UTU member Patricia Smith, a conductor with the Port Authority Trans-Hudson Railway (PATH), has been elected general chairperson (GO 795, Local 1413, Jersey City, N.J.) — the first female general chairperson in the 103-year-history of PATH.
A subsidiary of the Port Authority of New York and New Jersey, PATH — which began operations in 1908 — today transports more than 72 million commuters annually between the New Jersey cities of Newark, Hoboken and Jersey City and two terminals in New York City, via tunnels under the Hudson River.
Among members of GO 795 are genuine 9/11 heroes — conductors credited with saving hundreds of lives the morning of Sept. 11, 2001, when terrorists caused the destruction of the twin towers of the World Trade Center, which stood above the PATH station.
With the PATH World Trade Center station filling with smoke, PATH conductors held their outbound train’s doors open and ensured every passenger on the platform was aboard before departing the station. It was the last train out before the collapse of the towers.
Smith, who lives and breathes the principles of trade unionism — and especially the UTU — hired on at PATH in September 1989, and previously was secretary of GO 795.
Rather than comment on her elevation to general chairperson in January, Smith asked that the hard work and dedication of PATH GO 795 Vice Chairpersons Sean Smith, Dave McQuillan and Kevin Wendolowski, and Secretary Anita Aguilar be recognized.
“Pat Smith has a great attitude and is committed 24/7 to improving working conditions and job security for her PATH membership and moving the union spirit forward,” said UTU International Vice President Delbert Strunk, who was assigned to assist the general committee.
The UTU also represents tower operators on PATH (GO PAT).
International Vice President Delbert Strunk with General Chairperson Pat Smith
Year: 2011
WASHINGTON — There is a lot of talk, hope and hype about high-speed rail in the United States, but savvy policy analysts, planners and economists expect only a very few of those projects to move forward in the near future.
One such project high on the list of pragmatists is a Florida high-speed rail line linking Tampa and Orlando — and, eventually, Miami.
Florida Congressman John Mica, the Republican who chairs the House Transportation and Infrastructure Committee, will have influence over federal funding for the project. This week, he voiced an opinion that for the line to move forward, private sector financing will also be necessary.
The Florida Times-Union newspaper reports that Mica, while supportive of the project — expected to carry an initial $2.7 billion price tag for the Tampa-Orlando leg — wants the private sector, and not the State of Florida, to commit at least $300 million to the project. Much of the remainder would come from federal funds.
“This project includes a link from Orlando International Airport to Disney,” Mica is quoted by the Florida Times-Union. “That should be a money maker for a private company.”
“I think my views are in line with what [Florida] Gov. Scott thinks,” Mica is quoted by the Florida Times-Unions. Scott has yet to indicate whether he supports the high-speed rail line.
The Times-Union notes that “if Scott decides not to build it, the federal government will take the money and give it to a project in another state. Ohio and Wisconsin refused [federal] money after electing Republican governors, and some of their [federal] money is now going to Florida.”
Decades ago, the chairman of New York Central Railroad complained that while freight could move cross country without being transferred from one boxcar to another, transcontinental passengers often had to change trains in Chicago.
Even today, on Amtrak, passengers must change trains in Chicago.
A similar complaint is heard regarding intermodal passenger transportation — the separation of terminals for train and motor coach transportation. In Washington, D.C., for example, an intercity bus terminal is blocks from Union Station, which hosts Amtrak and commuter rail.
In St. Paul, Minn., the intermodal passenger problem is being solved.
The Ramsey County Regional Railroad Authority has broken ground on a $243 million multi-modal transportation facility in St. Paul, reports progressiverailroading.com.
The city’s 1920s-era Union Depot train station is slated to bring together rail, bus, motor vehicle, bicycle and pedestrian traffic by 2012, reports progressiverailroading.com. Local, state and federal funds are financing the project.
Amtrak intends to dispatch its Empire Builder through the renovated terminal, which will also serve as a transfer point for light-rail, Metro Transit and intercity bus service — and, eventually, be a hub for hoped-for high-speed trains between the Twin Cities and Chicago.
WASHINGTON — Two friends of labor — Democratic Senators Kent Conrad (N.D.) and Joseph Lieberman (Conn.) — say they will retire at the end of the 112th Congress in 2012. Conrad is completing his fifth six-year term; Lieberman completing his fourth six-year term.
These announcements follow the retirement announcement of Republican Sen. Kay Bailey Hutchison of Texas, the senior Republican on the Senate Commerce Committee, who said she will retire in 2012 when her third six-year term ends. The Senate Commerce Committee has oversight of many rail, transit, air and bus issues. She is considered a moderate Republican.
When we talk about Class I railroads (the largest of railroads with annual freight revenue of at least $378.8 million), most of us can name the carriers in a matter of seconds.
They are BNSF, Canadian National, Canadian Pacific, CSX, Kansas City Southern, Norfolk Southern, and Union Pacific — seven, in all.
When some of our older heads signed on, back in the 1960s, the list was quite longer — and occasionally we see a couple of those names, barely visible, painted on old boxcars or even an aged yard locomotive.
In fact, for rails beginning their careers in 1970, there was 58 separate Class I railroads — 51 more than today.
Following is a list of those 58, with an explanation of their fate in parenthesis. How many do you recall?
- Atchison, Topeka & Santa Fe (now part of BNSF)
- Atlantic Coast Line (now part of CSX)
- Baltimore & Ohio (now part of CSX)
- Bangor & Aroostook (downsized and absorbed by a shortline)
- Boston & Maine (now part of Pan Am Railways)
- Bessemer & Lake Erie (now part of Canadian National)
- Chicago, Burlington & Quincy (now part of BNSF)
- Clinchfield (now part of CSX)
- Central RR of New Jersey (merged into Conrail* and New Jersey Transit)
- Chesapeake & Ohio (now part of CSX)
- Chicago & Eastern Illinois (now part of CSX and Union Pacific)
- Chicago & North Western (now part of Union Pacific)
- Chicago Great Western (now part of Union Pacific)
- Chicago, Milwaukee, St. Paul & Pacific (now part of Canadian Pacific)
- Chicago, Rock Island & Pacific (now part of Union Pacific and regional Iowa Interstate)
- Delaware & Hudson (now part of Canadian Pacific)
- Denver & Rio Grande Western (now part of Union Pacific)
- Detroit, Toledo & Ironton (now part of Canadian National)
- Duluth, Missabe & Iron Range (now part of Canadian National)
- Elgin, Joliet & Eastern (now part of Canadian National)
- Erie-Lackawanna (merged into Conrail*)
- Florida East Coast (no longer a Class I railroad)
- Fort Worth & Denver (now part of BNSF)
- Georgia Railroad (now part of CSX)
- Grand Trunk Western (now part of Canadian National)
- Great Northern (now part of BNSF)
- Gulf, Mobile & Ohio (now part of Canadian National)
- Illinois Central (now part of Canadian National)
- Kansas City Southern
- Lehigh Valley (merged into Conrail*)
- Long Island (now wholly a passenger railroad)
- Louisville & Nashville (now part of CSX)
- Maine Central (now part of Pan Am Railways)
- Missouri-Kansas-Texas (now part of Union Pacific)
- Missouri Pacific (now part of Union Pacific)
- Monongahela (merged into Conrail*)
- Monon (now part of CSX)
- New York Central (merged into Penn Central; then Conrail*)
- New York, New Haven & Hartford (merged into Penn Central; then Conrail*)
- New York, Chicago & St. Louis (Nickel Plate) (now part of Norfolk Southern)
- Norfolk & Western (now part of Norfolk Southern)
- Northern Pacific (now part of BNSF)
- Pennsylvania Railroad (merged into Penn Central; then Conrail*)
- Pittsburgh & Lake Erie (now part of CSX)
- Reading Railroad (merged into Conrail*)
- Richmond, Fredericksburg & Potomac (now part of CSX)
- St. Louis San Francisco (Frisco Lines) (now part of BNSF)
- St. Louis Southwestern (Cotton Belt) (now part of Union Pacific)
- Seaboard Air Line (now part of CSX)
- Soo Line (now part of Canadian Pacific)
- Southern Pacific Lines (now part of Union Pacific)
- Southern Railway (now part of Norfolk Southern)
- Texas & Pacific (now part of Union Pacific)
- Toledo, Peoria & Western (now part of BNSF, and also shortline)
- Union Pacific
- Wabash (now part of Norfolk Southern)
- Western Maryland (now part of CSX)
- Western Pacific (now part of Union Pacific)
* Conrail was created by Congress to absorb bankrupt Penn Central. Conrail susequently was returned to the private sector and split apart — its separate portions acquired by CSX and Norfolk Southern.
The following update on Amtrak negotiations is from UTU General Chairperson Roger Lenfest (GO 769), who is the UTU lead negotiator. The UTU International is not participating in the talks. Under the UTU’s guarantee of craft autonomy, the International participates in on-property negotiations only when requested to do so by general chairpersons.
The existing UTU agreement with Amtrak remains in force until amendments are concluded under provisions of the Railway Labor Act.
According to Lenfest:
“Here are some of the reasons why we have not yet reached a settlement.
“So far, none of the crafts who have settled have come close to a net 3 percent increase in pay for their members any year for the next five years. In fact, in the last three years of those agreements, the single-employee contribution to health and welfare could be $230 per month.
“On the other hand, there are several important issues specific to our craft that we are serious about resolving. Certification and the attendant pay for certification is important, as is the issue of the treatment of single-day vacations.
“Furthermore, the meal allowance for conductors who are required by Amtrak to be away from home must be addressed.
“Another important issue to our members is to achieve an adequate amount of time-off for those members who work for long hours.
“In the meantime, there are several economic reports coming in that inflation and increased costs for fuel and groceries are right around the corner.
“It is our goal to reach a reasonable and honorable settlement with Amtrak in the near term; however, we must be vigilant that any settlement is equitable and that we meet our responsibility to place our members in a better economic situation.
“Presently, we are not the only major craft negotiating with Amtrak. The Brotherhood of Locomotive Engineers and Trainmen and the Brotherhood of Maintenance of Way Employes have yet to reach a settlement with Amtrak.
“In fact, the BMWE recently polled its Amtrak-employed members concerning the acceptance of a contract with Amtrak under similar terms and conditions as those accepted by the crafts who have already signed. We understand that more than 2,000 ballots were sent out to BMWE members; and 85.5 percent of the responses voted to continue to bargain for a better settlement.
“I shall provide further updates as negotiations continue.”
(Editors’ note: In May 2010, Amtrak clerks and carmen represented by the Transportation Communications Union ratified new five-year agreements with Amtrak that, according to the TCU, provided for a 15 percent general wage increase over five years.)
WASHINGTON — The National Labor Relations Board (NLRB) says it will sue Arizona, South Carolina, South Dakota and Utah, seeking to invalidate those states’ recently passed constitutional amendments prohibiting workers in the private sector from saying “union, yes” through card-check, reports The New York Times.
Bus industry labor relations are covered by the National Labor Relations Act, which is administered by the NLRB.
Labor-friendly congressional lawmakers have been pushing for card-check under federal law — a process that would automatically certify a union when a majority of workers indicate a preference for a union through authorization cards. Currently, card-check is merely an option under federal law, and requires employer acquiescence.
The constitutional amendments of the four states require secret-ballot elections regardless of whether an employer accepts card-check and regardless if a new federal law imposes the card-check result.
“The four amendments differ in language, but all conflict with federal law by closing off a well-established path to union representation recognized by the Supreme Court and protected by the National Labor Relations Act,” said the NLRB in announcing its intention to sue the states.
“The states have no authority dictating which method employees use in deciding whether to be represented by a union,” Samuel Estreicher, a labor law professor at New York University, told The New York Times.
Following an eighth negotiating session in mid-January with the National Carriers’ Conference Committee (NCCC), UTU International President Mike Futhey said, “We continue to make progress through interest-based bargaining toward developing a common framework recognizing the needs of both sides, and we are prepared to reach a voluntary agreement with the carriers.”
The NCCC represents BNSF, CSX, Kansas City Southern, Norfolk Southern, Union Pacific and many smaller railroads. Some 40,000 UTU members employed by those railroads are covered by the national agreement. The national agreement came open for amendment Jan. 1, 2010, and remains in force until amendments are concluded under provisions of the Railway Labor Act.
Three additional dates for national negotiations have been scheduled between the UTU and the NCCC in February, March and April.
Interest-based bargaining involves joint problem solving whereby both sides seek to understand the needs of the other. It differs from demand-based bargaining, where each side’s list is endless.
“Our negotiating team has been armed with a solid understanding of carrier economics and fact-based arguments justifying our Section 6 notice that was prepared by our general chairpersons,” Futhey said.
In addition to UTU lead negotiator President Futhey, UTU officers on the negotiating team include Assistant President Arty Martin; National Legislative Director James Stem; UTU International Vice Presidents Robert Kerley and Delbert Strunk; and General Chairpersons John Lesniewski (CSX, GO 049), Pate King (NS, GO 680) and Doyle Turner (CSX, GO 347).
Negotiations also continue between the NCCC and two other rail-labor coalitions.
One, which includes the Transportation Communications Union, the American Train Dispatchers Association, the International Association of Machinists, the International Brotherhood of Electrical Workers, and the Transport Workers Union, previously applied for services of the National Mediation Board (NMB), and a mediator was assigned.
A second coalition, which includes the Brotherhood of Locomotive Engineers and Trainmen, the Brotherhood of Maintenance of Way Employes, the Brotherhood of Railroad Signalmen, the Brotherhood of Boilermakers and Blacksmiths, the National Conference of Firemen and Oilers, and the Sheet Metal Workers International Association, requested the mediation services of the NMB on Jan. 11.
That leaves only the UTU in voluntary negotiations with the NCCC.
WASHINGTON — Sen. Kay Bailey Hutchison of Texas, the senior Republican on the Senate Commerce Committee, announced she will retire at the end of 2012, when her third six-year term ends.
The Senate Commerce Committee has oversight of many rail, transit, air and bus issues. She is considered a moderate Republican.
The Senate Commerce Committee, with a Democratic majority, is chaired by Sen. Jay Rockefeller (D-W.Va.).
Rail traffic continued its torrid growth the first week of 2011, with the Association of American Railroads (AAR) reporting freight carloadings were up more than 20 percent versus the same week in 2010, and intermodal (trailers and containers on flat cars) were up almost 9 percent from the first week of 2010.
This comes on the heels of a banner year for freight railroads in 2010. The AAR said the combined increase in total annual carloads and intermodal in 2010 was equivalent to some 20,000 additional trains moving when compared with 2009.