RAIL WORKERS DIED FIGHTING FOR BASIC HUMAN RIGHTS: ANNIVERSARY OF RAILROAD STRIKE OF 1877

John Risch, SMART TD’s National Legislative Director, spoke with Jaisal Noor of realnews.com on the significance of the 140th anniversary of the first national railroad strike that began July 14, 1877, also known as the Great Railroad Strike and Great Upheaval.  More than 100,000 workers participated in the strike, which lasted 45 days. It is estimated that over 100 workers died and thousands more were injured.

Risch points out that though immense labor victories have been hard fought and won since that time, the struggle for workers’ rights continues.

Click here to read the article.

ACT NOW!  Contact your legislator to protect rail worker rights: Click here to go to the SMART TD Legislative Action Center   and take a couple of minutes to send a clear message to Congress:

  • YES to Two-person crews (Safe Freight Act)
  • YES to Yardmaster Protection Act
  • NO to AMTRAK budget cuts
  • NO to so-called Right to Work laws…that destroy unions

RRB: UNEMPLOYMENT AND SICKNESS BENEFITS FOR RAILROAD EMPLOYEES

The Railroad Retirement Board (RRB) administers the Railroad Unemployment Insurance Act, which provides two kinds of benefits for qualified railroaders: unemployment benefits for those who become unemployed but are ready, willing and able to work; and sickness benefits for those who are unable to work because of sickness or injury. Sickness benefits are also payable to female rail workers for periods of time when they are unable to work because of pregnancy and childbirth. A new benefit year begins each July 1.

The following questions and answers describe these benefits, their eligibility requirements, and how to claim them.

1. What are the eligibility requirements for railroad unemployment and sickness benefits in July 2017?

To qualify for normal railroad unemployment or sickness benefits, an employee must have had railroad earnings of at least $3,637.50 in calendar year 2016, counting no more than $1,455 for any month. Those who were first employed in the rail industry in 2016 must also have at least five months of creditable railroad service in 2016.

Under certain conditions, employees who do not qualify on the basis of their 2016 earnings may still be able to receive benefits in the new benefit year. Employees with at least 10 years of service (120 or more months of service) who received normal benefits in the benefit year ending June 30, 2017, may be eligible for extended benefits, and employees with at least 10 years of service (120 or more months of service) might qualify for accelerated benefits if they have rail earnings of at least $3,637.50 in 2017, not counting earnings of more than $1,455 a month.

In order to qualify for extended unemployment benefits, a claimant must not have voluntarily quit work without good cause and not have voluntarily retired. To qualify for extended sickness benefits, a claimant must not have voluntarily retired and must be under age 65.

To be eligible for accelerated benefits, a claimant must have 14 or more consecutive days of unemployment or sickness; not have voluntarily retired or, if claiming unemployment benefits, quit work without good cause; and, when claiming sickness benefits, be under age 65.

2. What is the daily benefit rate payable in the new benefit year beginning July 1, 2017?

Almost all employees will qualify for the maximum daily benefit rate of $72. Benefits are generally payable for the number of days of unemployment or sickness over four in 14-day claim periods, which yields $720 for each two full weeks of unemployment or sickness. Sickness benefits payable for the first 6 months after the month the employee last worked are subject to tier I railroad retirement payroll taxes, unless benefits are being paid for an on-the-job injury. (Claimants should be aware that as a result of a sequestration order under the Budget Control Act of 2011, the RRB will reduce unemployment and sickness benefits by 6.9 percent through September 30, 2017. As a result, the total maximum amount payable in a 2-week period covering 10 days of unemployment or sickness will be $670.32. The maximum amount payable for sickness benefits subject to tier I payroll taxes of 7.65 percent will be $619.04 over two weeks. Future reductions, should they occur, will be calculated based on applicable law.)

3. How long are these benefits payable?

Normal unemployment or sickness benefits are each payable for up to 130 days (26 weeks) in a benefit year. The total amount of each kind of benefit which may be paid in the new benefit year cannot exceed the employee’s railroad earnings in calendar year 2016, counting earnings up to $1,879 per month.

If normal benefits are exhausted, extended benefits are payable for up to 65 days (during 7 consecutive 14-day claim periods) to employees with at least 10 years of service (120 or more cumulative service months).

4. What is the waiting-period requirement for unemployment and sickness benefits?

Benefits are normally paid for the number of days of unemployment or sickness over four in 14-day registration periods. Initial sickness claims must also begin with four consecutive days of sickness. However, during the first 14-day claim period in a benefit year, benefits are only payable for each day of unemployment or sickness in excess of seven which, in effect, provides a one-week waiting period. (If an employee has at least five days of unemployment or five days of sickness in a 14-day period, he or she should still file for benefits.) Separate waiting periods are required for unemployment and sickness benefits. However, only one seven-day waiting period is generally required during any period of continuing unemployment or sickness, even if that period continues into a subsequent benefit year.

5. Are there special waiting-period requirements if unemployment is due to a strike?

If a worker is unemployed because of a strike conducted in accordance with the Railway Labor Act, benefits are not payable for days of unemployment during the first 14 days of the strike, but benefits are payable during subsequent 14-day periods.

If a strike is in violation of the Railway Labor Act, unemployment benefits are not payable to employees participating in the strike. However, employees not among those participating in such an illegal strike, but who are unemployed on account of the strike, may receive benefits after the first two weeks of the strike.

While a benefit year waiting period cannot count toward a strike waiting period, the 14-day strike waiting period may count as the benefit year waiting period if a worker subsequently becomes unemployed for reasons other than a strike later in the benefit year.

6. Can employees in train and engine service receive unemployment benefits for days when they are standing by or laying over between scheduled runs?

No, not if they are standing by or laying over between regularly assigned trips or they missed a turn in pool service.

7. Can extra-board employees receive unemployment benefits between jobs?

Yes, but only if the miles and/or hours they actually worked were less than the equivalent of normal full-time work in their class of service during the 14-day claim period. Entitlement to benefits would also depend on the employee’s earnings.

8. How would an employee’s earnings in a claim period affect his or her eligibility for unemployment benefits?

If a claimant’s earnings for days worked, and/or days of vacation, paid leave, or other leave in a 14-day registration period are more than a certain indexed amount, no benefits are payable for any days of unemployment in that period. That registration period, however, can be used to satisfy the waiting period.

Earnings include pay from railroad and nonrailroad work, as well as part-time work and self-employment. Earnings also include pay that an employee would have earned except for failure to mark up or report for duty on time, or because he or she missed a turn in pool service or was otherwise not ready or willing to work. For the benefit year that begins July 2017, the amount is $1,455, which corresponds to the base year monthly compensation amount used in determining eligibility for benefits in each year. Also, even if an earnings test applies on the first claim in a benefit year, this will not prevent the first claim from satisfying the waiting period in a benefit year.

On the other hand, earnings of no more than $15 a day from work which is substantially less than full-time and not inconsistent with the holding of normal full-time employment may be considered subsidiary remuneration and may not prevent payment of any days in a claim. However, a claimant must be sure to report all full and part-time work on each claim, regardless of the amount of earnings, so the RRB can determine whether the work affects benefits.

9. How does a person apply for and claim unemployment benefits?

Claimants can file their applications for unemployment benefits, as well as their subsequent biweekly claims, by mail or online.

To apply by mail, claimants must obtain an application from their labor organization, employer, local RRB office or the agency’s website at www.rrb.gov. The completed application should be mailed to the local RRB office as soon as possible and, in any case, must be filed within 30 days of the date on which the claimant became unemployed or the first day for which he or she wishes to claim benefits. Benefits may be lost if the application is filed late.

To file their applications — or their biweekly claims — online, claimants must first establish an RRB online account at www.rrb.gov. Instructions on how to do so are available by visiting the Benefit Online Services section of the RRB’s website. Employees are encouraged to establish online accounts while still employed so the account is ready if they ever need to apply for these benefits or use other select RRB Internet services. Employees who have already established online accounts do not need to do so again.

The local RRB field office reviews the completed application, whether it was submitted by mail or online, and notifies the claimant’s current railroad employer, and base-year employer, if different. The employer has the opportunity to provide information about the benefit application.

After the RRB office processes the application, biweekly claim forms are mailed to the claimant, and are also available on the RRB’s website, as long as he or she remains unemployed and eligible for benefits. Claim forms should be signed and sent on or after the last day of the claim. This can be done by mail or electronically. The completed claim must be received by an RRB office within 15 days of the end of the claim or the date the claim form was mailed to the claimant or made available online, whichever is later. Claimants must not file both a paper claim and an online claim form for the same period(s).

Only one application needs to be filed during a benefit year, even if a claimant becomes unemployed more than once. However, a claimant must, in such a case, request a claim form from an RRB office within 30 days of the first day for which he or she wants to resume claiming benefits. These claims may then be filed by mail or online.

10. How does a person apply for and claim sickness benefits?

An application for sickness benefits can be obtained from railroad labor organizations, railroad employers, any RRB office or the agency’s website. An application and a doctor’s statement of sickness are required at the beginning of each period of continuing sickness for which benefits are claimed. Claimants should make a special effort to have the doctor’s statement of sickness completed promptly since no claims can be paid without it.

The RRB suggests that employees keep an application on hand for use in claiming sickness benefits, and that family members know where the form is kept and how to use it. If an employee becomes unable to work because of sickness or injury, the employee should complete the application and then have his or her doctor complete the statement of sickness. Employees should note that they must indicate on the application whether they are applying for sickness benefits because they were injured at work or have a work-related illness. They must also indicate whether they have filed or expect to file a lawsuit or claim against a third party for personal injury. If a claimant receives sickness benefits for an injury or illness for which he or she is paid damages, it is important to be aware that the RRB is entitled to reimbursement of either the amount of the benefits paid for the injury or illness, or the net amount of the settlement, after deducting the claimant’s gross medical, hospital, and legal expenses, whichever is less.

If the employee is too sick to complete the application, someone else may do so. In such cases, a family member should also complete Form SI-10, “Statement of Authority to Act for Employee,” which accompanies the statement of sickness.

After completion, the forms should be mailed to the RRB’s headquarters in Chicago by the seventh day of the illness or injury for which benefits are claimed. However, applications received after 10 days but within 30 days of the first day for which an employee wishes to claim benefits are generally considered timely filed if there is a good reason for the delay. After the RRB receives the application and statement of sickness and determines eligibility, biweekly claim forms are mailed to the claimant for completion and return to an RRB field office for processing. The RRB also makes claim forms available for completion online by those employees who establish an online account. The claim forms must be received at the RRB within 30 days of the last day of the claim period, or within 30 days of the date the claim form was mailed to the claimant or made available online, whichever is later. Benefits may be lost if an application or claim is filed late.

Claimants are reminded that while claim forms for sickness benefits can be submitted online, applications must be returned to the RRB by mail. Doctors’ statements of sickness can be submitted by mail or fax. Faxes must include a cover sheet from the doctor’s office.

11. Is a claimant’s employer notified each time a biweekly claim for unemployment or sickness benefits is filed?

The Railroad Unemployment Insurance Act requires the RRB to notify the claimant’s base-year employer each time a claim for benefits is filed. That employer has the right to submit information relevant to the claim before the RRB makes an initial determination on the claim. In addition, if a claimant’s base-year employer is not his or her current employer, the claimant’s current employer is also notified. The RRB must also notify the claimant’s base-year employer each time benefits are paid to a claimant. The base-year employer may protest the decision to pay benefits. Such a protest does not prevent the timely payment of benefits. However, a claimant may be required to repay benefits if the employer’s protest is ultimately successful. The employer also has the right to appeal an unfavorable decision to the RRB’s Bureau of Hearings and Appeals.

The RRB also conducts checks with other Federal agencies and all 50 States, as well as the District of Columbia and Puerto Rico, to detect fraudulent benefit claims, and it checks with physicians to verify the accuracy of medical statements supporting sickness benefit claims.

12. How long does it take to receive payment?

Under the RRB’s Customer Service Plan, if a claimant filed an application for unemployment or sickness benefits, the RRB will release a claim form or a denial letter within 10 days of receiving his or her application. If a claim for subsequent biweekly unemployment or sickness benefits is filed, the RRB will certify a payment or release a denial letter within 10 days of the date the RRB receives the claim form. If the claimant is entitled to benefits, benefits will generally be paid within one week of that decision.

However, some claims for benefits may take longer to handle than others if they are more complex, or if an RRB office has to get information from other people or organizations. If this happens, claimants may expect an explanation and an estimate of the time required to make a decision.

Claimants who think an RRB office made the wrong decision about their benefits have the right to ask for review and to appeal. They will be notified of these rights each time an unfavorable decision is made on their claims.

13. How are payments made?

Railroad unemployment and sickness insurance benefits are paid by the U.S. Treasury’s Direct Deposit program. With Direct Deposit, benefit payments are made electronically to an employee’s bank, savings and loan, credit union or other financial institution. New applicants for unemployment and sickness benefits will be asked to provide information needed for Direct Deposit enrollment.

14. How can claimants get more information on railroad unemployment or sickness benefits?

Claimants with questions about unemployment or sickness benefits, or who are seeking information about their claims and benefit payments, can contact an RRB office by calling toll-free at 1-877-772-5772. Claimants can also access an online service, “View RUIA Account Statement” in the Benefit Online Services section of www.rrb.gov, which provides a summary of the unemployment and sickness benefits paid to them. To use this feature, claimants must first establish an online account.

Persons can find the address of the RRB office serving their area by calling 1-877-772-5772, or by visiting www.rrb.gov. Most RRB offices are open to the public on weekdays from 9:00 a.m. to 3:30 p.m., except on Wednesdays when offices are open from 9:00 a.m. to 12:00 p.m. RRB offices are closed on Federal holidays.

If Trump has his way, Amtrak’s long-run trains will roll into history

A conductor checks the tracks before the Coast Starlight departs the Amtrak station in Emeryville bound for Los Angeles. The administration’s proposed federal budget would end the L.A.-to-Seattle Starlight. Photo: Carlos Avila Gonzalez, The Chronicle
Photo: Carlos Avila Gonzalez, The Chronicle
A conductor checks the tracks before the Coast Starlight departs the Amtrak station in Emeryville bound for Los Angeles. The administration’s proposed federal budget would end the L.A.-to-Seattle Starlight.

Americans may have a short time left to take a long train ride.

The Amtrak trains that roll daily from the Bay Area to Chicago, Seattle and Los Angeles — as well as into the imaginations of the traveling public — might soon be rolling to the scrapyard instead.

Federal budget cutters once again have their eyes on long-distance Amtrak trains — the ones with bud vases in the dining car and picture windows in the lounge. If the Trump administration has its way, Amtrak will lose about half of its $1.4 billion budget and be forced next year to bump off all its long-distance runs, eliminating service to 23 states, primarily in the West and the South. Short-haul commuter lines such as the Capitol Corridor trains to Sacramento would be all that’s left.

Although Amtrak patronage was higher than ever last year, with 31.3 million passengers carried, President Trump’s budget cutters say long-distance trains carried only 15 percent of those riders.

The administration said its proposed budget for 2018 would redirect federal subsidies so Amtrak could “focus resources on the parts of the passenger rail system that provide meaningful transportation options within regions.” It said long-distance trains “have long been inefficient and incur the vast majority of Amtrak’s operating losses.”

Those operating losses totaled $227 million in fiscal 2016, Amtrak says.

Eliminating long-distance trains “would allow Amtrak to focus on better managing its state-supported and Northeast corridor train services,” the administration said. State-supported trains include California’s Capitol Corridor, San Joaquin and Pacific Surfliner lines, which are funded largely by Caltrans.

The proposed Amtrak cuts would end funding for 15 trains serving 220 cities. Gone would be the Sunset Limited (Los Angeles to New Orleans), the Lake Shore Limited (New York to Chicago) and the Empire Builder (Seattle to Chicago). Saying “Good night, America” for the last time would be the City of New Orleans, of Arlo Guthrie hit fame.

California would lose the Coast Starlight, which runs through the Bay Area twice daily on its way between Seattle and Los Angeles, and the California Zephyr, which departs every morning from Emeryville over the Sierra Nevada and the Rockies and on to Chicago.

At the Emeryville depot, passengers awaiting the departure of the diesel-powered leviathans were wailing like locomotive whistles at a grade crossing.

Trump “cuts everything people need, especially poor people,” said Walter McCain of Oakland, hunkered down in the waiting room the other morning. “Trains are a viable alternative to flying, as long as you’re not in a hurry. And there’s no need to be in a hurry. For what?”

Also not in a hurry were Mike and Marjean O’Neill of Cotati, which was a good thing because it would take them 51 hours to get to Chicago if their train left on time, which, being Amtrak, it didn’t. (The California Zephyr departed 23 minutes late, to allow the dining car crew to finish loading some chickens and the porters to take on bags of linens.)

A sleeping compartment on a train isn’t cheap, but, said Marjean O’Neill, you don’t pay extra for luggage. For their flights home from Chicago, she had calculated that the airlines would charge her $325 to carry the same five bags that Amtrak was carrying free.

“The airlines nickel and dime you for everything,” she said. “I’m tired of that crap.”

Paul Aubert of Mill Valley was heading to Los Angeles on the Coast Starlight, carrying his guitar, which he planned to play in the lounge car, and also carrying two large bottled beverages, which, he said, would surely have been confiscated if the Coast Starlight had been an airplane.

Threats to the operating budget are nothing new for Amtrak. Every year, foes say too few passengers take the long-distance trains and friends reply that the trains are more popular than ever. Every year, foes complain that trains gobble up federal transportation subsidies and friends reply that roads and airports gobble up even more.

Passengers board the Chicago-bound California Zephyr at the Amtrak Station in Emeryville, Calif., on Tuesday, June 27, 2017. Proposed federal budget calls for eliminating all long-distance Amtrak service nationwide, which would end the Coast Starlight (LA-to-Seattle) and California Zephyr (Chicago to Emeryville), both of which serve Bay Area Photo: Carlos Avila Gonzalez, The Chronicle

Photo: Carlos Avila Gonzalez, The Chronicle

Passengers board the Chicago-bound California Zephyr at the Amtrak Station in Emeryville, Calif., on Tuesday, June 27, 2017. Proposed federal budget calls for eliminating all long-distance Amtrak service nationwide, which would end the Coast Starlight (LA-to-Seattle) and California Zephyr (Chicago to Emeryville), both of which serve Bay Area

In past years, particularly in 2002 and 2016, threatened Amtrak cuts were scrapped by members of Congress who realized their states could lose long-distance trains. But “it’s more dire this time,” said Paul Dyson, president of the Rail Passenger Association of California and Nevada. “This time, the Republicans control Congress and the White House. But this is a trivial sum of money in the scheme of things.”

Jim Mathews, president of the National Association of Railroad Passengers, said long-distance trains should fit in with Trump’s promised investment in the nation’s infrastructure. Instead, he said, “this is a budget that treats small towns and rural communities as flyover country.”

The effects of a shutdown would ripple all the way down to Maryam Ettehadieh’s snack bar inside the Emeryville station. If the big trains shut down, she said, she’s shutting down too.

“I’d have to close,” she said. “The people making the decision, what do they care? They only care about money. You think the president cares about people without money?”

She stepped outside the station as veteran conductor Dennis Hogg, ticket punch holstered at his hip, watched the last of the late linens get loaded, slammed shut the door on the rearmost car and mouthed, “Train number 6, all clear” to the engineer over his walkie-talkie. Seconds later, the California Zephyr commenced its 2,438-mile meander into the heartland.

No radio frequency for CSX crew to warn Amtrak they were on DC track

WASHINGTON — Two CSX conductors struck and killed by an Amtrak train Tuesday night could not have directly warned the Amtrak engineer that they were on the tracks since CSX and Amtrak operate on different radio frequencies, a union representative said. The National Transportation Safety Board is investigating the crash, which happened around 11:30 p.m. Tuesday in the Ivy City area. The CSX freight train out of Baltimore had stopped so the crew could investigate a possible wheel problem, and the conductors apparently mistakenly stepped, without proper protections in place, from the two CSX-owned tracks closest to a Metro rail yard into the path of trains on one of the two parallel Amtrak-owned tracks closer to New York Avenue.

Amtrak Train 175, coming from Boston, struck and killed the two conductors. National Transportation Safety Board Member Earl Weener said Wednesday afternoon that it does not appear anyone else was hurt.

Herbert Harris, D.C.’s state representative for the Brotherhood of Locomotive Engineers and Trainmen, said Amtrak engineers have their own radio frequency to communicate with the Union Station terminal and get other instructions along the Northeast Corridor, while CSX has a separate radio system.

“So there wouldn’t have been any interactional communication between the crews unless CSX had notified either Amtrak or possibly the tower in Union Station that they had a crew that was either on the ground or had a train with a problem, and that may very well be one of the issues that they look into: the communication with who, and what if any notification had been given,” Harris said. He represents Amtrak and commuter locomotive engineers.

Weener confirmed communication between, and with, CSX and Amtrak dispatchers is one focus of the investigations.

Communication failures contributed to a more serious Amtrak crash near Philadelphia last year that killed two Amtrak workers, but those problems with work zone protections appear to be different from potential issues tied to this crash.

Witnesses and others involved in Tuesday night’s crash are being interviewed by the NTSB. The crash stopped train service in and out of Union Station much of Wednesday morning.

While CSX and Amtrak are separate railroads, in this area the tracks are right next to each other with no barrier.

“That’s not uncommon, that you have two rail systems parallel to each other. That happens in a lot of locations, and particularly in metropolitan areas,” Harris said. “Every operating train crew … is required to be qualified on the physical territory and geography of the area that they operate in.”

One of the two CSX conductors was on the freight train learning about the layout of the tracks in the area to qualify to work on the route, Weener said.

The union has pushed for D.C. to establish and fund an independent rail safety oversight agency that would allow the District to have its own experts respond to incidents like this one, or the 2015 CSX derailment near the Rhode Island Avenue Metro station.

STATEMENT ON RAIL ACCIDENT THAT CLAIMED TWO BROTHERS

On the night of June 27, our Union tragically lost two Brothers when CSX Conductor Jake Lafave and Conductor Trainee Stephen Deal (both of Local 600) died after being struck by an Amtrak passenger train just north of Union Station in Washington D.C. On behalf of our entire membership, we extend our most heartfelt condolences to the families and friends of both men, and to their co-workers working out of Cumberland, Md.

Brother Lafave, 25, was with CSX for nearly four years. He is survived by his wife Katelyn and his parents, and we offer special thoughts for his father, CSX dispatcher Jim Lafave.

Brother Deal was 20 years old and had just over two years of CSX service. He is survived by his parents.

An investigation is underway, and SMART will join in those efforts to learn not only what caused this accident but also how to guard against similar incidents in the future.

SMART-TD Opposes An Anti-Worker Bill That Would Gut Overtime Protections

Dear Members,

Earlier this week, the House of Representatives passed an anti-worker billed misguidedly labeled as the “Working Families Flexibility Act” (H.R. 1180). This harmful legislation would let employers give workers paid time off instead of being required to pay one and a half times their regular rate of pay for hours worked beyond 40 in a work week.

H.R. 1180 encourages employers to require excessive hours because overtime work would become cheaper and allow the employer to determine when the compensatory time off is allowed. This anti-worker bill would result in longer hours, less pay and more unpredictable work schedules for those who are not fortunate enough to have a union contract to protect them.

During a time when our nation’s elected leaders should be focused on creating good paying American jobs, H.R. 1180 does nothing more than provide employers with an opportunity to cheat their employees out of their earned overtime pay.

Attached is a letter I sent to every Member of Congress urging them to vote NO on this anti-worker bill. You can find out how your elected representatives voted by clicking the link below.

In solidarity,
John Risch National Legislative Director SMART Transportation Division

Financial Impact of a Loss of 10,000 Amtrak Employees

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

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.”