 |
| Dear Rails:
I received an email which should concern each and every retiree. For those of you who belong to NARVRE here is your call to action. This is what we signed up for. To fellow retirees your benefits may be affected by the president's proposed elimination of railroad jobs. Keep in mind these are American jobs, good jobs. These are fellow Americans trying to raise families and put food on the table and roofs over their heads. This is not partisan politics, this is Americans looking out for one another. We each need to call our respective representatives and senators and urge them to restore the funding. Below you can find a link to your congress men and women. Make the call and send a message to them that railroad jobs AND our retirement benefits are off the table. If they can steamroll this through congress then they will try to further dismantle sacred cows like RR Retirement! If signed into law, President Trump’s 2018 budget proposal would eliminate Amtrak’s long distance train service. The immediate fall out would be significant for all American rail workers resulting in the loss of 10,000 non-Northeast Corridor Amtrak jobs by the end of this year. According to a recent report by the Railroad Retirement Board (RRB) Actuary, the impact of such job losses would result in a long-term decrease in Railroad Retirement benefits and overall increase in taxes. Impact on RRB benefits & trust funds if 10,000 Amtrak jobs cut
While RRB accounts could absorb the loss of 10,000 Amtrak jobs, the cumulative impact of losses in the rail industry, including approximately 30,000 jobs that have been lost in just the last two years, will take a significantly negative toll on the entire system. Attached you will find the RRB’s detailed projection in loss of jobs, loss of benefits, and major increase in railroad unemployment benefits projected for 2017 and 2018. The time to act is NOW
We must urge fellow members, friends and family to call, email and write our national elected officials to OPPOSE any budget that would cut 10,00 Amtrak jobs, eliminate commuter rail service and irreparably harm the retirement benefits that all railroad members worked for a lifetime to secure. Go to this link: smart-union.org/news/legislati ve-action-center |
| In solidarity, |
 |
| John Risch National Legislative Director SMART Transportation Division |
GP Sellers: The Value Of Your Union Health Care Benefits
SMART-TD Member Survey
|
| Dear Sisters & Brothers,
Below you will find a link to an online survey that is being conducted by DFM Research for the National Legislative Office of SMART Transportation Division. Only the final results of everyone who participated will be forwarded to the National Legislative Office (individual responses will remain 100 percent anonymous). The survey focuses on several key issues facing our members including two-person crew legislation being considered in Congress and federal regulations affecting railroad safety. Click HERE to take the survey. I thank you in advance for your help. |
| In solidarity, |
|
| John Risch National Legislative Director SMART Transportation Division |
FRA finds UP violated Hours of Service law after SMART-TD member not afforded off-duty period or interim release after “busted call”
CHICAGO (April 17)—The Federal Railroad Administration (FRA) has confirmed a SMART-TD complaint that Union Pacific Railroad violated the Hours of Service law by not affording an employee a proper statutory off-duty period or a period of interim release after the railroad “busted the call” of the employee after he had departed his place of rest. FRA’s Region VI handled the investigation and will forward its findings to its Office of Chief Counsel with a recommendation for civil penalties.
In an April 5 letter to SMART-TD Illinois Legislative Director Robert W. Guy, FRA Region VI Administrator Steve Fender outlined his office’s findings that stemmed from an incident on February 4, 2017.
“On February 4,” Fender wrote, “UP crew management called SMART-TD member and ordered him to report for duty in Salem at 5:03 p.m. for a deadhead to Dexter (employees working this pool receive 3 hour call). The SMART-TD member accepted the call to report and departed his residence at 3:05 p.m.”
“At 3:57 p.m.,” Fender continued, “while in route, crew management again contacted him and this time advised that the call to report was cancelled. Upon being notified….SMART-TD member contacted crew management and requested…. 10 hours of undisturbed rest, since he had departed his place of rest.”
The request for rest was denied, and ultimately the SMART-TD member was called at 6:40 p.m. to report for duty at 9:40 p.m. to perform covered service. Having complied, the SMART-TD member worked the assignment and went off duty at 7:17 a.m. at the away from home terminal on February 5, 16 hours 12 minutes after departing his place of rest.
In closing Fender notes that “at no time between departure from his place of rest at 3:05 p.m. on February 4, and being relieved from covered service at 7:17 a.m. on February 5 did SMART-TD member receive a statutory off-duty period, or interim period of release.”
“I want to commend and thank our affected member for getting involved and getting this information to his local leaders,” said SMART-TD Illinois Legislative Director Robert W. Guy. “I also want to thank SMART-TD Local #979 Local Chairman Matt Tackett for his detailed report that surely helped FRA come to its conclusion.”
“Matt used the FRA’s Hours of Service Compliance Manual for Freight Operations to initially determine that a violation may have occurred,” Guy said. “Once I reviewed the material it was clear that something wasn’t right in what the UP did and I forwarded the information off to the FRA and asked them to investigate.”
“The process played out exactly as it should have,” Guy said. “A member questioned the railroad’s actions and got his Local leaders detailed information and in turn contacted my office where I was able to confirm, the result of which is a violation of the carrier and hopefully the education necessary to prevent this from happening again.”
Whenever SMART-TD members, either freight or passenger, have any questions or concerns regarding Hours of Service they are encouraged to contact their Local leaders as soon as possible. Also, FRA’s Hours of Service Compliance Manual’s for both freight and passenger operations are available for all members at SMART-TD’s Illinois Legislative Board website at www.illini.utu.org by clicking on “Federal Agencies”.
“I encourage all members to make themselves aware of these valuable manual’s,” Guy said. “They can help our members better understand what the carrier’s responsibility is when considering rest and hours of service and can lead, like in this example, to a violation of the carrier if they choose not to abide by the HSL.”
Thousands of Oil Train Safety Defects Across U.S.
Inspections began two years ago, after several accidents
04/05/2017
This Nov. 6, 2013 file photo shows a warning placard on a tank car carrying crude oil near a loading terminal in Trenton, N.D. Inspectors have found almost 24,000 safety defects over a two-year period along United States railroad routes used to ship volatile crude oil. Data obtained by The Associated Press shows many of the defects were similar to problems blamed in past derailments that caused massive fires or oil spills in Oregon, Virginia and Montana. (AP Photo/Matthew Brown, File)BILLINGS, Mont. (AP) — Government inspections of railroads that haul volatile crude oil across the United States have uncovered almost 24,000 safety defects, including problems similar to those blamed in derailments that triggered massive fires or oil spills in Oregon, Virginia, Montana and elsewhere, according to data obtained by The Associated Press.
The safety defects were discovered during targeted federal inspections on almost 58,000 miles of oil train routes in 44 states. The inspection program began two years ago following a string of oil train accidents across North America, including a 2013 derailment in Lac-Megantic, Quebec, that killed 47 people.
Federal regulators said the inspections resulted in 1,118 violation recommendations, prompting railroads to become more responsive to concerns raised by track inspectors and to improve safety.
Problems identified by federal inspectors included worn rails and other equipment; bolts meant to hold tracks in place that were broken, loosened or missing; and cracks in steel bars joining sections of track. They also noted failures by railroads to quickly fix problems identified through inspections.
Such issues are not uncommon across the nation's 140,000-mile freight rail network. But they've received heightened attention after rail shipments of crude oil increased and the number of major derailments spiked following a surge in domestic energy production.
A violation recommendation occurs when an inspector finds something serious enough to warrant a potential penalty, or a railroad fails to address a defect that's been found. Federal officials declined to say how many penalties had been issued under the crude-by-rail inspection program.
A former senior official at the Federal Railroad Administration, Steven Ditmeyer, reviewed the inspection data obtained by the AP. He said it reinforces the need for railroads to stay on top of regular maintenance for their sprawling networks of track.
Many of the defects found by inspectors posed serious safety issues, Ditmeyer said, adding that it can be difficult for railroads to know when a seemingly small problem will result in a derailment.
"All of this is a call for continued vigilance," said Ditmeyer, who directed the railroad administration's Office of Research and Development for eight years. "One defect or one violation of the right kind can cause a derailment. These statistics give a good indication of the track quality, but most (defects) won't cause a derailment."
Some safety gaps found by inspectors bear similarities to the circumstances surrounding prior accidents.
In Lynchburg, Virginia, cracks in the track that went unrepaired led to a CSX Transportation oil train coming off the rails and exploding along the James River in 2014. In Culbertson, Montana, a 2015 accident that spilled 27,000 gallons of oil from a BNSF Railway train was blamed on defective or missing fasteners used to hold the tracks in place. And in Mosier, Oregon, broken rail bolts were blamed in a Union Pacific oil train derailment and fire last year.
In this May 1, 2014, file photo survey crews in boats look over tanker cars as workers remove damaged tanker cars along the tracks where several CSX tanker cars carrying crude oil derailed and caught fire along the James River near downtown Lynchburg, Va. Inspectors have found almost 24,000 safety defects over a two-year period along United States railroad routes used to ship volatile crude oil. Data obtained by The Associated Press shows many of the defects were similar to problems blamed in past derailments that caused massive fires or oil spills in Oregon, Virginia and Montana. (AP Photo/Steve Helber, File)
The rail industry views safety defects as warnings from regulators that action is necessary, said Association of American Railroads spokeswoman Jessica Kahanek. She said violations are a better indicator of safety problems because not all defects pose an immediate risk. Hundreds of the violation recommendations on oil train routes were "paperwork-related," Kahanek said, such as railroads not providing required forms to government inspectors.
Omaha, Nebraska-based Union Pacific received most of the violation recommendations issued under the targeted inspection program, with more than 800. A breakdown for violations involving other railroads was not available.
Union Pacific agreed to increase its inspection frequencies following the Mosier derailment under an agreement with federal regulators who said the railroad's inspection program was too lax.
Union Pacific spokeswoman Calli Hite said the railroad shares the Federal Railroad Administration's dedication to safety and safety compliance.
"Union Pacific has always paid close attention to track conditions and inspections," Hite said.
In this June 3, 2016, file image, from video provided by KGW-TV, smoke billows from a Union Pacific train that derailed near Mosier, Ore., in the scenic Columbia River Gorge. Oregon legislators are considering two environmentally related bills in their current session. One bill would direct the Environmental Quality Commission to adopt oil-spill prevention and emergency-response planning requirements to railroads that own or operate high hazard train routes. The other would prohibit the Legislature from funding new bulk coal or oil terminals. (KGW-TV via AP, File)
Most violations were found in the months after the inspection program began in January 2015 in the U.S. Southwest, where officials said Union Pacific runs a majority of the oil trains. In many cases, violation recommendations came after the railroad did not respond quickly enough to problems found by inspectors, said Marc Willis, a spokesman for the railroad administration.
Subsequent inspections turned up thousands of additional safety problems but far fewer recommendations for violations.
That was because the high number of violation recommendations for Union Pacific sent a message to the entire industry to quickly address any issue raised by inspectors, officials said.
"Railroads are paying closer attention," Willis said, adding that derailments have fallen 10 percent since the inspection program began. "Although many minor defects still are being identified ... both FRA and railroad inspectors are finding fewer serious conditions, resulting in significant safety improvements."
It's uncertain whether the targeted inspection program for oil trains will continue under the Trump administration, he said.
Since 2006, the United States and Canada have seen at least 27 oil train accidents involving a fire, derailment or significant fuel spill. Besides the targeted inspection program, U.S. and Canadian officials have responded with more stringent construction standards for tens of thousands of tank cars that haul oil and other flammable liquids.
The amount of oil moving by rail peaked in 2014 then dropped after crude prices collapsed. Major railroads reported moving more than 43,000 carloads of crude in the fourth quarter of 2016, down almost 50 percent from a year earlier, according to the railroad association.
Tell your Representative: OPPOSE National Right-to-Work!
|
|
Congressman Steve King (R-Iowa) recently introduced H.R. 785, the National-Right-to-Work Act, which would create a nationwide prohibition against representation fees in private sector collective bargaining agreements. This legislation is better known as Right-to-Work (for less). Research shows that workers in Right-to-Work (for less) states have lower wages, a less secure retirement and more fatalities and injuries in the workplace; allowing some employees in a unionized workplace to pay zero in dues while receiving the same wages, benefits, and representation as their coworkers. Plain and simple, this is wrong! While so-called Right-to-Work laws have been enacted in 27 states under the guise of economic growth, the real purpose of this dangerous law is to weaken our strength as a union. Now some anti-worker politicians in Congress want to take this bad state law, and make it national. Please take a moment to contact your elected representatives in Congress and urge them to OPPOSE the National Right-to-Work Act (H.R. 785) by clicking the link below and sending a pre-drafted message via the SMART-TD Legislative Action Center. Click HERE to urge your Representatives to OPPOSE H.R. 785 the “National Right-to-Work Act! |
| In solidarity, |
|
|
John Risch
National Legislative Director
SMART Transportation Division
|
House T&I Committee Roundtable on Emerging Railroad Technologies
|
| Dear Members,
Today, I had the opportunity to participate in a roundtable discussion hosted by the House Transportation and Infrastructure (T&I) Subcommittee on Railroads, Pipelines, and Hazardous Materials. The discussion focused on new and emerging trends in railroad safety technology, including the implementation of Positive Train Control (PTC), wayside detectors and locomotive electronic monitoring to name a few. Being the only representative of rail labor on the panel, I had the opportunity to speak on the importance of maintaining minimum crew sizes as well as the need to invest in Electronically Controlled Pneumatic (ECP) Brake Systems on all freight trains. As you may know, ECP brakes slow and stop trains twice as fast as conventional air brake systems and help prevent derailments and collisions. Attached is a copy of my introductory remarks and you can also view the roundtable discussion by clicking the link below. Click HERE to view the T&I Committee Roundtable Discussion on Railroad Technologies. |
| In solidarity, |
|
| John Risch National Legislative Director SMART Transportation Division |
AT LEAST 10 FREIGHT TRAIN CARS DERAIL IN LAKE FOREST
Wednesday, March 15, 2017 09:53AM
LAKE FOREST, Ill. --
A freight train derailed early Wednesday in north suburban Lake Forest.
At least 10 cars from the Union Pacific train derailed about 3:10 a.m. near Route 41 and West Deerpath Road, according to a statement from Lake Forest police. Union Pacific said seven cars carrying molten sulfur derailed.
No hazardous materials were found leaking in any of the cars and no injuries were reported, police said. The air quality was being monitored to ensure there is no health risk.
The cars were part of a manifest train hauling mixed freight from Butler, Wisconsin, to Proviso, Chicago, according to the railroad's statement.
As of 6:45 a.m., crews were standing by for Union Pacific equipment needed to upright and remove the cars, police said. There may be intermittent lane closures Wednesday on northbound Route 41 while recovery of the train cars takes place.
"We are coordinating with hazmat responders and local road authorities, and we apologize for the impact to commuters on nearby Highway 41," according to Union Pacific's statement.
The cause of the derailment remains under investigation, according to the railroad.
(Source: Sun-Times Media Wire - Copyright Chicago Sun-Times 2017.)
WHY TRAINS CRASH
Published on Mar 7, 2017
Trains are essential for moving freight and people throughout the world, but they are far from accident-free. Follow investigators as they probe the wreckage of infamous accidents and watch safety experts test the latest crash prevention designs. NOVA "Why Trains Crash" investigates recent rail tragedies and advances in train technology that could help prevent them, taking a special look at Japan’s super efficient bullet trains, which have a perfect safety record. What would it take to usher in a new golden age of safer, faster, more modern and reliable train travel?
Attachments area
Preview YouTube video PBS Nova - Why Trains Crash (2017)
PBS Nova - Why Trains Crash (2017)
Please click on link below and support the Safe Freight Act!
The Safe Freight Act would require that freight trains are operated by at least two crew members - a certified engineer and a certified conductor. Ask your Representative to sign on as a cosponsor today!
Tell President Trump: Approve Funding for the Caltrain Electrification Project!
|
| Dear Brothers & Sisters,
Last year, the Federal Transit Administration (FTA) approved a federal grant for $647 million to begin construction on the Caltrain Electrification Project, which would replace an existing fleet of aging diesel locomotives with reliable, faster, and more efficient electric trains in an effort to improve commuter service in Northern California. This project would create nearly 10,000 new jobs not only in California, but in other states including Utah, Texas, Virginia and Pennsylvania. Unfortunately, the Secretary of Transportation Elaine Chao has delayed approval of the grant funds indefinitely. This delay could result in the loss of millions of dollars already invested, potential job losses, and jeopardize the project in its entirety. As our nation works to prioritize our dire infrastructure needs, we urge you to sign the White House petition urging President Trump to direct the FTA to approve funding for the Caltrain Electrification project so we can put America’s to work immediately. The petition must obtain 100,000 signatures by March 20, 207 to be considered by the White House. |
| In solidarity, |
|
| John Risch National Legislative Director SMART Transportation Division |