SEPTA_logo_150pxHARRISBURG, Pa. – The Pennsylvania state House delivered a body blow Nov. 18 to hopes for a major transportation spending proposal in a test vote that raised doubts about whether any roads bill will pass this year.

The House voted 98-103 against a proposal to raise gasoline taxes and a host of motorists’ fees to spend billions on roads, bridges and mass transit systems.

The divided Republican majority produced just 59 votes and was only able to persuade 39 Democrats to join them — many from cities heavily served by mass transit. A reconsideration vote lost by an even wider margin.

Read more at Daily Times News.

Read related story from Nov. 15: SEPTA depending on passage of transportation bill.

 

bus_frontNew tour buses and buses that provide service between cities must be equipped with seat belts starting in late 2016 under a federal rule issued Wednesday, a safety measure sought by accident investigators for nearly a half century.

Beginning in November 2016, all new motorcoaches and some other large buses must be equipped by manufacturers with three-point lap-shoulder belts, the National Highway Traffic Safety Administration said. The rule doesn’t apply to school buses or city transit buses.

Read the complete story at NBC News.

The Federal Railroad Administration and the Pipeline and Hazardous Materials Safety Administration have issued a safety advisory to reinforce to railroads the importance of properly classifying Class 3 materials and ensuring the railroads’ safety and security plans address the vulnerabilities cited in FRA’s Aug. 7 Emergency Order No. 28. That order told the railroads to take steps within 30 days to ensure trains moving hazardous materials do not move while unattended and possibly cause a disaster similar to the July 6, 2013, derailment and explosion of a train carrying crude oil in Lac-Mégantic, Quebec, Canada.

Class 3 materials are flammable and combustible liquids. To move a large bulk quantity (792 gallons – 3,000 liters – or more), railroads must develop and adhere to a transportation safety and security plan that covers personnel security, unauthorized access, and en route security.

The new advisory says FRA and PHMSA are working together on audits to make sure the safety and security plans address the vulnerabilities cited in the emergency order, and also that PMHSA is making unannounced inspections and testing to verify material classification and packing group assignments by offerors of crude oil for transport.

The two DOT agencies also issued a joint safety advisory on Aug. 7.

The Lac-Mégantic explosion and fire killed 42 people, with five more presumed dead, and extensively damaged the town. “While the Transportation Safety Board of Canada is still investigating the cause of the Lac-Mégantic accident, the catastrophic consequences of the accident and the known increase over the last several years in the rail transportation of Class 3 hazardous materials has made clear the need to review existing regulations and industry practices related to such transportation,” the new advisory states. “PHMSA and FRA have worked closely to take a number of actions intended to prevent similar incidents from occurring in the United States and the agencies will continue to do so.”

To read the complete Safety Advisory 2013-07 as published in the Federal Register, click here.

DacanayJr
Henry L. Dacanay Jr.

Henry L. Dacanay Jr., 46, president of SMART Transportation Division Local 1732 at San Jose, Calif., died Nov. 14 following a heart attack.
Dacanay worked for Amtrak as a conductor for 19 years. Besides serving as local president, he held various other positions including local vice president and local chairperson.
In his downtime, he was a supporter of the San Francisco 49ers, the Warriors and Giants. He also had a love for music, movies and electronics.
He is survived by his wife of eight years, Rosie; four children: Kayla, Kiana, Dominic and Andrew; his parents, Henry Sr. and Rosie; two sisters and a brother.
The family will receive friends Nov. 21 from 4-9 p.m. and at a vigil at 7 p.m. at Duggan’s Serra Mortuary, 500 Westlake Ave. in Daly City, Calif. Funeral services will be held Nov. 22 with a mass at 10 a.m. at All Souls Church, 315 Walnut Ave. in South San Francisco. Burial will follow at Holy Cross Cemetery, 1500 Old Mission Rd. in Colma, Calif.
In lieu of flowers, the family has requested that donations be made to Citibank, NA: In Trust For Rosie Dacanay and the family of Henry Dacanay Jr.

Soloviyovs, George.web
Soloviyovs

MASON CITY, Iowa – The National Transportation Safety Board says unsecured railroad cars are the probable cause of the death of a Union Pacific railroad worker in Mason City in 2012.

Georgiy Solovlyov, 36, of Stanhope, a switchman, was found on the tracks in the area of 13th St. and North Quincy Ave. at about 2:30 a.m. July 31, 2012.

Read the complete story at the Mason City Globe Gazette.

Soloviyovs was a member of Local 867 at Des Moines, Iowa. View this link for additional information.

Members of the SMART Transportation Division and all of rail labor have the opportunity to make it federal law to have two qualified persons working on all freight trains operating in the United States a reality.
Now is the time to contact your legislators in the House of Representatives and ask them to co-sponsor and support H.R. 3040.
Introduced in the House Aug. 2 by U.S. Reps. Michael Michaud (D-Maine) and Chellie Pingree (D-Maine), this legislation will require that “no freight train or light engine used in connection with the movement of freight may be operated unless it has a crew consisting of at least 2 individuals, one of whom is certified under regulations promulgated by the Federal Railroad Administration as a locomotive engineer … and the other of whom is certified under regulations promulgated by the Federal Railroad Administration as a conductor pursuant to section 20163.”
“This legislation is not only about the safety of the American public and the safety of railroading operating crews, it is an opportunity to prevent what in my opinion is an unsafe operating practice – having only one crew member aboard a train,” said SMART TD President John Previsich. “This measure will not only protect our communities, it will protect our jobs.”
The legislation reflects heightened concerns over crew size arising from the tragic July 6 derailment of a Montreal, Maine & Atlantic fuel train in Lac Mégantic, Quebec, which killed 47 and destroyed the center of the town. The MM&A train was crewed by a single person.
The Association of American Railroads (AAR) and the American Short Line and Regional Railroad Association (ASLRRA) recently sent memos to Capitol Hill opposing this important piece of legislation, stating in part: “H.R. 3040 mandates freight trains operate with a certified locomotive engineer and a certified conductor without taking into consideration the realities of current industry practices and the overall rail safety record in the United States.”
In surveys conducted by DFM Research on behalf of the SMART Transportation Division, 78 percent of citizens in five congressional districts in Pennsylvania, Iowa, Kansas and Colorado and the state of Kentucky, support a federal law requiring freight trains to operate with a crew of two.
In a recent letter to all members of Congress, the SMART TD’s Legislative Office wrote: “The reality is that 99+ percent of America’s trains already operate with two federally-certified crew members. It was the recent July 6, 2013, accident at Lac-Mégantic, Quebec, where 47 people lost their lives and a town was destroyed, that gave rise to this legislation.
“That accident happened because a crew member, working alone, had his train roll away causing horrific death and devastation.
“There are many tasks that must be performed by the crew of a freight train that one person cannot accomplish alone.
“Under current Federal Railroad Administration regulations and railroad operating rules: a single person crew cannot make a Class I air brake test; one person cannot act as a first responder when a collision at a road crossing occurs; one person cannot inspect his or her train when it breaks in two or derails, including when there is the possible release of hazardous materials; and one person cannot inspect his or her train when cars in that train become defective.
“Another reality is that freight train crews work long hours, day and night, with few set shifts, and are on call 24/7. With as little as 1 hour and 15 minutes’ notice, we are required to report to work for a 12-hour shift, often operating trains laden with hazardous materials. Fatigue in the freight railroad industry is our number one safety problem, and having two crew members is the main way that we help mitigate fatigue. Having two crew members is also the best way to assure compliance with our complex operating rules. Rules such as properly securing your train so it doesn’t roll away and destroy a town.
“H.R. 3040 – the Safe Freight Act – is a bipartisan bill that will ensure that trains are operated safely everywhere in America. We respectfully ask that you support this important bill and consider becoming a co-sponsor.”
To send a message to your House and Senate representatives to co-sponsor and support this legislation, visit www.utu.org and select the “H.R. 3040 Two-person Crew Bill” tile at the bottom right corner of the homepage.
By entering your ZIP code and street address, a webpage prepared by the South Central Federation of Labor (of Wisconsin) will identify your representatives in both the House and Senate. After entering your email address, the website will send a prepared message to your legislators that reads, in part: “I am writing to you today to ask you to support H.R. 3040, the Safe Freight Act, which will improve railway safety by eliminating the risky practice of single-person train crews. It would ensure each train is operated by a crew of at least two people, including a certified engineer and a certified conductor.”
The SCFL webpage link was established by SMART?TD Wisconsin State Legislative Director Craig Peachy.
Contact your legislators today.

Lac_megantic_burning_web

As the House Transportation and Infrastructure Committee prepares a markup on rail reauthorization legislation, the National Association of Railroad Passengers (NARP) is urging Congress to embrace a national vision for intercity passenger trains.

NARP is concerned that committee leaders may be moving toward ‘shrinking rather than strengthening the nation’s already-limited passenger train network,” NARP officials said yesterday in a press release.

NARP makes the case that Americans want more trains, citing Amtrak’s ridership growth. The national intercity passenger railroad carried 31.6 million riders in fiscal-year 2013, setting the tenth ridership record in 11 years. However, U.S. Rep. Bill Shuster (R-Pa.), who chairs the Transportation and Infrastructure Committee, has questioned the continued funding of some Amtrak long-distance routes.

“What happens to the people that are stranded if Congress kills the long distance trains?” said NARP President Ross Capon. “Because make no mistake: if Congress eliminates operating support for these interstate routes that is what will happen. For many of these communities, it’s their only connection to cities in other states.”

NARP drafted several goals and recommendations for Congress to consider in drafting rail reauthorization legislation. Long-term goals include:

  • expanding service to put 80 percent of Americans within 25 miles of a railroad station within 25 years;
  • constructing at least one dedicated 200 mph high-speed line with operations commencing by 2025;
  • initiating a federal program to strengthen intermodal connections; and
  • improving safety.

Policy recommendations call for including a high-performance rail network in the next surface transportation reauthorization bill and creating a high-performance railroad network account in the Transportation Trust Fund (renamed from the Highway Trust Fund).

two-person_crewMembers of the SMART Transportation Division and all of rail labor have the opportunity to make it federal law to have two qualified persons working on all freight trains operating in the United States a reality.

Now is the time to contact your legislators in the House of Representatives and ask them to co-sponsor and support H.R. 3040.

Introduced in the House Aug. 2 by U.S. Reps. Michael Michaud (D-Maine) and Chellie Pingree (D-Maine), this legislation will require that “no freight train or light engine used in connection with the movement of freight may be operated unless it has a crew consisting of at least 2 individuals, one of whom is certified under regulations promulgated by the Federal Railroad Administration as a locomotive engineer … and the other of whom is certified under regulations promulgated by the Federal Railroad Administration as a conductor pursuant to section 20163.”

“This legislation is not only about the safety of the American public and the safety of railroading operating crews, it is an opportunity to prevent what in my opinion is an unsafe operating practice – having only one crew member aboard a train,” said SMART TD President John Previsich. “This measure will not only protect our communities, it will protect our jobs.”

The legislation reflects heightened concerns over crew size arising from the tragic July 6 derailment of a Montreal, Maine & Atlantic fuel train in Lac Mégantic, Quebec, which killed 47 and destroyed the center of the town. The MM&A train was crewed by a single person.

The Association of American Railroads (AAR) and the American Short Line and Regional Railroad Association (ASLRRA) recently sent memos to Capitol Hill opposing this important piece of legislation, stating in part: “H.R. 3040 mandates freight trains operate with a certified locomotive engineer and a certified conductor without taking into consideration the realities of current industry practices and the overall rail safety record in the United States.”

In surveys conducted by DFM Research on behalf of the SMART Transportation Division, 78 percent of citizens in five congressional districts in Pennsylvania, Iowa, Kansas and Colorado and the state of Kentucky, support a federal law requiring freight trains to operate with a crew of two.

In a recent letter to all members of Congress, the SMART TD’s Legislative Office wrote: “The reality is that 99+ percent of America’s trains already operate with two federally-certified crew members. It was the recent July 6, 2013, accident at Lac-Mégantic, Quebec, where 47 people lost their lives and a town was destroyed, that gave rise to this legislation.

“That accident happened because a crew member, working alone, had his train roll away causing horrific death and devastation.

“There are many tasks that must be performed by the crew of a freight train that one person cannot accomplish alone.

“Under current Federal Railroad Administration regulations and railroad operating rules: a single person crew cannot make a Class I air brake test; one person cannot act as a first responder when a collision at a road crossing occurs; one person cannot inspect his or her train when it breaks in two or derails, including when there is the possible release of hazardous materials; and one person cannot inspect his or her train when cars in that train become defective.

“Another reality is that freight train crews work long hours, day and night, with few set shifts, and are on call 24/7. With as little as 1 hour and 15 minutes’ notice, we are required to report to work for a 12-hour shift, often operating trains laden with hazardous materials. Fatigue in the freight railroad industry is our number one safety problem, and having two crew members is the main way that we help mitigate fatigue. Having two crew members is also the best way to assure compliance with our complex operating rules. Rules such as properly securing your train so it doesn’t roll away and destroy a town.

“H.R. 3040 – the Safe Freight Act – is a bipartisan bill that will ensure that trains are operated safely everywhere in America. We respectfully ask that you support this important bill and consider becoming a co-sponsor.”

To send a message to your House and Senate representatives to co-sponsor and support this legislation, visit www.utu.org and select the “H.R. 3040 Two-person Crew Bill” tile at the bottom right corner of the homepage.

By entering your ZIP code and street address, a webpage prepared by the South Central Federation of Labor (of Wisconsin) will identify your representatives in both the House and Senate. After entering your email address, the website will send a prepared message to your legislators that reads, in part: “I am writing to you today to ask you to support H.R. 3040, the Safe Freight Act, which will improve railway safety by eliminating the risky practice of single-person train crews. It would ensure each train is operated by a crew of at least two people, including a certified engineer and a certified conductor.”

The SCFL webpage link was established by SMART?TD Wisconsin State Legislative Director Craig Peachy.

Contact your legislators today.

It’s been sitting around in Pomona for nearly 53 years, but now the beast they call Big Boy is making tracks for Wyoming.

Officially known as Union Pacific steam engine No. 4014, the locomotive has been parked at the RailGiants Train Museum in Pomona since 1962, a displaced piece of the past.

Read the complete story at the Los Angeles Times.

Bruce-2c
First General Vice President & Local 104 Business Manager Bruce Word

One hundred twenty-five years ago, when this organization was founded, the original members came together for the same reason we are here today, justice in the workplace. The difference is that then there was no well-established organization to advocate on their behalf. They established it and collectively found strength in numbers and in solidarity. Over the years, their efforts created the middle class and the benefits that many of us enjoy today.
Times are now tougher for this union and our members than they’ve been since the Great Depression, and it’s time to remind ourselves what got us here and our responsibility as union members to protect and advance our cause. The leadership of the union, then or now, cannot do it without the membership being actively engaged. As much as we would like to think times are different today, fundamentally they have not changed. Collectively, individuals with a common cause, when organized, can still make a difference.
The one thing we should have learned from the history of organized labor’s plight in this country is that we can never take our success for granted. Over the last four decades, while the middle class and the Labor Movement were lethargic and self-indulged, we’ve seen our good-paying, blue collar, middle class jobs disappear to other countries with less regulation and cheaper labor. The manufacturing jobs that are left here in the U.S. have moved to right-to-work states with low union density and anti-worker politics. The service jobs in the U.S. have felt the downward pressure from the unorganized and from the undocumented workers being exploited by being paid far less than the area standard, not to mention the role technology has played by pitting more people against each other for available jobs in a shrinking market.
This could not have happened with the appropriate laws, policies, and tax codes in place at the federal level. Europe has also suffered economically over the last decade, but with the exception of one or two countries, working families there have not seen the same erosion of earning power as we have in the United States. There is a reason for this.
Over the last 30 to 40 years Corporate America has hijacked our political system and then destroyed laws that had been in place for decades to protect the banking/financial industry, consumer and workers’ rights, U.S. treaties, etc. The hijack was accomplished with the help of elected leaders from both political parties—truly a bipartisan disaster that, if left unchecked, will be the demise of this nation. The political system is broken. It is not serving the American worker, and the middle class suffers and feels helpless.
So what’s the answer? If the problem was designed by people, it can be fixed by people. The solution sounds simple, but it’s not; however, it can be accomplished.
Staying actively engaged in local politics, and staying in touch with our endorsed elected leaders, is imperative for labor and the protection of middle-class jobs for sheet metal workers. Local, state, and federal leaders exercise authority over public construction programs that can create millions of construction hours on public projects. They also approve or deny private construction projects based on a variety of issues; one should be whether they provide area standard wages for local workers. Sheet Metal Local 104, District 1, along with other construction unions, has secured tens of millions of hours for our members by participating in local politics. But with thousands of public entities in Northern California alone, it’s a challenge, and organized labor needs both human and financial resources from every member in order to be successful.
Most politicians from both parties build a political career over years, starting out on planning commissions, school boards, city councils, etc., and then moving up to state and  federal offices. By the time they’ve climbed up the political food chain, they’ve acquired a broad base of supporters, and the prediction of how they vote on issues is pretty consistent with the needs of their supporters and their political party’s philosophy. No news flash here. At the top end of the game, they have to raise millions for their campaigns, and that’s where labor gets dwarfed financially by big business. If we did not support and establish a relationship with these politicians early in their careers, most likely we will have little access or influence in the future. We may not like it, but it’s a fact.
Organized labor in California has done a good job in holding the line for the middle class by helping labor-friendly candidates get elected. However, California also has some of the most conservative elected leaders in the country, and—make no mistake— the opposition is raising the ante, hoping we will not be able to sustain support and will have to fold, as they have seen happen over and over again in other states. A lot of the same bad actors that helped orchestrate and implement the demise of organized labor in other states have set their sights on California and are basically telling organized labor, “Game on.”
Labor leaders are sometimes reluctant to tell members the truth about issues or conditions that could have a negative impact on their future wellbeing, for fear the members might blame them for the condition or the fact that they haven’t addressed it and don’t have a plan to fix it.
Local 104’s administration takes pride in full disclosure of the state of the union and the challenges it faces. Our members can see what is happening around them and to their friends. If we don’t tell it like it is, we will never get their support to do what must be done to fight back. Our members and staff are leading the charge to secure hours and protect middle class values by increasing union density.
In Local 104, the leadership recognized our success was limited due to the shortage of human and financial resources necessary to cover all 46 counties. We went to the membership three years ago and explained the situation and the opportunities that were available if the membership stayed informed and involved in their local communities. Members need to know about proposed construction projects and other issues affecting labor in their towns and counties. They must actively participate in the process, to ensure these projects bring good middle-class union jobs to the community. We explained this was going to take additional PAC contributions, staff, consultants, lawyers, researchers, a regional strategy and members in every community ready and available to make this work.
I’m proud to say that the membership overwhelmingly adopted what we call the Campaign for Jobs (“CFJ”). The CFJ calls for the leadership and members alike to take ownership of their future. We took what the leadership had been doing in the past and improved it tenfold. With the support and participation of the membership, we are performing more like a team, which is reflected in the millions of hours we have successfully secured for the members of Local 104 through binding contracts with private developers and public entities.
In May 2012, Local 104 and Local 162 (now Local 104, District 2) merged, and the main reason was that both locals realized the value of our combined resources and regional continuity. Our assumption was correct. With the leadership of Assistant Business Manager Dennis Canevari, along with staff and membership support, Local 104, District 2 has secured several PLAs with total construction costs of approximately $1 billion, creating future work hours for our members.
A few years ago, Local 206 (San Diego) Business Manager Joe Powell recognized the success we were experiencing in Northern California in securing work in the school districts. Brother Powell saw how the CFJ in the Bay Area was approaching school construction, and he partnered with the districts and built long-term beneficial community relationships. Joe was ultimately successful in spearheading the efforts of the San Diego local building trades to secure billions of dollars of work within the school districts and other venues—in a city with a history of not being friendly to organized labor.
It’s hard work and time consuming, but good old fashioned activism still works when we all support and work at it continuously. As long as we have a democracy in this country, our collective voice and our vote is the only equalizer the working class has. It worked in the past, and it will work in the future. The one difference between the Great Depression and the Great Recession is that labor came out of the Great Depression with the New Deal, which improved the conditions for working families for decades. It’s time for labor to make its voice heard once more. Let’s all begin at the local level and work our way up. Remember, the U.S. Senate and House are made up of many small districts throughout the country. We can make changes the same way you eat an elephant: one bite at a time. It’s time labor across the country works up an appetite.

Bruce Word
First General Vice President