Convicted One jeffhergert Because of seniority districts, and the bumping process should those CSX employees decide to stay with CSX, those who could be adveresly affected may not even work on that segment of CSX. I've always found such protections to be interesting. If you can offer some insight, how far ranging can such a bumping process extend? (or how are limitations set up, if that is an easier way to answer the question) Is the pecking order system wide? Could a displaced senior employee in New York bump a junior employee that is states away (assuming the senior employee is willing to move), or are there prescribed zones limiting the reach of seniority?
jeffhergert Because of seniority districts, and the bumping process should those CSX employees decide to stay with CSX, those who could be adveresly affected may not even work on that segment of CSX.
I've always found such protections to be interesting. If you can offer some insight, how far ranging can such a bumping process extend? (or how are limitations set up, if that is an easier way to answer the question)
Is the pecking order system wide? Could a displaced senior employee in New York bump a junior employee that is states away (assuming the senior employee is willing to move), or are there prescribed zones limiting the reach of seniority?
Seniority Districts tend to be narrowly geographic. Carriers, for decades have been trying to get the crafts to expand the geographical purchase of the seniority districts.
At one time on the Baltimore Division of the B&O - Baltimore to Philadelphia was one district. Baltimore to Brunswick was another district that included going to Patomac Yard. Then the Baltimore Division was combined with the Cumberland Division and the seniority districts were combined into a Maryland Division district that ran from Grafton, WV to Philadelphia via Cumberland, Brunswick and Baltimore as well as down to Potomac Yard. Subsequently the former Western Maryland RR rosters were dovetailed with the Maryland Division rosters. Then came CSX's acquisition of the RF&P and those employees were dovetailed into the now CSX Baltiomore Division roster - which now encompasses Grafton to Philadelphia and Philadelphia to Richmond & and all the permutations of origins and destinations. A employee being 'furloughed' in Philadelphia, if he has enough seniority can displace another employee in Grafton if the Philadelphia employee wants to continue to work.
Employees, beyond new hire status, know intimately the extents of their own seniority districts.
Never too old to have a happy childhood!
Paul_D_North_Jr I'm sure that tree68 will be interested.
I've been following it since it hit the wires.
It will be interesting to see what changes occur, traffic-wise. It's already been said that IM traffic is going to increase. It remains to be seen what happens to the two manifest trains (Q620 & Q621).
The sale only includes the line as far south as Woodard. One might presume that CN will get trackage rights to Dewitt yard, where interchange will likely take place.
I know one or two people employed on the line. Might see one of them next weekend, and he might bring me up to date on those aspects.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
jeffhergertBecause of seniority districts, and the bumping process should those CSX employees decide to stay with CSX, those who could be adveresly affected may not even work on that segment of CSX.
jeffhergert Well duh, CSX will eliminate 60 jobs. They won't own or operate the sold of property. However CN may hire some, or close to all, of the CSX people affected. When a railroad sells trackage to another railroad, there are usually labor protections applied to the transaction. One kind of protection is for income. If a CSX employee stays with them but has to take a job that pays less, the protection pays the difference. I believe 5 years is about the norm for this protection to last. There are also requirements for the employee, such as taking the highest paying job his/her seniority allows, to be able to get the protection. ... Jeff
Well duh, CSX will eliminate 60 jobs. They won't own or operate the sold of property. However CN may hire some, or close to all, of the CSX people affected. When a railroad sells trackage to another railroad, there are usually labor protections applied to the transaction.
One kind of protection is for income. If a CSX employee stays with them but has to take a job that pays less, the protection pays the difference. I believe 5 years is about the norm for this protection to last. There are also requirements for the employee, such as taking the highest paying job his/her seniority allows, to be able to get the protection.
...
Jeff
So called 'New York Dock' protections.
Another form of protection is if CN needs to hire new employees, CSX employees get first chance at those new jobs.
Because of seniority districts, and the bumping process should those CSX employees decide to stay with CSX, those who could be adveresly affected may not even work on that segment of CSX.
Says the line is 220 miles long, 60 employees to be affected:
https://www.wwnytv.com/2019/08/29/csx-sells-massena-rail-line-workers-affected/
https://northcountrynow.com/business/csx-sell-massena-line-cn-60-jobs-be-lost-0264925
Surprised this wasn't posted already. I'm sure that tree68 will be interested.
- PDN.
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