Year: 2011

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WASHINGTON — A new safety advisory applying to switching operation hazards has been issued by the Federal Railroad Administration.

The advisory focuses on federal federal regulations and railroad operating rules governing procedures for leaving rolling equipment in the clear of adjacent tracks. It was issued in response to two recent incidents where railroad employees were killed during switching operations.

The advisory recommends that railroads review the recent incidents with employees and reinstruct them on procedures and rules governing leaving rolling equipment clear of adjacent tracks. It also recommends that railroads review job briefing procedures.

To read the safety advisory, click on the following link:

http://www.gpo.gov/fdsys/pkg/FR-2011-04-07/pdf/2011-8232.pdf

 

WASHINGTON — The single most important action Congress and the Federal Railroad Administration can take to improve rail safety — especially in the movement of hazardous materials — is to eliminate train-crew fatigue and provide predictable start times for train crews.

That was the message delivered April 7 to the House Railroad Subcommittee by UTU National Legislative Director James Stem. The subcommittee met to learn more about rail hazmat safety.

“The unpredictable work schedules of safety critical operating employees in the railroad industry has and continues to be the root cause of the fatigue problems that have placed many releases of hazardous materials on the front pages of our newspapers,” Stem told the subcommittee.

Although the Rail Safety Improvement Act of 2008 (RSIA) provides for 10 hours of undisturbed rest between work assignments, “the application is misplaced because it does nothing to improve the predictability of reporting times nor does it allow employees the opportunity to plan their rest before reporting for duty,” Stem said.

“One small improvement that will make a tremendous difference in the safety for all train operations is simply to move the required 10 hours of undisturbed rest from immediately following service to immediately preceding service,” Stem said.

“The minimum of 10 hours of notification before reporting for 12 hours or more of safety critical service will allow operating employees to get their proper rest prior to reporting for duty so they can safety and alertly operate their train while on duty.

“An even greater safety enhancement would be to assign regular start times for each crew, or at a minimum require that crews be notified before going off duty of the time they must report back for service,” he said.

Stem told the subcommittee that many railroads “have worked hard since RSIA was passed to develop new software programs to enable their operations to deny the required rest days for employees. Many employees are required to observe their only day off while laying over in a one-star hotel at the away from home terminal.

“The itemized six-and-two and seven-and-three work-rest schedules in the RSIA remain a dream for 95 percent of our freight operating employees,” Stem said.

The UTU’s national legislative director also stressed a need for more frequent track inspections. “Timely track inspections by qualified track inspectors should be conducted with a frequency directly proportional to the amount of traffic passing over a track segment,” Stem told the subcommittee.

Stem provided the subcommittee, on behalf of the UTU and its members, a list of 24 specific recommendations to reduce crew fatigue:

  1. Railroad employees covered by the hours of service law shall be provided a predictable and defined work/rest period.
  2. A 10-hour call for all unassigned road service. This provision would require the 10 hours of undisturbed rest be provided immediately prior to performing covered service instead of immediately following service.
  3. All yard service assignments with defined start times will be covered by the same provisions that now apply to passenger and commuter rail.
  4. All yardmaster assignments will be HOS-covered service under the freight employees’ rule.
  5. The FRA shall issue regulations within 12 months to require all deadhead transportation in excess of a certain number of hours to be counted as time on duty and a job start.
  6. No amount of time off-duty at the away from home terminal will reset the calendar clock of job starts, and the employee shall not be required to take mandatory rest days at the away from home terminal.
  7. 24 hours off duty at the home terminal which does not include a full calendar day will reset the calendar clock.
  8. Interim release periods require notification to the crew before going off duty. If the crew is not notified, the 10 hours uninterrupted rest will prohibit changing the service to include an interim release.
  9. There shall be a two-hour limit on limbo time per each tour of duty.
  10. There shall be assigned a minimum of 24 hours off duty at the designated home terminal in each seven-day period during which time the employee shall be unavailable for any service for the railroad. The off-duty period shall encompass a minimum of one full calendar day and the employee shall be notified not less than seven calendar days prior to the assigned off duty period.
  11. A railroad shall provide hot nutritious food 24 hours a day at the sleeping quarters when the crew is at the designated away from home terminal, and at an interim release location. If such food is not provided on a railroad’s premises, a restaurant that provides such food shall not be located more than five minutes normal walking distance from the employee’s sleeping quarters or other rest facility. Fast food establishments shall not satisfy the requirements of this subsection.
  12. A railroad shall be prohibited from providing sleeping quarters in areas where switching or humping operations are performed.
  13. Not later than 12 months after the date of enactment of this act, the FRA shall promulgate a regulation requiring whistle-board signs allocated at least 1/4 mile in advance of public highway-rail grade crossings. Provided, however, such regulation shall not apply to such crossings that are subject to a whistle ban.
  14. Under the railroad whistle-blower law, the secretary of labor shall have subpoena power to require the production of documents and/or the attendance of witnesses to give testimony.
  15. Notwithstanding any other provision of law, regulation or order, whenever Congress enacts legislation mandating that the FRA promulgate a railroad safety regulation, there shall be no requirement for a cost/benefit analysis by the FRA.
  16. During an accident/incident investigation process, upon request, a railroad shall produce event recorder information to law enforcement personnel and to the designated employee representative(s) defined under the Railway Labor Act.
  17. In an engineer or conductor decertification proceeding, if the FRA issues a final order in favor of an employee, a railroad shall be prohibited from subsequently attempting to discipline such employee for any alleged acts which may have arisen from the incident involved in the decertification proceeding.
  18. In an engineer or conductor certification or decertification proceeding the FRA shall have the authority to require the retesting of the employee, to order the employee’s reinstatement with the same seniority status the employee would be entitled to but for decertification or refusal of certification, and to grant any other or further relief that the FRA deems appropriate.
  19. All federal railroad safety laws and regulations shall be subject only to the preemption requirements set forth in the Federal Railroad Safety Act.
  20. A railroad owned or operated by a state or other governmental entity shall, as a condition of being a recipient of federal funds, agree immediately thereafter the receipt of such funds to waive any defense of sovereign immunity in a cause of action for damages brought against such railroad alleging a violation of a federal railroad safety law or regulation pursuant to title 28, 45, or 49, United States Code.
  21. No state law or regulation covering walkways for railroad employees shall be preempted or precluded until such time as the FRA promulgates a regulation which substantially subsumes the subject matter.
  22. In any claim alleging a violation of a federal railroad safety law, a settlement of such claim cannot release a cause of action, injury or death which did not exist at the time of settlement of such claim.
  23. An employee of the NTSB or the FRA who previously worked as a railroad employee has the right to return to railroad employment with all seniority retained.
  24. Amtrak shall not be liable for damages or liability, in a claim arising out of an accident or incident unless the said Corporation is negligent in causing the accident or incident.

MADISON, Wisc. — Are labor rallies in support of collective bargaining rights effective? Can the UTU Collective Bargaining Defense Fund make a difference?

Do trains run on tracks? Do buses operate on highways?

As for Wisconsin, the proof of the value of labor rallies was reflected in balloting for state supreme court justice, as a previously almost unknown state Democrat, JoAnne Kloppenburg, almost upset a presumed shoo-in April 5 — incumbent conservative Republican David Prosser, who had been “expected to coast to a victory for a second 10-year term,” according to the Madison Capital Times newspaper.

Hundreds of thousands of Wisconsin voters, vocally outraged at the state’s Republican governor and Republican-controlled legislature for their vicious attacks on public-employee collective bargaining, flocked to the polls in record numbers in support of the underdog Kloppenburg.

The balloting was widely viewed as more of a referendum on the anti-union attacks of the state’s Republican governor and Republican-controlled legislature than a vote for supreme court justice.

Said the Capital Times: “It is rare to unseat a sitting supreme court justice [and the close vote that followed] would almost certainly never have happened had Democrats, unions and other liberal groups not channeled anger against Gov. Walker and the Republican-controlled legislature into support for Kloppenburg.”

Prosser was viewed as a supporter of Walker and his anti-union agenda. The New York Times quoted Prosser as having said he was proud of his membership among the state supreme court’s “common sense 4-3 conservative majority.”

The Wisconsin law revoking public-employee collective bargaining rights is on hold pending a judicial challenge that is expected to reach the state supreme court. Had Kloppenburg prevailed, the state supreme-court’s seven-member majority will shift from conservatives to liberals.

Although neither candidate has expressed an opinion on the controversial collective bargaining law and how it was enacted — by the Republican majority after Democrats boycotted the legislature — it is widely recognized that the vote was, in large part, a referendum on the anti-union politics of Republican Gov. Scott Walker and the right-wing led extremist legislature.

Labor union members from across Wisconsin have rallied in opposition to Gov. Walker’s and the legislature’s anti-union attacks. The UTU Collective Bargaining Defense Fund is helping to supply UTU rally participants with signs and T-shirts with slogans — and other materials are on order for continued rallies nationwide that help to attract and focus public opposition to attacks on collective bargaining rights and labor unions.

Hundreds of labor-union members — including dozens of UTU members — were on hand at polling places in Wisconsin to collect thousands of signatures from voters on petitions to recall eight Republican lawmakers who voted to revoke public-employee collective bargaining rights.

Many of the lines to sign the petitions were said to have been as long as the lines to vote, in what was described by the media as an unusually large voter turnout.

UTU members interested in joining a rally in support of collective-bargaining rights should contact their state legislative director.

Many physicians and medical practitioners are choosing to withdraw from participation in Medicare. This has a direct financial impact on all UTU members who are retired or intend to retire in the near future.

If you are eligible for Medicare, and your physician or medical practitioner withdraws from participation in Medicare, you are faced with a choice of signing a binding contract for continued medical services or choosing a physician who does participate with Medicare.

While Palmetto GBA, which administers Railroad Medicare, provided the following information, this alert also affects airline and bus members covered by Medicare.

If you are covered by Medicare, and your physician or medical practitioner has withdrawn or withdraws from participation in Medicare, the physician or medical practitioner will ask you to sign a contract for future services that would have been covered by Medicare prior to the physician or medical practitioner withdrawing from Medicare participation.

Once you sign the contract, Medicare will not pay for any services provided by that physician or medical practitioner. Additionally, no Medicare payment may be made to you for items or services provided directly by a physician or practitioner who has opted out of Medicare.

The contract you will be asked to sign is a binding agreement that you give up Medicare payment for services furnished by the physician or medical practitioner and that you agree to pay from your own pocket the physician or medical practitioner without regard to any limits that would otherwise apply to what they charge.

The only exception is in an emergency or urgent care situation.

Even if you sign such a contract with your physician, you may still receive services from other physicians and practitioners who are participating with Medicare.

“Physician” means doctors of medicine, doctors of osteopathy, doctors of dental surgery, doctors of dental medicine, doctors of podiatric medicine and doctors of optometry.

“Medical practitioner” means physician assistant, nurse practitioner, clinical nurse specialist, certified registered nurse anesthetist, certified nurse midwife, clinical psychologist, clinical social worker, registered dietitian and nutrition professional.

Not affected are chiropractors, physical therapists and occupational therapists. They are not permitted to withdraw from Medicare participation.

If you are asked to sign a contract with a physician or medical practitioner who withdraws from Medicare participation, the contract must:

  • Be in writing and in print large enough so you can read it.
  • State whether the physician or medical practitioner is excluded from Medicare.
  • State that you or your legal representative accept full responsibility for payment of charges for all services provided by the physician/practitioner.
  • State that the you or your legal representative understand that Medicare limits do not apply to what the physician/practitioner may charge for items or services provided by the physician/practitioner.
  • State that you or your legal representative agree not to submit a claim to Medicare or to ask the physician or medical practitioner to submit a claim to Medicare.
  • State that you or your legal representative understand that Medicare payments will not be made for any items or services furnished by the physician or medical practitioner that would have otherwise been covered by Medicare if there was no contract and a proper Medicare claim had been submitted.
  • State that you or your legal representative are entering into the contract with the knowledge that you have the right to obtain Medicare-covered items and services from physicians and practitioners who have not opted out of Medicare.
  • State that you are not compelled to enter into contracts that apply to other Medicare-covered services provided by other physicians or practitioners who have not withdrawn from Medicare participation.
  • State the expected or known effective date and expected or known expiration date of the withdrawal period.
  • State that you or your legal representative understand that Medigap plans do not — and that other supplemental plans may elect not — to make payments for items and services not paid for by Medicare.
  • Be signed by you or your legal representative and by the physician or medical practitioner.
  • Not be entered into by you or your legal representative during a time when you require emergency care services or urgent care services.
  • Be provided to you (photo copy is acceptable) or to your legal representative before items or services are furnished to you under the terms of the contract; and be made available to the Centers for Medicare and Medicaid upon request.

Staying with, or going to, a physician who does not participate in Medicare is a difficult choice.

Retirees covered by Railroad Medicare may call the Railroad Beneficiary Contact Center at (800) 833-4455 or TTY at (877) 566-3572 to obtain names of physicians and medical practitioners in their area who participate in Medicare.

Those not covered by Railroad Medicare should contact their Medicare provider.

For more information on Railroad Medicare, sign up for email updates at :

www.palmettogba.com/medicare

Select “e-mail updates” under the “Stay Connected” section. You also may receive updates through Railroad Medicare’s Twitter or Facebook page by going to:

www.facebook.com/#!/myrrmedicare

 

An opinion article recently published by the Financial Times and Fox News, written by conservative financial columnist Liz Peek, takes a nasty and incorrect swipe at Railroad Retirement, saying Railroad Retirement should be eliminated and folded into Social Security.

The argument begins with a major falsehood — that Railroad Retirement is costing the American taxpayer.

In fact, Railroad Retirement costs the American taxpayer not a single penny.

Not only are all Railroad Retirement benefits paid from payroll taxes of railroads and their workers, but so is the overhead operation of the Railroad Retirement Board.

Scrapping Railroad Retirement and folding it into Social Security wouldn’t save the federal government or the American taxpayer a single penny. But shutting it down would ravage the retirement security of some 600,000 current railroad retirees and their families, as well as future railroad retirees and their families.

The truth is:

  • The Railroad Retirement Tier I benefit is roughly equivalent to Social Security benefits.

Railroads and their employees each pay the same 6.2 percent payroll tax as employers and employees covered by Social Security. In what is strictly an accounting transfer, Railroad Retirement payroll taxes are transferred by the Railroad Retirement Board to the Social Security Administration, and then Social Security returns the equivalent Social Security benefits due railroad retirees to the Railroad Retirement Board. It is strictly an accounting transfer.

Although Tier I does provide benefits beyond what is paid by Social Security — such as early retirement and occupational disability — those additional Tier I benefits are paid entirely out of the Railroad Retirement Trust Fund — maintained entirely by railroads and their employees through payroll taxes.

  • The Railroad Retirement Tier II benefit, which is equivalent to a defined benefit private pension, is fully funded by additional payroll taxes paid solely by railroads and their employees — 3.9 percent by employees and 12.1 percent by railroads.
  • If the Railroad Retirement Trust Fund faces a shortfall, railroads are on the hook for higher payroll taxes — not the American taxpayer. That’s the law.

Railroad Retirement was created before there was Social Security, and has remained separate from Social Security, but is funded fully by railroads and their employees.

Although Congress sets the payroll tax rates and benefit levels, it does so in collaboration with railroads and rail labor — and not a penny of general tax revenue has been or is used for Railroad Retirement.

The unwarranted, unsubstantiated and unjust attack on Railroad Retirement by right-wing extremists is as phony as claiming that elimination of public-employee collective bargaining rights will solve state financial problems.

The mean-spirited attack on Railroad Retirement is part of a more broad effort to weaken and destroy organized labor.

Throughout America Monday, UTU members joined with brothers and sisters across craft and industrial lines in We Are One rallies reinforcing labor solidarity and raising public awareness of mean-spirited attacks on collective bargaining rights by right-wing extremists.

The word went forth that labor will not stand passive as anti-union zealots elected to state legislatures seek to dismantle public-employee unions through laws revoking collective bargaining rights, curtailing dues check-off and forcing costly annual representation elections.

There is an end-game: Reminding elected officials that organized labor remains a potent political force able to mobilize millions of voters, and to set the stage for recall elections of anti-union lawmakers and voter referendums to nullify the legislative assault on collective bargaining rights.

“The immense activity this week is a direct result of the backlash provoked by overreaching governors and legislators,” said AFL-CIO President Rich Trumka.

Labor leaders nationwide recognize that the assault on public-employee collective bargaining rights is part of a right-wing effort to extend the anti-union assault to private sector unions. Anti-union extremists already have urged an assault on Railroad Retirement Tier II and the Federal Employers Liability Act (FELA).

The UTU Collective Bargaining Defense Fund, established to help support public awareness of anti-union actions by right-wing extremists is just one example of union solidarity, being duplicated by dozens of other labor organizations in the public and private sectors.

Thousands of dollars already have been contributed to the UTU Collective Bargaining Defense Fund for this purpose, and UTU members and retirees are urged to add to the contributions already received from locals, general committees and state legislative boards.

In Ohio, where Gov. John Kasich signed into law a bill curtailing public-employee collective bargaining rights, the effort to nullify that law in a November voter referendum already has begun.

Over the next 90 days, union members and their supporters in Ohio will collect the necessary 231,000 signatures to put the Ohio legislation to a voter referendum in November.

Efforts also have begun in Wisconsin to recall legislators who voted in favor of curtailing public-employee collective bargaining rights in that state.

“If you believe in something strong enough, you fight for it,” said UTU International President Mike Futhey in urging donations to the UTU Collective Bargaining Defense Fund. “Together, in solidarity, we can and will win this fight and emerge stronger than ever.”

Checks to the UTU Collective Bargaining Defense Fund should be sent to:

UTU Collective Bargaining Defense Fund
United Transportation Union
Suite 340
24950 Country Club Blvd.
North Olmsted, OH 44070-5333

 

YORK, Pa. — UTU-represented trainmen, engineers and carmen employed by York Railway have ratified new collective bargaining agreements, with 100 percent of the membership voting in favor of contracts retroactive to Jan. 1, 2010 and extending through Dec. 31, 2014.

The agreements provide for full back pay, wage increases, parity for carmen who qualified as engineers and trainmen, a 401-k investment plan with a carrier match, increases in disability insurance, a life-insurance benefit, a cap on health care insurance premiums, and pay for lost time due to unavailability resulting from mandatory rest days required by the Rail Safety Improvement Act of 2008.

UTU International Vice President Dave Wier, who assisted with negotiations, praised the efforts of York Railway General Chairperson Dave McCarthy for his “excellent job during the negotiations and in maintaining the lines of communication with carrier officers to finally complete the agreements.”

York Railway is a 42-mile Pennsylvania shortline controlled by Genesee & Wyoming. It interchanges with Canadian Pacific, CSX and Norfolk Southern.

MEMPHIS, Tenn. — Coy Marie Bradshaw Futhey, age 89, mother of UTU International President Mike Futhey, died April 3 in a nursing home here.
She was active in the Auxiliary of the UTU and its predecessor, Brotherhood of Railroad Trainmen, and served as president and legislative representative for UTU Auxiliary Lodge 755 in Memphis.
Active politically as a precinct official, she also taught Roberts Rules of Order to high school students, was a PTA president, a softball coach, held numerous offices in her church and was a member of the Order of the Eastern Star.
In addition to son Mike Futhey, Mrs. Futhey had three daughters — Bette Little and Gloria Crawford, both of Memphis, and the late Nancy Bass — as well as 13 grandchildren, 22 great grandchildren and two great-great grandchildren.
Her husband, Malcolm Futhey Sr., who died in 2003, was a member of BRT Lodge 489 at Memphis, later UTU Local 1420. He served as his local’s secretary and treasurer and local chairperson, serving more than 1,000 members. He also served as his local’s insurance representative.
The elder Futhey was elected a local chairperson the same year former UTU International President Fred Hardin was elected a local chairperson on Southern Railway (now part of Norfolk Southern).
The elder Futhey also served as deputy president under UTU predecessor Brotherhood of Railroad Trainmen President Parke Kennedy.
A funeral was held April 6 in Memphis.

Coy Marie Bradshaw Futhey

 

WASHINGTON — Although 16 Republicans refused to be cowed by their conservative leadership, the House of Representatives last week succeeded in another attack on collective bargaining by voting to nullify a National Mediation Board ruling making representation elections for airline and railroad workers more democratic.

All Democrats in the House stood with the NMB and labor, and 16 Republicans crossed over to do the same; but it was not enough given the Republican majority.

The House action, nullifying the NMB ruling in favor of more democratic representation elections, is contained in a Federal Aviation Administration authorizing bill.

The 220-206 vote to nullify the NMB ruling through legislation is not the end. The anti-union provision does not appear in a companion bill previously passed by the Senate, which means a House-Senate conference committee will have an opportunity to remove the anti-union provision from the bill before it goes back to the two chambers for a final vote.

President Obama said he will veto the FAA authorization bill if the anti-labor provision appears in the final bill.

The provision in the bill, inserted at the request of airlines, is to overturn an NMB ruling last year that scrapped the undemocratic means by which airline and railroad representation votes, under the Railway Labor Act, are counted.

Prior to the NMB ruling, those not voting in representation elections were considered to have cast a “no” vote for representation. The NMB changed the rule to provide that a simple majority of those actually voting determine the outcome of representation elections.

Were Congress to succeed in overturning the new NMB representation election rule, the NMB procedure would be counter to all other elections.

Neither elections for Congress, the White House or even the PTA count as “no” votes those not voting. In fact, as documented by the Communications Workers of America, had the Republican-desired provision been in effect for 2010 congressional elections, not a single member of Congress would have been elected.

Rep. Steven LaTourette (R-Ohio) and Rep. Jerry Costello (D-Ill.) introduced an amendment to remove the anti-union provision from the FAA reauthorization bill, and it was that amendment that was defeated by the 220-206 vote. The FAA reauthorization bill then passed the House by a 223-196 vote.

In threatening a veto of the FAA reauthorization bill if the anti-union provision remains, President Obama said the provision “would undermine a fundamental principle of fairness in union representation elections — that outcomes should be determined by a majority of the valid ballots cast.”

Earlier, airlines were turned back by a federal court in an effort to invalidate the NMB ruling, with the court giving deference to the experts at the NMB.

Republican members of the House, who refused to cast an anti-labor vote and joined with House Democrats were:

Mario Diaz-Balart (Fla.)

Jo Ann Emerson (Mo.)

Chris Gibson (N.Y.)

Michael Grimm (N.Y.)

Timothy Johnson (Ill.)

Walter Jones (N.C.)

Peter King (N.Y.)

Steven LaTourette (Ohio)

Frank LoBiondo (N.J.)

Todd Platts (Pa.)

Dave Reichert (Wash.)

David Rivera (Fla.)

Ileana Ros-Lehtinen (Fla.)

Jon Runyan (N.J)

Christopher Smith (N.J.)

Don Young (Alaska)

The Federal Railroad Administration’s permanent ban on use of electronic devices, including cellphones, became effective March 28, 2011.

Please make careful note of the following:

  • In the event of a collision, derailment or fatality, one of the first actions taken by National Transportation Safety Board investigators is pull the phone records of all crew members involved.
  • NTSB investigators ALSO pull the phone records of crew members on other trains in the area of the event, including the last train at that location, or any other person they think may even remotely shed light on the event being investigated.
  • You don’t have to be directly involved to have your phone records examined by NTSB investigators.

The NTSB has authority under the law to demand these records from cellphone providers. These actions are taken because the NTSB considers distractions to be major contributors to collisions, derailments and fatalities, and the use of electronic devices, including cellphones, are considered a distraction.

Moreover, a carrier’s rule relating to the FRA ban on the use of electronic devices, including cellphones, may be more restrictive than the FRA regulations.

It is thus essential you also be aware of your carrier’s rules as they relate to the electronic device and cellphone ban. While the FRA does not permit carrier bans to be less restrictive than the FRA final rule on the ban, the FRA does permit carriers to have a more restrictive rule.

The UTU Transportation Safety Task Force cautions that the safest course of action for our members working in train service is to turn off your cellphone at the beginning of a shift and keep it off.

Many of our members are taking a leadership role in reminding fellow crew members to turn off cellphones and other electronic devices.

We understand many conductors and engineers are starting their shift by showing other crew members that they have turned off their phone.

This is an outstanding way to promote safety through leadership, and we encourage each UTU member to be a leader in this effort.

In solidarity,

UTU Rail Safety Task Force

Greg Hynes, UTU Arizona state legislative director

Steve Evans, UTU Arkansas state legislative director

Jerry Gibson, UTU Michigan state legislative director

Highlights of the permanent ban on electronic devices and cellphones:

  • The ban prohibits the use of an electronic device — whether personal or railroad supplied — if it interferes with that employee’s or another employee’s performance of safety-related duties. This means while the train is moving, a member of the crew is on the ground or riding rolling equipment during switching, or any railroad employee is assisting in the preparation of the train for movement.
  • While railroad-supplied electronic devices may not be used by the engineer while the train is moving, they may be used by the conductor for authorized business purposes in the cab if use does not interfere with performance of safety-related duties, a safety briefing is conducted that includes all crew members, and all crew members agree that it is safe to use the railroad-supplied electronic device.
  • There is no exception for personal or medical emergencies, such as to check on an ill or injured family member.
  • The ban includes use of personal global positioning service (GPS) devices.
  • The use of calculators is permitted for determining formulas such as train stopping calculations or tons per operative brake.
  • Stand-alone cameras (not part of a cellphone or other electronic device) are permitted to document a safety hazard or a violation of a rail safety law, regulation order, or standard. The camera must be turned off immediately after use. Stand-alone cameras may not be used by the engineer for the above purposes when the train is in motion.
  • Crew members may use railroad-supplied multi-functional devices that include a camera for authorized business purposes as specified by the railroad in writing, and only after being approved by the FRA. An engineer is banned from using such a device when the train is in motion. The railroad-supplied device must be turned off immediately after use.
  • Deadheading crews may use personal electronic devices when not in the cab of the controlling locomotive and such use does not compromise the safety of any operating employee or the safety duties of another operating employee. But when in the cab of the controlling locomotive, deadheading employees are prohibited from using any electronic devices; and they must be turned off and the earpiece must be removed.
  • Personal medical devices such as hearing aids and blood sugar monitors may be used, but must be consistent with the railroad’s standards for medical fitness for duty.
  • A passenger train conductor or assistant conductor may use a railroad-supplied electronic or electrical device for an approved business purpose while on duty within the body of a passenger train or railroad business car. Use of the device shall not interfere with the responsibility to call or acknowledge any signal, inspect any passing train, or perform any other safety-sensitive duty assigned under the railroad’s operating rules and special instructions.
  • A passenger-train conductor or assistant conductor located inside the cab may use a GPS application or a railroad-supplied camera if the crew has held a safety briefing and all crewmembers have unanimously agreed that it is safe to use the device.
  • A passenger-train crewmember outside the cab of a locomotive may use a railroad-supplied camera to photograph a safety hazard if it is for an authorized business purpose and does not interfere with safety-related duties.
  • Railroads have the right to implement their own more stringent rules on the use of electronic devices; but railroads may not liberalize any provisions of the FRA permanent ban.
  • The ban does not subject engineers or conductors (when conductor certification is implemented) to revocation of their certification for a violation of the ban.
  • The FRA has authority under the law to subpoena cellphone records from a cellphone provider.

To read the FRA’s final 40-page rule imposing the permanent ban on electronic devices, including cellphones, click on the following link:
http://edocket.access.gpo.gov:80/2010/2010-23916.htm

April 4, 2011