INDIANAPOLIS – Gov. Mitch Daniels has signed into law right-to-work (for less) legislation in Indiana that prohibits union-shop agreements and prohibits union contracts that require those who decline to join a union from paying any fees for representation – essentially encouraging free riders and severely damaging the financial ability of unions to serve members.
Contracts covered by the Railway Labor Act are not affected; but union contracts covering bus and local transit workers are.
Indiana becomes the first manufacturing state in the Midwest to have such a law, which is more common in the South. Twenty-three states have right-to-work (for less) legislation.
The Indiana AFL-CIO said, in a statement, that the Republican majority in Indiana has “set our state upon a path that will lead to lower wages for all working Hoosiers, less safety at work, and less dignity and security in old age or ill health. Sadly, the passage of this bill not only means that workers’ rights and ability to collectively bargain will be significantly weakened, it means that strong arm tactics, misinformation and big money have won at the Indiana Statehouse.”
Anti-union legislation signed into law by Ohio Republican Gov. John Kasich last year was repealed in a voter referendum supported by the UTU Collective Bargaining Defense Fund and union members throughout Ohio. That law sought to restrict collective bargaining rights.
In Wisconsin, there was a successful recall of two senators who supported legislation to curtail collective bargaining rights, and a recall of Gov. Scott Walker, an architect of the legislation, is underway.
It is expected that a voter referendum will be launched in Indiana to repeal the right-to-work (for less) law, and the UTU Collective Bargaining Defense Fund will participate in that effort.
To learn more about the UTU Collective Bargaining Defense Fund, click on the following link:
https://www.smart-union.org/collective-bargaining-defense-fund/
Author: paul
The Union Plus Scholarship online application system was unable to handle the high volume of applicants prior to the Jan. 31 deadline, the Union Plus program reports.
Union Plus is currently working to identify all applicants who experienced problems accessing or submitting their application and will give them an opportunity to complete their application.
Union Plus issued the following release on Feb. 1:
“Please accept our apologies for the problems you may have experienced submitting your online application. Our partner’s online application system had trouble handling the recent high volume of activity, but we’ve worked with them to resolve the issues.
“We have a record of all applicants who logged in or attempted to login to our system during the last three days and we are sending an email out to all of those applicants. The email will note that their application has been re-opened and that they will have 2 more days to login to complete and submit their application.
“The email will go to the email address used to set up scholarship login IDs. Also, on Feb. 1, an email was sent to all applicants who have successfully submitted applications verifying that their completed application was received.
“If you do not receive an email from the scholarship website, please send a request to open your application to info@unionplus.org and make sure to include your login ID.”
The scholarship, sponsored by the AFL-CIO’s Union Plus program, is available to UTU members and their children to assist with the costs of a college education.
In 2011, the children of two UTU members were awarded $500 scholarships through the program.
- Tibbit
UTU-represented members employed by Intermodal Services of America (ISA), which does contract switching for Union Pacific at Joliet, Ill., and Chicago, have ratified their first collective bargaining agreement (CBA).
ISA voluntarily recognized the UTU as its transportation workers’ bargaining representative in 2011.
The five-year contract provides for retroactive pay, a steep jump in hourly wages, a 401(k) plan, a health insurance plan, sick pay, paid vacation, and a discipline program requiring all investigations include the presence of a UTU representative.
Rich Ross, the UTU’s director of organizing, and International Vice President Paul Tibbit negotiated the agreement. “Paul met with ISA workers on all three shifts to learn their concerns, and brought these concerns to the bargaining table to produce an outstanding first agreement with ISA,” Ross said.
WASHINGTON — The UTU and 17 other transportation labor organizations urged Congress Jan. 30 to pass a Federal Aviation Administration reauthorization without making what they called “drastic and unnecessary changes to the Railway Labor Act.”
Historically, any changes to the Railway Labor Act have been jointly agreed to by labor and management – a primary reason the law has been so effective in ensuring uninterrupted commerce and keeping paychecks flowing in the airline and railroad industries.
In fact, when the Railway Labor Act was passed by Congress in 1926, it was the product of joint agreement by labor and management – and that collaboration has continued since.
In this instance, the House Republican leadership is seeking to use FAA reauthorization as a vehicle to overturn a National Mediation Board (NMB) ruling that made union-representation elections in the airline and railroad industry conform to the rules of virtually every other election tally in America.
The House Republican leadership, at the instigation of airline management, is seeking to overturn that National Mediation Board ruling that updated the agency’s union-representation voting rule. Previously, those not casting a ballot in a representation election were considered to have cast a “no” ballot. Nowhere else in American society does such a rule exist.
The NMB changed the rule to provide for a majority vote of those actually voting in a union representation election. That change was affirmed by a federal appeals court after airline carriers challenged it in court. Failing in court, the carriers turned to their friends in the House.
The transportation labor organizations told Congress in their joint statement:
“A rewrite of long-standing labor law deserves proper and due consideration through the normal deliberative process. Acting otherwise directly conflicts with the non-partisan recommendations of the 1994 report of the Dunlop Commission on the Future of Worker-Management negotiations. Unilaterally changing that law without labor’s input and without due deliberation threatens to unravel its carefully balanced goals of labor stability and uninterrupted commerce.
“Rewarding the House Republican leadership’s desire to rewrite decades of long-standing labor law in a flash by inserting an unrelated and controversial labor provision in a much needed aviation safety and security bill, without notice, hearing or debate, sets an extremely dangerous precedent.
“We urge the Senate to delete the provision of the bill that would amend the RLA and pass the clean FAA reauthorization that all concerned recognize this country sorely needs and supports.”
Killer trucks are on the attack, with Congress considering a new highway bill that would permit longer and heavier trucks on the nation’s highways.
Aside from the safety concerns of motorists – and those concerns are significant and well known by automobile drivers who have been terrorized by tractor-trailers even at the current lengths and weights – there is the killer economic impact on railroad jobs.
The railroad industry estimates that were longer and heavier trucks permitted on the highways, almost one-fifth of rail traffic would be diverted – and the impact would be more than 40 percent of lost traffic for shortline railroads.
The argument of those advocating longer and heavier trucks – truck trains of three trailers being pulled by a single driver – is that there would be fewer total trucks, improved highway safety, less fuel used and less damage to pavement.
Each of these allegations is false.
Any motorist who has shared the road with truck drivers pulling two and three trailers – which now are permitted on limited segments of Interstate Highways – knows firsthand the danger to life and limb of truck trains that sway back and forth, blind vision with spray in wet weather, slow traffic when traveling in passing lanes and are difficult to pass when they are in the right lane.
By taking traffic off the rails, the amount of truck traffic actually will increase.
And as for pavement damage, as truck weights kill pavement, increasing pavement damage every mile they travel. The evidence is readily seen in the difference in pavement conditions between the right lane – where trucks mostly travel – and the left lane. Some cash-strapped states have even urged automobile drivers to stay in the left lane to avoid the rough surfaces in right lanes that states can’t afford to repair.
Indeed, tractor trailer combinations already underpay the actual pavement damage they cause, according to multiple studies by federal and state governments and university researchers. Were the weight of combination tractor-trailers permitted to increase nationwide from the current 80,000 pound limit to the almost 100,000-pound limit sought, those trucks would pay barely half of the pavement damage they cause, putting the increased cost burden on automobile owners.
By contrast, railroads pay to build and maintain every mile of their privately owned rail network. Thus, longer and heavier trucks, by taking traffic from the rails, would reduce the railroads’ ability to maintain their track network and likely cost untold thousands of rail jobs from the lost rail traffic.
More trucks would increase highway congestion at a time that Congress has been cutting investment in Amtrak.
There is neither common nor economic sense in Congress permitting longer and heavier trucks – and you can help stop this foolishness by contacting your congressional lawmakers. An initial vote on the proposal to increase truck lengths and weights could occur as early as Feb. 2 in the House.
Railroaders have helped stop the attack of killer trucks numerous times in the past, and it can be done again.
To send a courteous message to your House and Senate representatives to vote “no” against permitting longer and heavier trucks, click here. Select your state, then click on the name of your senators and representative. You then have the information necessary to send an email or fax, or make a telephone call.
UTU-represented engineers and conductors employed by Apache Railroad in Arizona have ratified a new three-year agreement providing for wage increases, certification pay, improvements in disability and life insurance benefits, an increase in the employer match for a 401-k plan, substantial improvements in the healthcare insurance plan, and a reduction in the employee contribution.
UTU International Vice President John Previsich, who assisted in negotiations, praised the efforts of General Chairperson Danny Young (GO 017) for doing “an excellent job of bringing the concerns and wishes of his members to the negotiating table and working to obtain a positive outcome.”
Apache Railroad is a shortline operating in Arizona between Snowflake and Holbrook. Its principal commodities include paper, pulpwood, wood chips, coal and chemicals.
CANADIAN NATIONAL
Canadian National reported a 9 percent increase in profit for calendar-year 2011 versus calendar-year 2010.
The CN calendar-year operating ratio of 63.5 percent was a slight improvement over the 63.6 percent operating ratio for calendar-year 2010. Operating ratio is a railroad’s operating expenses expressed as a percentage of operating revenue, and is considered by economists to be the basic measure of carrier profitability. The lower the operating ratio, the more efficient the railroad.
CN said “solid operational and service performance helped CN deliver exceptional financial results.”
CN is primarily a Canadian railroad. Its U.S. holdings include what were formerly Detroit, Toledo & Ironton; Elgin, Joliet & Eastern; Grand Trunk Western; Illinois Central; and Wisconsin Central.
CANADIAN PACIFIC
Canadian Pacific reported a 12 percent reduction in profit for calendar-year 2011 versus calendar-year 2010.
The CP calendar-year 2011 operating ratio of 81.3 was a steep increase from the 77.6 percent calendar-year 2010 operating ratio. Operating ratio is a railroad’s operating expenses expressed as a percentage of operating revenue, and is considered by economists to be the basic measure of carrier profitability. The lower the operating ratio, the more efficient the railroad.
CP said, “We exited 2011 having made meaningful progress on the three pillars of our multi-year plan: driving growth, expanding network capacity to safely and efficiently support higher volumes and controlling costs.
Canadian Pacific is primarily a Canadian railroad. Its U.S. holdings include Class I Soo Line and regional railroad Delaware & Hudson.
CSX
Despite reductions in agricultural, chemicals, coal and intermodal shipments, CSX reported an 11 percent increase in profit for calendar-year 2011 versus calendar-year 2010.
The CSX calendar-year operating ratio of 70.9 percent was an improvement from the 71.1 percent operating ratio for calendar-year 2010. Operating ratio is a railroad’s operating expenses expressed as a percentage of operating revenue, and is considered by economists to be the basic measure of carrier profitability. The lower the operating ratio, the more efficient the railroad. For the fourth quarter 2011, the CSX operating ratio increased to 71.5 percent from 70.0 percent for the fourth-quarter 2010.
CSX Chairman Michael Ward told investors, “Our performance in 2011 has set a strong foundation for growth.”
CSX operates some 21,000 route miles in 23 states and the District of Columbia.
KANSAS CITY SOUTHERN
Kansas City Southern reported a 26 percent increase in profit for calendar-year 2011 versus calendar-year 2010.
The KCS calendar-year operating ratio was 70.9 percent versus 73.2 percent for calendar-year 2010. Operating ratio is a railroad’s operating expenses expressed as a percentage of operating revenue, and is considered by economists to be the basic measure of carrier profitability. The lower the operating ratio, the more efficient the railroad. For the fourth quarter 2011, the KCS operating ratio was 71.6 percent, an improvement from fourth-quarter 2010.
The railroad said 2011 was “the first time in our railroad’s 125 years we attained over $2 billion revenue and two million carloads.”
KCS operates some 3,500 route miles in 10 states in the Central and South-Central U.S., as well as Kansas City Southern de Mexico, a primary Mexican rail line.
NORFOLK SOUTHERN
Norfolk Southern reported a 28 percent increase in profit for calendar-year 2011 versus calendar-year 2010.
The railroad’s calendar-year 2011 operating ratio of 71.2 percent was a 1 percentage point improvement over calendar-year 2010. Operating ratio is a railroad’s operating expenses expressed as a percentage of operating revenue, and is considered by economists to be the basic measure of carrier profitability. The lower the operating ratio, the more efficient the railroad.
NS said said it “achieved all-time records for revenues, operating income, net income, and earnings per share during 2011, and set fourth-quarter records for revenues, net income, and earnings per share.”
Norfolk Southern operates some 20,000 route miles in 22 states and the District of Columbia.
UNION PACIFIC
Union Pacific reported an 18 percent increase in profit for calendar-year 2011 versus calendar-year 2010, citing improvements in “core pricing.”
UP’s calendar-year 2011 operating ratio of 70.7 percent was but one-tenth of one-percent off its record 70.6 percent operating ratio for 2010. Operating ratio is a railroad’s operating expenses expressed as a percentage of operating revenue, and is considered by economists to be the basic measure of carrier profitability. The lower the operating ratio, the more efficient the railroad. UP’s operating ratio of 68.3 percent was a record fourth-quarter low, and almost two percentage points improved from its 2010 fourth-quarter operating ratio.
UP said it still had 1,030 employees on furlough at year-end – down from 1,500 at year-end 2010 and well below the 4,200 on furlough at the end of 2009.
“We expect continued slow but steady economic growth in 2012,” Union Pacific CEO Jim Young said.
Union Pacific operates some 32,000 route miles in 23 states in the western two-thirds of the U.S.
BNSF, which is privately held, has not yet posted its 2011 financial results. They will be added when available.
UTU engineers, conductors and collectors employed by Chicago South Shore & South Bend, an electric-line passenger operation between Chicago and South Bend, Ind., have ratified a new two-year agreement.
The new contract provides for several favorable rules changes, certification pay for engineers and conductors, increased mentor compensation, a lump sum payment, preservation of a cost-of-living adjustment, and no increase in health-care insurance contribution.
International Representative John Babler, who assisted with the negotiations, praised General Chairperson Tony Wojasinski (GO CSS) and Local 1526 officers Robert Kehoe and Kay Harmon “for their efforts in never wavering in their goal to gain the best possible agreement at a time that public funding for the operation is problematic.”
Also praised was National Mediation Board mediator Walter Darr, “who guided the parties through interest-based bargaining, and whose and patience kept the parties moving towards an equitable settlement,” Babler said.
Anthony Simon, general chairperson on Long Island Rail Road, has been elected to a four-year term as chairperson of District 1 of the UTU’s Association of General Chairpersons.
District 1 is made up of some 190 railroad general chairpersons. Its purpose is to formulate concerted movements relating to wages, rules and working conditions of transportation service employees represented by the UTU.
Simon succeeds BNSF General Chairperson Randy Knutson (GO 245).
Simon, a member of Local 645, Babylon, N.Y., began his railroad career on LIRR in 1990. He was promoted to conductor in 1993.
He became interested in the affairs of his union and was elected Local 645 secretary in 1998, local secretary & treasurer in 2000, and general chairperson in 2007. He was re-elected Long Island Rail Road general chairperson by acclamation in 2011.
In its latest organizing victory, the UTU now represents maintenance-of-way employees on Missouri & North Arkansas Railroad, a RailAmerica property.
Contract negotiations, led by UTU Alternate Vice President Doyle Turner, will begin shortly. Turner heads the UTU’s shortline outreach program.
Rich Ross, the UTU’s director of organizing, and International organizer Mike Lewis were commended by International President Mike Futhey for this 28th UTU organizing win over the past 48 months.
Missouri & North Arkansas Railroad operates some 530 miles of line in Arkansas, Kansas and Missouri, with trackage rights over Union Pacific and connections with BNSF and Kansas City Southern. Primary commodities include coal, grain, frozen foods, minerals, steel, chemicals and asphalt.