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In 1978 the BLE recognized the importance of Operation Lifesaver and endorsed its expansion to the national level. By 1995, Operation Lifesaver Programs would be credited with assisting in the prevention of 7,200 deaths and 31,000 crossing accidents since the inception of the Program.
The BLE once again went to Washington in 1979 and successfully fought the recommendation to eliminate 43 percent of Amtrak's routes.
In July of 1978 a national agreement was reached which proved to be the last negotiated agreement for nearly 20 years the next three agreements being mandated by the government or resolved through binding arbitration.
During this same time period, crew consist agreements began to come into existence which reduced the number of trainmen and damaged the historic pay relationship between the engineer and conductor. President Sytsma warned the members of the dangers of such agreements and vowed to return the engineer to being the highest paid member of a crew.
On April 30, 1980 First Vice-President L.S. Loomis retired after 30 years of service to the Brotherhood at the International level. The Advisory Board elected Vice-President William J. Wanke to fill the vacancy. Brother Wanke, a member of Division 318, was formerly General Chairman on the New York Central Railroad.
In October of 1980 two very important pieces of legislation were signed into law the Railroad Safety Authorization Act of 1980 and the Staggers Rail Act of 1980 which deregulated the industry. The Railroad Safety Authorization Act provided for additional safety inspectors, safety research and development programs and it provided protection to employees for reporting safety violations (whistle blower protection). The Staggers Rail Act allowed railroads to raise rates and to abandon "unprofitable" branch lines.
Drug and alcohol abuse in the transportation industry began receiving attention with Congressional subcommittees holding hearings on the issue. Recognizing the need to be proactive on this issue rather than reactive, the BLE strongly encouraged establishment of voluntary assistance programs such as Operation Red Block and Operation Stop.
DELEGATES SHOW SUPPORT AND SOLIDARITY
In August, 1981 President Sytsma called to order the Third Quinquennial Convention of the Brotherhood of Locomotive Engineers. The top two incumbent officers, President Sytsma and First-Vice President Wanke, were elected by acclamation and incumbent General Secretary Rinehart thwarted a challenge. Due to an organization-wide referendum in 1980, the number of vice presidents was reduced from 16 to 12. The delegates attending this convention displayed an impressive show of solidarity reelecting eight of the 12 vice presidents by acclamation and completing their work in four days.
President Sytsma's second term as International President began much like his first. The BLE was actively involved in negotiations for a new national agreement, blocking new attempts by the coal slurry pipeline interests and in lobbying Congress for support of Railroad Retirement, safety regulations, and funding for Conrail and Amtrak.
As negotiations for a new national contract were being met with strong resistance in the U.S., in Canada, the importance of the locomotive engineer was reflected in an agreement providing a 21 percent wage increase over two years.
An angry President Sytsma tells Washington D.C. reporters that negotiations between the BLE and National Railway Labor Conference have broken off prior to the 1982 nationwide strike.
In June of 1982 the BLE circulated a strike ballot in response to the carriers' unyielding demands that engineers make concessions in the wage/rules movement. The BLE declared its intention to withdraw from service on July 11, 1982. U.S. President Ronald Reagan immediately appointed a Presidential Emergency Board (PEB) under the provisions of the Railway Labor Act. The recommendations of PEB No. 194 were considered unacceptable by the BLE and on September 19, 1982 President Sytsma called a nationwide strike. The strike lasted five days, ending by mandate of the federal government. In spite of the plea of President Sytsma for the right of railroad workers to strike, Congress ordered the workers back to their jobs and imposed the recommendations of the Presidential Emergency Board on the BLE. A disappointed President Sytsma issued the following statement to the members at the conclusion of the strike:
"Hold your heads high! Under adverse circumstances that would have scared most people and most labor organizations, you took on the railroad industry and brought them to a virtual standstill for five days and nights. It took a federal law, passed by the United States Senate and House of Representatives to put you back to work. Again, I say hold your heads high!"
One of the provisions of this government mandated agreement was the creation of a study commission whose recommendations would eventually arise in the next round of national bargaining.
Establishment of Employee Assistance Programs began progressing on many properties in 1984. This was a result of the FRA hearings on drug and alcohol abuse in the railroad industry. These programs offered assistance to employees with personal, family or drug and alcohol problems.
Negotiations for a new national contract got underway in May of 1984 and would prove to be the most bitter of any negotiations in recent history. It would be two years before an agreement would be reached and then, only through binding arbitration.
Also in 1984, the BLE's Legal Department was called upon to contest the attempt to subject engineers to inspections by the use of drug-sniffing dogs. The BLE went to federal court and won an injunction against BN prohibiting the use of these dogs against engineers. This issue was concluded on July 31, 1985 when a U.S. District Court Judge issued a permanent injunction against Burlington Northern Railroad prohibiting the use of the drug-sniffing dogs.
While BLE members have displayed unity, strength and solidarity throughout most of their history, as with any organization, there are times when dissention in the ranks surfaces. As the year of 1984 drew to a close, a group of members, dissatisfied with certain policies adopted at the Third Quinquennial Convention, exercised their right under the Constitution and Bylaws to initiate a recall of President Sytsma. This initiative received enough support to require that a ballot be sent out to the members for a vote on whether or not President Sytsma should be recalled (removed from office). In February of 1985, the ballots were counted at the International Division office in Cleveland. The recall was narrowly defeated and John Sytsma remained in office.
The remainder of 1985 found the BLE stalemated in negotiations with the carriers. The United Transportation Union (UTU) however, signed a national agreement with the carriers on October 31, 1985 which became known as the Halloween Agreement. The effect was devastating to railroad operating employees. The BLE general chairmen polled their members and the agreement was rejected. After a separate vote of the membership, the dispute was submitted to final and binding arbitration in May of 1986. Arbitration Board No. 458 allowed the carriers relief from long existing rules including the 100 mile basic day and a different pay structure for new hires.
DELEGATES EXPRESS THEIR DISSATISFACTION
On August 18, 1986 President John F. Sytsma pounded the gavel calling to order the Fourth Quinquennial Convention of the BLE. The 414 assembled delegates would spend the next six days together intensely debating issues of change in the Brotherhood policies and laws. By adjournment on August 23, the delegates placed the convention in the history books. President John F. Sytsma was defeated in his bid for re-election by challenger Vice-President Robert E. Delaney, marking the first time in the history of the BLE that an incumbent president was defeated by a challenger at a convention. Vice-President Larry D. McFather was elected to the office of first vice-president. John D. Rinehart, the incumbent general secretary-treasurer, was one of six incumbent officers to be reelected as three incumbent Vice-Presidents were defeated by challengers.
As the delegates left the convention they had issued a strong message "we will not accept unsatisfactory results on national agreements!"
Robert E. Delaney began his career as a brakeman on the Chicago & North Western in 1940. He was elected to an international vice-president's office in 1966, re-elected in 1971, 1976 and 1981. After serving 20 years as a vice-president he was elected International President in 1986.
In his first message to the members on September 5, 1986, President Delaney implored everyone to end the rancor. He stated:
"It is now time to put the bitterness of the past behind us, and to join together to keep this proud union great, and to make it even greater. I say to all who have now placed their trust in us, with your help and with God's help we will succeed."
During his one year in office (August of 1986 to September of 1987) the BLE focused much attention on legislative matters. President Delaney led a national effort to correct the injustice of dual state taxation of engineers working runs that covered more than one state. Issues such as labor protection for railroad employees adversely affected by the sale of portions of railroads to short line or regional railroads, the transportation of hazardous material by rail, communication systems on railroads, the question as to whether engineers should be federally licensed were all issues in which the BLE became active in 1986 and into 1987.
On January 4, 1987 one of the most serious railroad disasters in history occurred at Chase, Maryland, when a consist of Conrail locomotives collided with an Amtrak passenger train killing 16 people and injuring 170. This collision would have long term effects on engineers and rail employees in general. The government immediately expressed its concern about railroad safety by holding congressional committee hearings in both houses of Congress. President Delaney testified at an FRA special safety inquiry in February of 1987. In August of 1987 he testified before the House Subcommittee on Transportation, Tourism and Hazardous Materials.
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