On November 20, the presidents of the SMART Transportation Division (SMART-TD) worked on railways represented by the National Carrier Conference Committee (NCCC), the changes proposed by smart-TD to agreements on wages, normal conditions and working conditions. 1985 – The national UTU agreement of 15 October 1985 sets in motion the concept of entry rates (75% to 95% in the first five years). Staff referees after 1985 were eliminated and reduced deadhead payments were imposed. Several problems of this agreement could not be resolved and were the subject of arbitration. A number of agreed questions and answers were also included. Such notices are required by Section 6 of the Railway Works Act to reopen the agreements. With this communication to the NCCC and the ncCC`s previous communication, the parties will begin the next round of negotiations. In accordance with the provision of the moratorium in the last national agreement, today was the first day that the airlines had the opportunity to open the next round of national negotiations and negotiate a new agreement, and they served us accordingly this morning. The articles also try to scare you by saying that airlines will unilaterally reduce crews at the end of the last moratorium.
That is not how the law works. The moratoriums did not succeed for the sunset crew. On the contrary, Moratoria prohibits one of the parties from sending a notice in accordance with Section 6 in order to amend or modify the current Crew Agreements Consist until the last protected personnel member is eliminated. Once this is done, a section 6 communication can be notified and the next generation of agreements can be negotiated through the long and long process of the RLA. May 1, 1996 – BLE / Norfolk Southern System Agreement (.html) This agreement governed separate wage and settlement decisions, with the exception of the national agreement negotiated that year. This also applied to the Thoroughbred Bonus for Engineers, which is still in effect today. In total, THE CBC unions represent more than 105,000 railway workers covered by the national agreements of the various organizations and represent more than 80% of the workforce that will be affected by this round of negotiations. The Railway Works Act protects agreements from any amendments, except under the procedures set out in Section 6 of the Act.
The airlines agreed on the crew members years ago. Not only that, but to end the ongoing struggle for the crew, the airlines also agreed to moratorium regulations that excluded each section 6 of a crew communication until the last protected employee voluntarily left the service. This event has not yet occurred. These are the facts, but they are not found anywhere in a recount in the wearers` favorite publications. Rather, it is the old song of the anti-unionist. The apologist who says they trust the porters, they just want the best for you. To the right. Do airlines want to protect you for life? At what cost? And if they decide they don`t like this agreement anymore, they`re going to ignore it, like they tried to ignore our moratorium rules and put you on the road? These apologists say they have internal shovels, but I have never seen a “commentator” at the negotiating table.