Although Samuelson is angry, with the current NYCTA head being from London, it’s likely he will try to impose some of the procedures in use there on the NYCTS. One of the things i see possibly happening is the return of the split or “swing” runs on lines that have heavy rush hour service vs midday service like the Flushing Line. I suspect that even if the union took it to arbitration, it would lose since such runs ore not only industry standard, but exist on NYCT buses as well.
Swing runs are very prevalent in Philadelphia, in both the City and Suburban routes. It is much better , IMHO, to pick a straght run, and not have that mid-day swing of 3-4 hours. However , I have one driver that I know, that likes his swing, he lives within a 15 minute drive to the district. So on his swing he goes home, eats, relaxes, etc.
Septa suburban division makes you know about 22 bus routes, they interline like mad for maximum efficency.
I believe that although they had salaries higher than "beat reporters" they were in fact union employees. In any event, JoAnn, who lived one apartment down the hall, was teping for CBS in that era and remarked on Mr C as having the largest single weekly check after one of the all nighter space shots.
It’s interesting that many positions that are per se managerial are represented by unions despite the fact that under Landrum-Griffin and Taft-Hartley which preceded it specifically prohibited managers from being unionized or at least in the same union as their subordinates.
The news media should investigate a little more thoroughly before making broad accusations regarding overtime. Much of the overtime especially on runs that last for as much as 10 hours is due to the unwillingness of the MTA management to hire more employees. I once generated two work programs one of which had one more run that the other but paid fewer work hours. I was instructed do go with the one with fewer runs because even though the allowed time was greater, it was perceived that the TA would save money by having to pay the fringe benefits to one less crew. Also, the way the TA shows OT pay is in allowed hours rather than actual hours worked and since OT is paid at time and a half, it may appear to the uninitiated (and that includes our so called Governor) that the employees are working more hours than they actually do. Jobs that work 10 hrs per day (Actually 9:59) pay 11 hrs so while the employee who has such a run is allowd 55 hours he/she in actuality is working only 50 so the employees are not working the impossible hours that the media and the politicians are claiming.
In NYS they're pretty blatant about it: a quick search of NYS job titles shows at least 59 titles with the word "Manager" in them as union represented titles. Some of them are blatant textbook people management positions like "Call Center Manager" and "Logistics Manager" while some are more paper management like "Eligibility Program Manager" or "Publications Manager".
A T/D I know retired a few years ago with a good chunk of OT because due to the Manny B shutdown, his PM job at Bay Pky worked 9 hours instead of the normal 8. Starting with the midnight shift on Sat a T/D was required at Pacific St so he deadheaded there to pick up that job and per TA rules he was paid continuous time plus at the end of the shift, deadhead time back to Bay Pky. All that taken into consideration, it’s not difficult to see how an employee could rack up what to an outsider might seem like an excessive amount of OT.
The B and N was weekend only, but the RR/GG program was interesting. There was a PM RR crew that reported at City Hall and remained on a “manned gap” train through the rush hour to be used on any Bway line in either direction in the event of a delay. After the rush if the train were not used, the crew would operate the train light to Ctl and if there was enough time, lay it up to J Yd and deadhead to Qns Plaza and make a trip on the GG. If the train ended up having to be used in a service going the Stl, it might be tight to get back to Ctl in time for the next trip even if the crew were able to take the train back to Ctl.
AFASIK, actual managers are not represented by the SSSA only supervisors like T/Ds and T/S/Ss are. Managers are “represented” by the Transit Managerial Benevolent Assn (TMBA). When I last looked, SSSA unlike the TMBA, is a union.
The contract is iron clad as a basic 8 hour consecutive work day and as been enforced as such for over 4 decades. TWU cant lose that as an arbitrators opinion will generally follow past practices over industry standards of those who chose to give it up for money. They must negotiate and give it up which I don't see happening. Also because buses have PAID swing time, would you as a line manager want to run the risk of the extra overtime involved in backing up the late reporting crews for second half of workday when train service is down and I cant make it in on time for my second report and you have no body to cover trips? There was a good reason why RTO gave this up and the crews in your generations helped end it
Therefore, don't blame MTA if an employee belonging to a private contractor is sitting around doing nothing/goofing off because it is up to the contracting company to initiate disciplinary action (including a write-up) against said employee, not MTA because MTA has no oversight over said employee.
Also when subways had swings, you had switchmen falling all over each other at terminals doing virtually all the put ins and lay-ups. Today road crews do most of the put ins and layups. Bring back swings? They'll need more switchmen. I don't see swings coming back along with the same crews having put ins and layups both on the Am and PM portion.
New brooms sweep clean. The TWU lost on the premium pay the MTA offered the T/Os for OPTO. The MTA offered a certain amount to T/Os working OPTO runs and the union wanted more. Upon investigation it was discovered that premium offers by other properties was far less than even the MTA offered and the union go stuck with an even smaller amount than the MTA’s original offer. The original spirit of all straight runs with T/C (now called WAA) was that crews would not make the full complement of road trips but one of the road trips would be replaced by some sort of switching work. The way it has been working is that crews now make the full complement of trips in addition to the switching work and the spread on the so called straight runs approaches the spread of the old swing runs but with a shorter break period. By the way, when we had swings in the subways, there was a formula similar to the one on the buses whereby employees got paid for a portion of the swing time up to a certain amount. My platform job worked 6 1/2 hrs actual but paid 9 hours it was 7A-10A and 230P-6P with only 2 1/2 of the 4 1/2 hr break paid and that was at straight time. Back to swings vs all straights, as I mentioned the spirit of what th TWU was looking for in 1966 has now been replaced by the letter of reality and has turned out not to nbe what the union was looking for when it voted for the change.