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WASHINGTON — Sen. Chuck Schumer (D-N.Y.) says he wants Amtrak and the Department of Homeland Security to create a “no-ride” list for intercity passenger trains, similar to the Secure Flight monitoring program in place for airlines whereby names of air travelers are cross-checked against the federal government’s terror watch list.

Separately, Virginia Railway Express has instituted a program whereby armed federal officers riding those commuter trains between their jobs in Washington, D.C., and Virginia suburbs act as volunteer train marshals during their commute.

Creation of an Amtrak no-ride list, Schumer said, would keep suspected terrorists off the U.S. rail system. Such a list would not apply to commuter trains.

Schumer called on the U.S. Department of Homeland Security to expand to Amtrak the Secure Flight monitoring program, which cross-checks air travelers with the terror watch list in an attempt to prevent anyone on the “no-fly” list from boarding commercial airliners.

Schumer said also he would push for restoring the $50 million Congress recently cut from rail and port security grants, saying that information obtained from Osama bin Laden’s hide-out — that al-Qaida had considered targeting U.S. passenger trains for terrorist acts — warrants reconsideration of rail security funds that were cut as part of the congressional budget compromise.

Schumer also called for increased funding to allow more rail-commuter and rail-passenger track inspections.

“Circumstances demand we make adjustments by increasing funding to enhance rail safety and monitoring on commuter rail transit and screening who gets on Amtrak passenger trains,” Schumer said May 8.

Following the 9/11 attacks, the September 11 Commission recommended rail-passenger names be checked against terror watch lists prior to boarding. The recommendation was not adopted for intercity passenger trains.

As for Virginia Railway Express (VRE), the Washington Examiner reports that 140 federal armed officers ride those commuter trains daily and serve as a volunteer police force for the commuter railroad, which does not have its own police force.

VRE, reports the Washington Examiner, gives those armed federal officers — employed by the FBI, Secret Service and Department of Homeland Security — zero-price rides in exchange for their remaining alert.

The Washington Examiner quoted a VRE spokesperson as saying the commuter railroad knows which trains those armed officers ride and where they sit, and that their passes contain a special marking allowing conductors to know who they are.

The news media may be atwitter with concerns of an al-Qaida attack on trains, but there is no validation that any specific attack is imminent or has been planned.

What is crucial is that each of us — whether we work for an air, bus, freight train, transit or passenger train operator — remains alert, observant and prepared to report whatever appears out of the ordinary around yards, terminals and rights-of-way.

This is a meaningful reminder to review with fellow workers and supervisors your carrier’s procedures for reporting safety and security concerns.

If you have not heard or read the news, intelligence gathered from the Pakistan compound where Osama bin Laden was killed indicates al-Qaida had considered — but not necessarily planned — a terrorist attack on trains this coming Sept. 11, which will be the 10th anniversary of 9/11.

The New York Times reports it “confirmed” that documents obtained from the bin Laden compound “include a discussion of tampering with tracks to derail a train on a bridge.” But the newspaper added, “There was no evidence of a specific plot.”

Terrorist threats are not limited to al-Qaida, and domestic terrorism also is a possibility.

In October 1995, two locomotives and eight cars of Amtrak’s Sunset Limited derailed near Palo Verde, Ariz., on Southern Pacific (now Union Pacific) tracks, with four cars tumbling 30-feet from a trestle bridge into a dry river bed, killing a sleeping car attendant and injuring 78 passengers.

The FBI said sabotage likely was the cause, finding the rails had been shifted out of position and the track circuit closed to prevent signals from alerting the operating crew.

That act of terrorism was similar to one in 1939 in Carlin, Nev., which killed 24 passengers aboard the City of San Francisco passenger train operating over Southern Pacific track.

Neither the 1995 nor 1939 act of sabotage was solved by law enforcement.

The Department of Homeland Security said May 5, “We have no information of any imminent terrorist threat to the U.S. rail sector. We want to stress that this alleged al-Qaida plotting is based on initial reporting, which is often misleading or inaccurate and subject to change.”

New organizations also report that other materials found at the bin Laden compound indicate a desire to target major mass-transit hubs, similar to attacks that have occurred in India, Spain and the United Kingdom.

Union members living in areas impacted by the recent tornadoes and flooding, and who participate in Union Plus programs, may be eligible for financial assistance.

Union Plus disaster relief grants of $500 are available to help participants in the Union Plus credit card, insurance or mortgage programs who are facing financial hardship due to the recent severe weather. The money does not have to be repaid.

Union Plus mortgage holders may also be eligible to receive payment extensions or other special help.

To qualify for a Union Plus disaster relief grant, the union member must:

  • Have been a victim of the severe weather in counties designated by FEMA as qualifying for individual assistance.
  • Have experienced a significant loss of income or property due to the disaster.
  • Have had a Union Plus credit card, Union Plus insurance policy or Union Plus mortgage for at least 12 months, with the account or policy up to date in payments.
  • Describe his or her circumstances and document the income or property loss.

To apply for a disaster relief grant, union members eligible should call:

  • Union Plus credit card: (877) 761-5028
  • Union Plus mortgage: (800) 472-2005
  • Union Plus insurance: (800) 472-2005
  • Go to www.unionplus.org/disaster

By Assistant President Arty Martin
While we go about our daily lives, political extremists are gaining strength and working non-stop to undermine and eliminate much of what we cherish on the job and look forward to in retirement.
It’s not just Wisconsin and Ohio where right-wing majorities voted to eliminate public-employee collective bargaining rights.
In 20 states, bills have been introduced to restrict or eliminate collective bargaining rights.
In 14 states, right-to-work (for less) bills have been introduced, allowing workers to refuse to pay union-representation dues while unions remain required to represent the workers refusing to pay dues.
Right-to-work (for less) legislation is an dastardly effort to strangle union finances and disrupt the ability of unions to engage in collective bargaining, fight for better safety laws and prosecute work-place grievances.
In existing right-to-work (for less) states, workers earn 3.2 percent less and are less likely to have employer-sponsored health insurance and pension benefits.
In Congress, three conservative senators — Lamar Alexander (R-Tenn.), Lindsey Graham (R-S.C.) and Jim DeMint (R-S.C.) — have introduced national right-to-work (for less) legislation that would similarly amend the National Labor Relations Act and the Railway Labor Act.
In seven states, bills have been introduced to eliminate laws requiring contractors on state-funded projects to pay prevailing wages. A university study of 10 states, where half of all highway and bridge work in the U.S. occurred, revealed higher-wage workers built 74 more miles of roadways and 33 more miles of bridges for a total cost of half-a-billion dollars less than was accomplished by workers earning less than the prevailing wage.
Bills have also been introduced in Congress to close the National Labor Relations Board, which enforces private-sector workers’ rights to organize and bargain collectively; and to reverse a National Mediation Board decision that determines airline and railroad union-representation elections based on those actually voting and not count those not voting as “no” votes.
Political extremists — in every state legislature and in Congress — has chosen organized labor as a target to be attacked, weakened and destroyed.
At risk is all organized labor has achieved for the middle class in America — the 40-hour work week, overtime pay, injured worker compensation, unemployment insurance, workplace health and safety protections, restrictions on discrimination in hiring, time off for family and medical emergencies, and restrictions on child labor.
Eliminating collective bargaining doesn’t solve budget deficits; it demoralizes the workforce.
Cutting wages doesn’t create jobs; it depresses economic activity. For every $1 million in wage reductions, six jobs are lost, according to a study by the AFL-CIO.
Busting unions doesn’t make the economy more competitive; it widens the gap between the rich and poor and undermines the foundation of the middle class, which is the engine of economic growth.
Unions establish wage rates and worker benefits that non-union employers follow to stay competitive.
The time has come for our membership to get mad about this attack on middle-class wages, benefits and workplace safety.
Our jobs, our workplace safety, our benefits and our families’ economic security are at stake.
Contributing to the UTU Collective Bargaining Defense Fund and the UTU PAC is how we coordinate an effective and successful response to the political extremists’ attack on organized labor.
In union there is strength, and when members of all labor unions engage in political solidarity, the result is millions of union members and their families working toward a common goal of electing more labor-friendly lawmakers
As President Futhey says, “We have drawn a line in the sand from which we cannot retreat. We can and will make a difference. We will not go away. We will not forget.”
Please observe what is happening in state legislatures and Congress. The attack is on you and your family. Participate in the UTU Collective Bargaining Defense Fund and the UTU PAC to the greatest extent you are able.
I will always encourage everyone to be passionate about their beliefs. But I also want our members to be more passionate about their jobs, because without our jobs, we would have no means to be passionate about the other things we want in life and for ourselves and for our families.
Be a proud part of labor solidarity to stop the attack on organized labor before we are destroyed and it is too late.

Maintenance-of-way employees on Georgia & Florida Railway — where train and engine workers have been UTU members since 2006 — have voted unanimously in favor of UTU representation.

UTU organizer Mike Lewis, who has secured numerous previous organizing wins, led the organizing drive. Lewis thanked UTU International President Mike Futhey for “his continued strong commitment to organize non-union workers on railroads, transit and bus properties, and regional airlines.

“Since Mike Futhey was elected UTU International president in 2008, we have organized 21 properties — 14 shortlines, three regional airlines, two commuter railroads, and two bus properties,” Lewis said.

The UTU organizing department is headed by Rich Ross. In addition to Lewis, International organizers include Billy Moye, Carlos Wallace, Bonnie Morr, Ed Carney, Larry Grutzius and Calvin Studivant.

Georgia & Florida Railway, an OmniTrax property, is a 264-mile shortline serving southcentral Georgia, including the cities of Albany, Adel, Thomasville and Valdosta, and extending into Foley, Fla. It interchanges with CSX and Norfolk Southern. Its principal commodities include beer, wood pulp, ethanol and agricultural products.

Federal legislation affecting how Medicare reimburses physicians requires Medicare providers to reprocess claims dating back more than a year.

This reprocessing, required by federal law, may result in your receiving a refund for Medicare services you received in 2010, or your being billed for additional amounts under your co-pay obligation. In some cases there will be neither a refund nor a balance due.

Because of volume, the reprocessing of Medicare claims by your Medicare provider may continue through February 2012.

To identify reprocessed claims, scan your Medicare Summary Notice for a “5” appearing as the first digit of claim numbers. If there is a balance due, your Medicare provider will notify you directly; and you will receive, directly from your Medicare provider, any refunds due.

For Railroad Medicare beneficiaries, questions should be directed to the Railroad Medicare Beneficiary Contact Center by calling (800) 833-4455 — or the hearing-impaired line, (877) 566-3572 — between 8:30 a.m. to 7 p.m. Eastern Time.

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

If you think Medicare should have paid for an item or service, or did not pay enough, you have 120 days from the date you receive your Medicare Summary Notice to file an appeal. Instructions on filing an appeal appear on your Medicare Summary Notice.

For Railroad Medicare recipients, the claim should be filed with:

Railroad Medicare — Palmetto GBA
Attn: Redeterminations
P.O. Box 10066
Augusta, GA 30999

More information on Railroad Medicare may be found at

www.PalmettoGBA.com/RR

by clicking on the link, “Additional information is available for Railroad Medicare Beneficiaries.”

Railroad Medicare beneficiaries may also sign up at that website for email updates.

Recent tornados in southern states — from Mississippi to Virginia that killed more than 340 and injured thousands more — plus severe flooding in other parts of the country have likely affected UTU-member families living in those areas.
While identification of the destruction and hardship is still in the early stages of assessment, it is important we remain aware and be prepared to help our brothers and sisters.
UTU members, as always, are deeply concerned will be anxious to assist our brothers and sisters who may need assistance in the ravaged areas.

Train and engine employment on major U.S. railroads climbed by almost 7.5 percent in March 2011 to 62,627, versus March 2010, according to U.S. Surface Transportation Board data.

The 7.47 percent increase in train and engine employment is more than double the increase in any other craft.

The total Class I workforce totaled almost 156,000 in mid-March, up almost 4.5 percent from March 2010.

The increased headcount reflects the rise in carloadings — especially intermodal (trailer and containers atop flatcars) and an economy climbing out of recession.

Brakemen, conductors and engineers on Chicago South Shore & South Bend Railway (CSS), all represented by the UTU, have ratified a new five-year agreement by a four-to-one margin.

The contract, retroactive to Jan. 1, provides for hourly wage increases, a cap on health care contributions, productivity allowances and wage parity for those hired prior to Dec. 15, 2010.

The UTU retains the right, throughout the life of the agreement, to negotiate profit sharing in lieu of general wage increases.

UTU International Vice President John Babler, who assisted in negotiations, praised the skills of General Chairperson Anthony Wojasinski (GO CSS), Local 1526 Chairpersons Brian Krueger and Frank Fraser, and Local 1526 President John Higginbotham.

CSS, an Anacostia & Pacific short line, serves industries in northeast Illinois and northwest Indiana.

Most major North American freight railroads reported strong earnings for the first quarter 2011 versus first quarter 2010.

Following is a wrap-up for the quarterly earnings reported by the railroads to the investment community.

Not included is BNSF, which is privately held and does not report its financial results to the investment community.

Mention is made of each railroad’s 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 higher is profit.

Canadian National

Canadian National reported a 31 percent increase in first quarter 2011 profit versus first quarter 2010. This comes following a 19 percent increase in CN profit for calendar year 2010.

CN’s operating ratio for the first quarter 2011 was 69 percent, slightly better than the 69.3 percent reported for first quarter 2010. The railroad’s fourth-quarter 2010 operating ratio was 63.6.

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 Railway was the only major North American rail system reporting a drop in profit for the first quarter 2011 compared with first quarter 2010. CP cited severe winter weather as the cause of its profit decline.

CP’s calendar-year 2010 profit increased by 39 percent.

The railroad’s first quarter 2011 operating ratio soared to 90.6 compared with 82.3 in the first quarter 2010. CP’s fourth quarter 2010 operating ratio was 77.6.

CP said its 15,143 employee count increased by 613 during the quarter, but gave no indication of whether it would add employees the remainder of 2011.

First quarter 2011 train speeds fell by almost 14 percent and the number of train accidents soared by 57 percent — both attributed to a dramatic increase in the number of avalanches in the Canadian Rockies and winter-long blowing snow throughout CP’s North American rail network.

Canadian Pacific is primarily a Canadian railroad. Its U.S. holdings include Class I Soo Line and regional railroad Delaware & Hudson.

CSX

CSX profit jumped 30 percent during the first quarter 2011 versus the first quarter 2010, the railroad reported April 19. This comes on the heels of a 35 percent improvement in operating profit for calendar year 2010.

The CSX employee headcount rose in March to 30,464 employees, up 3 percent from March 2010, the railroad said.

The CSX operating ratio for the first quarter 2011 was a record low 72.5 for any first quarter. The fourth quarter 2010 CSX operating ratio was 71.1.

CSX operates some 21,000 route miles in 23 states and the District of Columbia.

Kansas City Southern

Kansas City Southern’s first-quarter 2011 profit was almost double that of the first quarter 2010. This followed an 82 percent increase in profit for calendar-year 2010.

The employee headcount remained constant at 6,080. The railroad did not indicate whether it would be increasing its headcount in 2011.

The KCS first quarter operating ratio declined significantly, from 75.2 percent the first quarter 2010 to 73.8 for the first quarter 2011. The railroad’s fourth-quarter 2010 operating ratio was 73.2.

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 26 percent increase in profit for first quarter 2011 versus first quarter 2010. This follows a 45 jump in NS profit for calendar-year 2010.

NS said it would add some 1,100 new workers during 2011, returning employment to the same level as in 2008.

NS operating ratio for first quarter 2011 was 77.1 percent, higher than the 75.2 percent in the first quarter 2010, owing, in part, to severe winter weather. The fourth-quarter 2010 NS operating ratio was 71.9 percent.

NS operates some 20,000 route miles in 22 states and the District of Columbia.

Union Pacific

Union Pacific profit rose 24 percent in first quarter 2011 compared with first quarter 2010, This follows a 47 percent jump in Union Pacific profit for calendar-year 2010.

UP said the railroad would increase its 43,000 employee headcount by about 4,500 in 2011.

The railroad reported a best-ever first quarter operating ratio of 74.7 percent — one of the more difficult for railroads because of winter weather. The fourth quarter 2010 UP operating ratio was 73.2.

Union Pacific operates some 32,000 route miles in 23 states in the western two-thirds of the U.S.