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WASHINGTON — At a hearing of the House Rail Subcommittee March 11 into prospects for privatizing portions of Amtrak, rail labor and Amtrak sounded a warning that intercity rail passenger operations in the U.S. cannot succeed or continue without a an adequate, consistent and assured stream of federal financial assistance.

“Private sector involvement is not the silver bullet that ensures success,” an Amtrak official said. “Amtrak is not afraid of competing to operate high-speed and intercity passenger rail services. However, other companies that wish to operate passenger rail service must be subject to all of the laws and regulations that apply to Amtrak, including labor, liability and insurance requirements.”

The Transportation Trades Department (TTD) of the AFL-CIO told the subcommittee: “We are not opposed to private sector participation in passenger rail — in fact, there is plenty of private involvement today. But we are opposed to breaking up Amtrak. Those who believe that privatization is a panacea ignore the fact that under this model, service would only be provided where it is profitable to do so for private investors.

“If other entities other than Amtrak are going to provide passenger rail service, then employee protections and major rail statutes must be applied to ensure a level playing field,” the TTD said. “It is wrong to allow private sector competition but then create an artificial cost advantage over Amtrak and its workers based on an ability to evade federal statutes.”

House Rail Subcommittee Chairman Bill Shuster (R-Pa.) and Transportation & Infrastructure Committee Chairman John Mica (R-Fla.) advocated more private sector involvement in delivery of intercity rail passenger service,

But Federal Railroad Administrator Joseph Szabo said that the 2008 Passenger Rail and Improvement Act of 2008, which was designed to solicit private sector initiatives in the development of high-speed rail, “did not result in many proposals — in part because the roles of the federal government, states and the private sector in developing high-speed rail are still being worked out.

“Realization of the president’s vision for high-speed rail in America will require significant capital investment, but also a long-term commitment from government and private enterprise,” Szabo said.

Szabo said he is aware that the subcommittee has “a particular interest” in increasing completion in the delivery of rail passenger service — and that the 2008 law provides for a pilot program for competition on up to two Amtrak routes. He said the FRA intends to move forward with a rulemaking to permit private sector competition as provided in the law.

“States currently have the ability to choose their own operators for rail service,” Szabo said.

“Additional competition may have the potential to improve efficiency and drive down costs,” Szabo said. “Key considerations include a commitment and dedication to safety, tangible benefits to passengers in terms of fast efficient service, effective accountability for any liability associated with operations, and a level playing field whereby all providers of intercity passenger rail service are railroads covered by the full panoply of railroad laws.”

Said Mica: “Internationally, the private sector successfully operates passenger rail and can turn a profit. There’s no reason we shouldn’t be attracting private sector capital and expertise to operate intercity passenger rail in the United States. In the next surface transportation reauthorization bill, we will ensure that we improve provisions to encourage private sector investment and participation in providing passenger rail service in this country.”

Said Shuster: “I firmly believe that we can make intercity passenger rail more effective and more affordable by partnering with the private sector and by bringing competition to the marketplace.”

The natural disaster that hit Japan will have both a positive and negative impact on U.S. rail jobs, although it is too early to determine more precise impacts or their timing.

The Journal of Commerce, quoting the U.S. Grains Council, reports that many of Japan’s agricultural facilities have been severely damaged, which could result in increased imports by Japan of U.S. grain, much of which might move by rail through U.S. Pacific ports.

The rebuilding effort in the earthquake and tsunami damaged areas could also boost U.S. exports of building and relief supplies, which might move by rail to U.S. Pacific ports.

Additionally, with the loss of significant nuclear-power generating facilities, and the flooding of coal stocks at coal-fired generating plants, Japan could boost its imports of steam coal for power generation; and there should be an increase in iron ore and coking coal imports for steel production during a long-term rebuilding process.

Conversely, four of Japan’s Pacific coast ports were severely damaged, which could — in the near term — limit both Japanese imports and exports, which could adversely impact U.S. railroads and railroad jobs.

LOS ANGELES — Metrolink has entered into a partnership with the University of Southern California’s engineering school to create an advanced rail system safety certification program to, in its words, “pioneer efforts to standardize system safety leadership principles.”

The program initially will be offered to Metrolink supervisors and managers. It is intended to help develop what Metrolink calls “a total safety culture where every employee understands what drives safety performance, and how to lead people in the consistent application of standard principles to achieve world-class safety.”

The University of Southern California’s engineering school has been providing aviation safety education for more than half-a-century, beginning with the U.S. Air Force in 1952.

Metrolink said that where individual railroads have individual safety programs “that focus on rules and procedures, there is no consistent system safety certification program in the railroad industry. Technological advances over the next few years — as in the federal mandate for positive train control — will create even higher levels of human technology interface, which is why it is critical that a standardized system safety curriculum be created.”

The Metrolink effort is being launched with the assistance of Jim Schultz, a former chief safety officer at the Federal Railroad Administration and later a safety officer with CSX. Schultz won high praise from the UTU and other labor organizations while at CSX for his de-emphasis on discipline and emphasis on peer review to determine causes and joint labor-management-employee cures for accidents and injuries.

The certification program will focus on human factors, safety management systems and risk identification.

Metrolink is Southern California’s regional commuter rail service that operates over seven routes through a six-county, 512 route-mile network.

COVINGTON, Va. — The Jackson River, a tributary of the James, meanders east through the hollows of west-central Virginia. Flowing under CSX tracks in Covington, some 200 miles west of Richmond, the Jackson is only about two-feet deep — which partially save the life of UTU Local 623 member Alvin (A.J.) Boguess.
Partially, because Boguess would not today be alive save for the caring, daring and speed of his UTU brother, Dale Smith, who likely was the fastest human on earth the evening of Feb. 8 as he galloped down a steep embankment and dashed into the partially frozen water to aid Boguess.
Boguess, age 24, had tumbled some 55-feet from the bridge into the river, just after dark, in 19 degree temperature with the wind whipping at 20 mph.
With assistance from engineer and BLET member Chad Burdette, Smith pulled the badly injured Boguess to safety on the bank.
The three were working a shoving movement into a Westvaco paper plant when Smith, initiating a job briefing, lost radio contact with Boguess.
“I lost my foreman,” Smith radioed to Burdette, who stopped the train. Smith, followed by Burdette, began walking the tracks back to the trestle, when Smith spotted the yellow safety vest clinging to Boguess in the dark water below.
“Emergency. Emergency. Emergency. Man in river,” yelled Smith, age 48, to CSX dispatchers via his radio as he broke into his gallop down the embankment and through the thick brush.
Barely moving, Boguess managed to keep his head above the water for the several minutes before Smith and, then, Burdette arrived.
Airlifted to a Roanoke hospital, some 60 miles south, Boguess’ body temperature had dropped to a life threatening 96.5 degrees. Smith was taken to a closer hospital by ambulance, treated for slight hypothermia and a knee injury, and is now back at work.
Boguess, an American warrior who had returned in August from a tour in Iraq, had been called back to work just a few weeks earlier. He is now in rehabilitation at Community Hopsital of Roanoke — his wife and mother by his side each day and evening — and is expected to make a full recovery.
“Don’t call me a hero,” Smith pleaded. “A.J. is my brother. He would have done the same for me.”

 

UTU condcutor Dale Smith points to the spot below a CSX bridge where he pulled his UTU brother Alvin “A.J.” Boguess to safety from the Jackson River. At right is Local 623 (engineers) Chairperson Travis Thornton.

Alvin “A.J.” Boguess, his wife Shannon at his side, gives “thumbs up” from his hospital room where he is recovering.

UTU General Chairperson Rich Draskovich (Union Pacific, GO 953) has been recognized by the National Mediation Board (NMB) for “a special achievement” in helping reduce the agency’s backlog of rail-labor grievances.
In presenting the award, NMB Chairman Harry Hoglander said Draskovich, on behalf of the UTU, and in concert with Union Pacific and CSX, provided “essential support, leadership, dedication and expertise” in helping the NMB launch a program to attract a diversified pool of 91 new rail arbitrators.
Draskovich served as a classroom instructor at a CSX facility and on three multi-facility tours of Union Pacific across Nebraska, explaining rail operations and craft assignments and skills to more than 255 potential new arbitrators who responded to a recruitment drive by the NMB.
The addition of qualified rail arbitrators is intended to speed further the determination of grievances that reach public law boards and special boards of adjustment created under provisions of the Railway Labor Act.
NMB arbitrators have been “overloaded with cases in recent years, and justice delayed is justice denied,” Hoglander said.
To assure new arbitrators understand the rail industry and rail culture, Draskovich helped to develop and initiate the training program.
Included in the training was the presentation of 33 examples of discipline and rules violations that typically might be heard by a railroad arbitrator.
In recent years, the NMB has reduced the backlog of grievances from more than 5,500 to around 300, with some 2,700 new cases being filed annually.
 

Rich Draskovich, right, with NMB Chairman Harry Hoglander

By Assistant President Arty Martin

The attack on public-employee collective bargaining rights by right-wing extremists is intended to destroy labor unions.

Union busting is something expected in the private sector; that’s why we have laws to level the playing field, with most differences settled at the bargaining table or in neutral arbitration — not through management dictatorship, as in Wisconsin and other states.

Should right-wing extremists succeed in destroying public-sector unions, the assault will spread to the federal government workforce and then the private-sector.

In my 45 years as a proud union member and officer, I have never witnessed such blatant attacks on working families.

The source of the attacks is corporations, financial institutions and wealthy investors bankrolling right-wing extremist lawmakers. A Supreme Court decision virtually removing caps on corporate political donations certainly helped the effort.

Many right-wing candidates use emotional issues such as gun control, school prayer and abortion to stir the emotions of union members, recruiting many to inadvertently participate in destroying the right of collective bargaining and, eventually, the economic security unions provide working families.

If labor-union survival and the economic survival of working families is going to be preserved, we in organized labor must respond to the attacks on our collective bargaining rights.

We must maintain our right to join a union, our right unify and our right to make political donations (if we so choose) through payroll deduction to those politicians supporting workplace democracy.

We cannot match the level of donations of the huge corporations and others financially backing the attacks on labor, but we have something our enemies don’t have — millions and millions of members who can vote for labor-friendly candidates.

The UTU Political Action Committee (UTU PAC) helps identify labor friendly candidates, helps finance their election campaigns, and helps to get out the vote for labor-friendly candidates on Election Day.

Please consider joining this voluntary effort and contribute to the UTU PAC. If you already are a member, please consider increasing your contribution. Our job security and the economic security of our families hang in the balance.

Let’s not forget that the attacks on labor we are witnessing today have not been seen in generations, and what is happening in Indiana, Ohio, Wisconsin and elsewhere today are only the beginning if we don’t stand in solidarity to protect the rights labor fought so long, so hard and at such a great cost to achieve.

As expected, the Republican-controlled Wisconsin House of Representatives March 10 approved state senate passed legislation revoking collective bargaining rights for public employees.

The bill now goes to Republican Gov. Scott Walker who promises to sign it into law.

Noting the size and geographic scope of public protests against the legislative assault on collective bargaining rights, AFL-CIO President Richard Trumka has named Walker “Mobilizer of the Year” for the labor movement.

Trumka predicts the Wisconsin assault on collective bargaining rights will create a national backlash against extremist conservatives.

“Now they’re seeing what backlash really looks like,” Trumka said. “It’s like the old song goes, ‘’You ain’t seen nothing yet.'”

Recall efforts are expected against state lawmakers in Wisconsin and elsewhere who have backed legislation revoking collective bargaining rights for state employees.

In addition to revoking public-employee collective bargaining rights, the Wisconsin legislation cancels state collection of union dues from paychecks, and requires unions to hold annual representation elections.

Retired National Mediation Board arbitrator Roy J. Carvatta, known to many UTU general chairpersons, has died in Chicago at age 87.

Carvatta served for many years as the NMB’s director of arbitration services, retiring in 1996.

In an advisory posted by the NMB, it was said, “He seemed to know by name every person he passed on the streets of Chicago, especially the restaurant owners.”

The Republican controlled Wisconsin state senate, with all Democrats still absent, passed a bill late Wednesday, March 9, stripping from public employees almost all collective bargaining rights.

The vote was 18-1, with a lone Republican, Sen. Dale Schultz, voting “no.”

A vote in the Republican-controlled Wisconsin House is expected Thursday.

“In 30 minutes, 18 state senators undid 50 years of civil rights in Wisconsin,” said Democratic Senate Majority Leader Mark Miller. “Tonight, 18 senate Republicans conspired to take government away from the people. Tomorrow we will join the people of Wisconsin in taking back their government.” It was a half-century ago that the Wisconsin legislature gave public employees a right of collective bargaining.

Wisconsin’s union-busting bill had been stalled after senate Democrats fled the state three weeks ago to prevent a necessary quorum for the Republican majority to pass the legislation. But Republicans stripped from the legislation all spending provisions, which allowed the bill, under the state senate’s parliamentary procedures, to be voted on without a quorum.

The Associated Press reports that prior to the vote, Republicans had been considering concessions earlier offered by Gov. Scott Walker. But when, according to the Associated Press, union leaders and senate Democrats said the concessions weren’t enough, the Republican majority changed tactics, stripping the spending provisions from the bill and voting it out.

There was more bad news for union members and collective bargaining rights.

In Michigan, March 9, the senate passed legislation giving cities and school districts authority to terminate union contracts and end collective bargaining rights for public employees. A similar bill was previously passed by the Republican-controlled Michigan House of Representatives. Once the slight differences in the bills are resolved, Republican Gov. Rick Snyder is expected to sign the bill into law.

In Ohio, where the state senate already voted to strip collective bargaining rights from public employees, the Republican-controlled House is preparing to consider the bill.

In Indiana, a three-week standoff continues after 40 House Democrats fled the state to prevent a quorum and stall legislation revoking public-employee collective bargaining rights. A labor-rally, expected to draw some 20,000, is scheduled for the state capital Thursday.

And in Idaho, the House and Senate have passed legislation stripping collective bargaining rights for teachers. The governor is expected to sign it into law.

WASHINGTON — Amtrak reported March 9 that it has marked 16 consecutive months of ridership growth, and that February was the best on record, with 2.1 million passengers.

“The ridership increase shows the continued popularity of rail travel and the need for continued investment in passenger rail service,” said Amtrak CEO Joseph Boardman. “We anticipate demand for rail travel will increase with the rise of gasoline prices, and Amtrak is prepared to be there for passengers who want to leave the car behind.”

Amtrak’s strong performance, said Boardman, is part of a long-term trend that has seen Amtrak set annual ridership records in seven of the past eight fiscal years, including more than 28.7 million passengers in 2010.

There was a 7.6 percent increase in riders in February 2011 vs. February 2010, or more than 147,000 passengers. The 16 straight months of ridership growth spans from November 2009 to February 2011, and averages a 6 percent growth rate over this period, Amtrak said.