General Chairman, BLE ODC-8l3
ODB-1747
ODE-763
ODF-955 AGREEMENT between the UNION PACIFIC RAILROAD COMPANY
(Northwestern District--Oregon Division) and the BROTHERHOOD OF LOCOMOTIVE ENGINEERS
ORDER OF RAILWAY CONDUCTORS & BRAKEMEN
BROTHERHOOD OF LOCOMOTIVE FIREMEN & ENGINEMEN
BROTHERHOOD OF RAILROAD TRAINMEN SWITCHING DISTRICT & LIMITS - HINKLE, OREGON The present eastward limits of the switching district
at Hinkle, Oregon are located and terminate at mile
post 188.15, the present location of the yard limit board, on
the third and second subdivisions. Stanfield, Oregon is a station on the second subdivision
and is situated at mile post 188.4, the west switch to
the passing track being located at mile post 188 and the east
switch to the siding being located at approximately mile post 189. On October 11, 1960 the carrier - pursuant to the
provisions of paragraph (c) of Article 10 of the BRT National
Agreement dated August 1, 1951 and similar provisions in the
National Agreements dated ) May 23, 1952 between the Company
and the ORC&B, BLE and BLF&E Organizations - started and has
continued to afford switching service to a new industry (Utah-Idaho
Sugar Company) which had located its new facility (beet
dump) at Stanfield, Oregon. The S\.,itch governing the movement
from the main track to the track or tracks serving the
new industry track located at a point not to exceed four miles
from the then existing switching limits (mile post 188.15) There are, in addition, other industries and tracks
at Stanfield, Oregon which are outside the switching limits
of Hinkle, Oregon and work at such other industries is, when
required, performed by road crews. The Organizations and the Company consider that the
industries at Stanfield, Oregon and work to be performed on
the trackage within the Stanfield station and passing track
limits can be more effectively and efficiently served with
improved shipper satisfaction and improved train operations
by yard crews now stationed and employed at Hinkle, Oregon. The several National Agreements between the Company
and the Organizations representing train, yard and engine
service employes provide procedures for the extension, i. e.,
changing of switching limits. These provisions for changing
switching limits may be identified from the following National
Agreements: (a) BRT: Paragraph (b) of Article 10 (Switching
Limits) National Agreement of May 25, 1951. (b) ORC&B: Paragraph (b) of Article 10 (Switching
Limits), National Agreement of May 23, 1952. (c) BLF&E: Paragraph (a) of Article 7 (Changing
Switching Limits), National Agreement
of May 23, 1952. (d) BLE: Paragraph (a) of Article 7 (Changing
Switching Limits), National Agreement
of May 23, 1952. The agreements identified stipulate in part that: "The Carrier and the General Chairman or General
Chairmen shall, within 30 days, endeavor to negotiate
an understanding." The parties have, through conferences and correspondence,
reached an accord in basic principles: Therefore, IT IS AGREED: Section 1. Effective January 1, 1963 the switching
district at Hinkle, Oregon shall be extended eastward on the
second subdivision from mile post 188.15 to mile post 189.25, a
location 2500 feet east of the east switch at Stanfield, Oregon. Section 2. On and after January 1, 1963 yard crews
stationed and employed at Hinkle, Oregon will perform all work
within the enlarged switching district, including all work at
Stanfield, Oregon and such work will be performed under yard
service rules, rates and conditions. Section 3. Road crews, on and after the effective
date of this agreement, will perform no yard service ,within
the extended switching district defined in Section 1 hereof,
except as to such service as may be permissible within the
framework of the respective train service agreements. Section 4. No further changes (extension) of the
Hinkle switching district eastward from or beyond mile post
189.25 will be made, except such changes and/or extensions as
may be agreed to through negotiations as set forth in the respective
national agreements and between all the parties signatory
to this agreement Section 5. This agreement shall be effective January
1, 1963 and shall continue in effect until changed, altered
or modified in accordance with 'the provisions of the Railway
Labor Act, as amended, or as provided in Section 4 of this
agreement. Dated at Portland, Oregon this 4th day of December, 1962. BROTHERHOOD OF LOCOMOTIVE ENGINEERS:
/s/ Edgar Smith
General Chairman
ORDER OF RAILWAY CONDUCTORS AND BRAKEMEN:
/s/ H. R. Criddle
General Chairman
BROTHERHOOD OF LOCOMOTIVE FIREMEN & ENGINEMEN:
/s/ E. A. Helliker
General Chairman
BROTHERHOOD OF RAILROAD TRAINMEN:
/s/ McInnis
General Chairman
UNION PACIFIC RAILROAD COMPANY:
/s/ Beckley
Assistant to Vice President UNION PACIFIC RAILROAD COMPANY February 19, 1988 1980.20-7 Mr. R. W. Bennett
General Chairman, BLE
19070 Carvatta Court
Oregon City, OR 97045
Dear Mr. Bennett: This has reference to our conversations and meetings
concerning the proposed extension of the Hinkle switching limits
to include the Umatilla Branch. As part of those discussions, the
effect of the loss of the Umatilla Turn was discussed. The
Umatilla Turn and the other Second District engineer assignments
at Hinkle are all classed as "fence jobs," that is, the assigned
engineer may not be displaced nor can he leave the job for a
period of one year. The "fence job" status was conferred on
these jobs by section 12 of the Redmond Traveling Switcher Agreement
dated October 29, 1969. In addition, the Guaranteed Extra
Board Agreement of July 18, 1980 designated the Guaranteed Extra
Board positions as "fence jobs." Heretofore, under section 6(b) of the October 29, 1969
Redmond Agreement, engineers cut off or displaced from a fence
job at Hinkle could not bump onto another fence job unless it was
an identical job, that is, a Umatilla Branch engineer could only
bump another Umatilla Branch assignment if there was one. Inasmuch as these fence jobs have become a matter of
choice for the individuals assigned to them to the extent some of
them have located their homes in the Hinkle area, it was felt
that the application of section 6(b) of the Redmond Agreement
should be reviewed. That section reads as follows: "(b) Where there are two or more traveling
switcher assignments in existence at Redmond,
Oregon and reductions are made in the number of
assignments, the provisions of the last sentence
of section 13(a) of BLE Article 39 shall apply as
between engineers at the same outside point. This
particular provision of agreement reads as follows— 'Where a reduction of crews is involved
in such assignments, the senior engineer
not needed to fill the assignments may
remain or exercise seniority elsewhere
and, if they choose to remain, junior
men will be displaced. After discussing the Agreement, it was agreed that the
proper application of Section 6(b) would be to allow any Second
District engineer assigned as such at Hinkle who is affected by
an abolishment to displace any other junior Second District
engineer at Hinkle if desired, including those assigned to the
Guaranteed Extra Board. If this correctly sets forth your understanding of our
agreed-upon interpretation, please so indicate in the space provided
below and return a signed copy to this office in order that
we may advise Crew Management. Yours truly,
/s/ W. S. Hinckley
Director, Labor Relations
A G R E E D:
/s/ Russell W. Bennett
General Chairman, BLE SIGNATURES NOT REPRODUCED FOR THIS ELECTRONIC DOCUMENT
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