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WASHINGTON — The Obama administration suggests scaling back by 10,000 miles a federal mandate that positive train control (PTC) be installed on some 140,000 miles of freight and passenger track no later than Dec. 31, 2015.

The 10,000 miles represents track over which freight railroads say neither passengers nor dangerous hazmat will be transported in 2015.

PTC is a crash-avoidance safety overlay system long supported by the National Transportation Safety Board and rail labor organizations. Installation of PTC was required by the Rail Safety Improvement Act of 2008, with the FRA subsequently setting the 140,000-mile mandate, which was said to encompass all track over which passengers and the most dangerous hazmat cargo travel.

Bloomberg business news writer Angela Greiling Keane reports that the proposed 10,000-mile scale-back of PTC is part of a White House initiative to repeal or modify regulations at 30 federal agencies said to pose a significant compliance costs to American business.

The Association of American Railroads had previously filed a federal lawsuit seeking the 10,000-mile scale back of the PTC mandate; and rail CEOs earlier this year visited the White House to plead for administration support.

Railroads contend that the 140,000-mile FRA mandate for PTC installation is based on outdated hazmat traffic data, and that railroads will not be transporting those hazmat cargos over the 10,000 miles sought to be removed from the mandate. The Association of American Railroads says the removal of those 10,000 miles from the mandate will save the industry some $500 million in installation costs.

There is currently no provision to liberalize the timetable for installation of PTC over the remaining 130,000 miles of track.

WASHINGTON — Two House Republicans with transportation oversight authority — House Transportation & Infrastructure Committee Chairman John Mica (R-Fla.) and Rail Subcommittee Chairman Bill Shuster (R-Pa.) — want to transfer ownership of Amtrak’s Northeast Corridor to the private sector as the first step toward dismantling Amtrak and privatizing rail passenger service in the U.S.

The 457-mile long Northeast Corridor — two to six-tracks wide, fully electrified and with all but a handful of highway-rail grade crossings eliminated — connects Washington, D.C., Baltimore, Philadelphia, New York and Boston. It carries almost one million intercity and commuter passengers daily on more than 2,000 trains — the majority commuter trains.

Amtrak, which was created by Congress to operate money-losing intercity rail passenger service in the U.S., acquired most of the Northeast Corridor following the 1970 bankruptcy of Penn Central and other Northeast railroads that had owned it.

While Amtrak owns 363 miles of the corridor, another 94 miles of the corridor is owned by the states of New York, Connecticut and Massachusetts, which similarly acquired their shares from the estate of bankrupt Penn Central.

Amtrak is responsible for operating intercity passenger trains, and providing maintenance and dispatching for other users, which include commuter agencies and freight railroads. Amtrak receives federal and state subsidies in exchange.

Mica said the transfer of ownership of the Northeast Corridor would permit the federal government to auction off train-operating and real estate development rights to the highest bidder. In 1987, President Reagan unsuccessfully proposed selling the Northeast Corridor to the highest bidder; and the George W. Bush administration had a similar objective.

Congress rejected the proposals, viewing them as attempts to destroy Amtrak and U.S. intercity rail passenger service. Among Republicans, former Senate Majority Leader Trent Lott (R-Miss.) and Sen. Kay Bailey Hutchison (R-Texas) have expressed opposition to any attempts at breaking up Amtrak’s national intercity rail passenger network.

Former Amtrak President David Gunn observed of a privatization proposal in 2002 that the Northeast Corridor will never be able to stand on its own financially. He said most of the overhead catenary providing electrical power between Washington, D.C. and New Haven, Conn., was erected during the 1930s and is in need of replacement. “Do you really think some company is going to come in and replace all those wires for an operation that, at best, might break even financially?” Gunn asked rhetorically.

The British-based and politically conservative Economist magazine reported in 2005 that the privatization of British Rail “has proved a disastrous failure … a catalogue of political cynicism, managerial incompetence and financial opportunism. It has cost taxpayers billions of pounds and brought rail travelers countless hours of delay.”

Sen. Frank Lautenberg (D-N.J.) responded to the Mica proposal that Amtrak makes the Northeast region — one of the most densely populated in the U.S. — “work.” He said Amtrak was created in the first place because the private-sector could not earn a profit operating passenger trains.

Amtrak itself has been seeking private investors to help it finance proposed 220-mph high-speed rail over the Northeast Corridor. Amtrak, however, would retain care, custody and control of the corridor and continue receiving federal and state subsidies to operate passenger trains over it. Amtrak says more than 25 private investors have expressed an interest in participating with it in future high-speed rail projects.

Mica says he prefers full privatization, which is broadly seen as a backdoor attempt to destroy Amtrak and the nation’s national intercity rail passenger network.

Mica asserts his plan will hasten the development of high-speed rail on the Northeast Corridor. Currently, 65 percent of the corridor already has trains operating at between 110-mph and 150 mph, and Amtrak is the only rail passenger operator in the nation operating trains at speeds of at least 100 mph.

Aging Northeast Corridor infrastructure — including century old tunnels and track curvatures running through heavily populated areas — as well as federal safety mandates for passenger cars that are heavier than those used in Europe and Asia, have much to do with Amtrak’s inability to operate trains faster than currently are operated by Amtrak.

It’s almost summer. The sun is higher in the sky. We spend more time outdoors. Thus, we invite skin cancer — the most common form of cancer in America. And dark skin does not mean you are immune.

More skin cancer cases are diagnosed each year than breast, prostate, lung, and colon cancers combined.

Melanoma is the most dangerous form of skin cancer, with one person dying of melanoma every hour.

While melanoma accounts for fewer than 5 percent of all skin cancer cases, it results in more than 75 percent of all cancer deaths. But if detected and treated early, the survival rate is 99 percent.

So, let’s get serious about preventing melanoma — as well as detecting and treating it before it’s too late — with the following information provided by UnitedHealthcare:

Melanoma is caused primarily by exposure to ultra-violet (UV) rays from the sun.

People with fair skin, especially those with red or blond hair, are more at risk. While white males over age 50 represent the majority of people diagnosed with melanoma, darker-skinned people must also be careful. In fact, their risk is often overlooked, leading to a late-stage diagnosis.

To minimize your risk of developing melanoma:

  • Avoid exposure to the sun and protect your skin during the hours of the day when the sun’s rays are the strongest — between 10:00 a.m. and 3 p.m.
  • Avoid significant tanning either from the sun or tanning salons.
  • Protect your skin using sunscreen with a sun protection factor (SPF) of at least 15 or higher (even in winter); and by wearing appropriate clothing such as wide-brimmed hats and long-sleeve shirts.
  • Use special sunscreens for babies and children with even higher SPFs. Studies show that one or more blistering sunburns during childhood may be a significant risk factor in developing melanoma later in life.

How do you spot potential melanoma?

As early detection and treatment are critical to improving the likelihood of surviving melanoma, everyone should examine their skin carefully every six to eight weeks — being especially observant for lesions, moles and skin markings.

Look for any changes in the number, size, shape or color of lesions, moles and skin markings. For men, they are usually located on the torso, head, and neck area; for women, they will often develop on the lower legs and torso.

The best approach to spotting melanoma is to learn the simple ABCD approach as a useful guide when examining your lesions, moles and skin markings:

A = Asymmetry: Melanoma lesions are generally irregular or lopsided in shape (asymmetrical); noncancerous lesions are usually rounded (symmetrical).

B = Border: Melanoma lesions usually have irregular borders that are ragged or notched; noncancerous lesions will generally have smoother, even borders.

C = Color: Melanoma lesions often consist of many shades of black and brown; noncancerous lesions will usually be a single shade of brown.

D = Diameter: Melanoma lesions are usually more than ¼ inch in diameter, which is about the size of a pencil eraser; noncancerous lesions will typically be less than this size in diameter.

Contact your doctor as soon as possible if you notice any unusual or odd-looking lesions, moles or skin markings. Your doctor will do a thorough examination of all of your lesions, moles and skin markings, and help you to assess your risk based on your medical history.

If your doctor suspects any of them could be cancerous, a biopsy may be performed.

Remember that early detection and treatment are key actions to take to minimize the effects of melanoma.

A tentative four-year agreement covering flight attendants employed by Great Lakes Airlines and represented by UTU Local 40 has been negotiated with the carrier. The agreement has been circulated for ratification, with votes to be counted May 17.

The UTU represents some 300 flight attendants and pilots on this regional airline based in Cheyenne, Wyo., and with hubs in Albuquerque, N.M.; Billings, Mont.; Denver; Kansas City; Los Angeles; Milwaukee; and Phoenix.

The agreement provides for wage increases, a signing bonus, a per diem rate, a doubling of the sick-leave accrual rate, improvements to the uniform allowance and relocation expenses, and enhancements in working conditions.

Also negotiated is a significant improvement in the discipline rule, which would require the carrier to hold an investigation, issue a formal decision, respond to an appeal of the UTU, and hold a conference, if requested. An agency shop rule also is included in the tentative new agreement.

UTU International Vice President John Previsich, who assisted with the negotiations, praised the efforts of Local 40 officers “for doing a good job of polling the membership to identify the needs and desires of the workgroup and for attending every session fully prepared and ready to negotiate.

“They did their homework, knew the contract inside and out, and did thorough research on industry-standard pay and rule provisions,” Previsich said. “Their efforts were essential in obtaining such a favorable contract at a time when the country and the airline industry struggles in a very challenging economic and political climate.” Previsich also thanked UTU International Vice President Paul Tibbit for his participation and “wise counsel.”

The UTU continues to negotiate on behalf of Great Lakes pilots, with negotiating sessions scheduled for June and July.

Great Lakes Airlines serves 48 of its destinations through the Essential Air Service program and is the nation’s largest provider of Essential Air Service. Great Lakes Airlines operates 30-passenger Embraer aircraft and 19-passenger Beechcraft airplanes.

MINERAL SPRINGS, N.C. — CSX conductor Phillip E. Crawford Jr., 33, and locomotive engineer James Gregory Hadden, 36, were killed early May 24 in a rear-end collision here involving two CSX freight trains, according to news reports. Mineral Springs is some 30 miles south of Charlotte.

Crawford was a member of UTU Local 970, Abbeville, S.C. He signed on with CSX in October 2005.

Two crew members on the lead train, which was hit from the rear, suffered minor injuries, reported the Charlotte Observer.

The National Transportation Safety Board and the Federal Railroad Administration are investigating the North Carolina train collision, and a member of the UTU Transportation Safety Team is assisting the NTSB.

A CSX spokesperson told the Associated Press that the rear-end collision occurred on northbound tracks and involved one train enroute to Hamlet, N.C., from New Orleans, and another enroute to Charlotte from southern Georgia. Each train was pulled by two locomotives; one pulling nine freight cars, and the other 12, said CSX.

In Ft. Worth, a BNSF switch foreman and UTU Local 564 member, Paul Young, 28, with almost seven years’ service, lost both legs and an arm after being hit by a train in BNSF’s Alliance Terminal of May 23. Young, a resident of Haslet, Texas, reportedly was performing a gravity switch at an ethanol plant at the time of the accident.

Thinking of election to union office in the future? Want to improve your skills representing members? Or maybe you just want to gain a better understanding of labor law, grievance handling, transportation regulation and transportation safety?

UTU regional meetings are crafted to meet those objectives, and there is still time to register for the June regional meeting in San Antonio June 20-22, or in New York City July 4-6.

Click on the following link to learn more about registering:

https://static.smart-union.org/worksite/meetings.htm

Here is a sample of the workshops to be conducted at each regional meeting — all conducted by experts, who include attorneys, federal officials, seasoned arbitrators, UTU officers with considerable experience in the subject matter, and carrier labor officers:

  • Responding to hazmat emergencies and keeping crew members safe.
  • Reducing worker risks in rail yards.
  • Understanding the Railway Labor Act, the National Labor Relations Act, the National Mediation Board and the National Labor Relations Board.
  • Operation of a public law board, including a live arbitration hearing.
  • Grievance handling for rail and bus members, and how to develop investigative strategies and techniques.
  • Best practices in representing members.
  • How to handle unruly airline, bus and rail passengers.
  • Conductor certification and what it means.
  • The basics of positive train control.
  • Preparing for and participating in contract negotiations, and the role of mediators.
  • Lobbying techniques before state legislatures and Congress.
  • Understanding the surge in political attacks on collective bargaining rights, Railroad Retirement, Social Security and Medicare, and how union solidarity can halt the success of those attacks.
  • The role of designated legal counsel in accident investigations and medical treatment.
  • Local secretary-treasurer training, including requirements and duties and using WinStabs software.
  • Yardmaster workshops.
  • The role of the UTU Auxiliary.

Another significant value of attending regional meetings is to share experiences and strategies with members of all crafts and from across the nation — following workshops and during evening social gatherings.

Workshops also offer question and answer sessions.

Each regional meeting concludes with a state-of-the union message by International President Mike Futhey, and International officers will be in attendance at each meeting to respond to questions and concerns of members.

Many members bring spouses and children to regional meetings, where planned activities are provided for their enjoyment while members attend workshops.

Former UTU International President Al Chesser (1972-1979) is now 97 years old, and the fire in his belly in support of organized labor has never dimmed.

The following was written by Chesser in response to creation by President Mike Futhey of the Collective Bargaining Defense Fund, intended to create public awareness of — and opposition to — the attack on collective bargaining rights by political extremists in scores of states and in Congress. Before his election as UTU International president, Chesser was the UTU’s national legislative director.

By Al Chesser

The objective of political extremists — those holding elective office and those seeking elective office — is to destroy labor unions, which are among the most patriotic and democracy-loving organizations in our nation.

When dictators take over a country, one of their first objectives is to destroy labor unions. If this no-compromise, labor-union hating group takes control of the U.S. House of Representatives and U.S. Senate — as they have done in a number of state legislatures — America could cease to be a democracy.

This group of extremists not only is targeting collective bargaining rights; it is intent upon destroying Railroad Retirement, Social Security and Medicare, threatening the financial security of current and future retirees.

If these political extremists are able to destroy organized labor, they will destroy the many achievements of the labor movement, and the principles we have worked and sacrificed so hard for on behalf of working families.

Overtime pay, paid vacations, employer-provided health care, retirement benefits and workplace safety laws and regulations all exist because of labor unions — and all are coming under attack by political extremists.

I am grateful for this opportunity to contribute $500 to the UTU’s Collective Bargaining Defense Fund to help fight this war against organized labor and working families.

I say to every labor union officer and union member: Don’t get caught asleep at the switch. Don’t let these political extremists fast talk you. If they destroy organized labor, our financial security will be a shambles. Our earnings, benefits and workplace safety will no longer be collectively bargained. We will be at the mercy of employers.

To my railroad brothers and sisters, I tell you that this would set us back to the 1800s, when the lives of working men and women were nearly the equivalent of slave labor.

The threat from today’s political extremists is the most dangerous we have faced since before enactment of the Railway Labor Act and the National Labor Relations Act.

Light the fire in your belly and join our fight. We can, will and must beat back this attack from those who want to destroy the union movement in America.

Please contribute to the UTU Collective Bargaining Defense Fund, and participate in the UTU Political Action Committee.

The Railroad Retirement Board will mail to railroad workers in June their annual Certificate of Service Months and Compensation (Form BA-6), showing creditable railroad service and compensation for 2010.

If you do not receive this Form BA-6 by July 1, or if you find the information to be incorrect or incomplete, contact your nearest Railroad Retirement Board field office by calling the RRB’s toll-free hotline at (877) 772-5772.

In checking the 2010 compensation total, be aware that only annual earnings up to $106,800 were creditable for Railroad Retirement purposes in that year. That is the annual maximum on which Railroad Retirement Tier I taxes are paid and for which income is credited for Railroad Retirement benefits calculations.

Form BA-6 also shows the number of months of verified military service creditable as service under the Railroad Retirement Act.

A safety warning has been issued by the Association of American Railroads after a razor blade was found “strategically placed in the eye of the airbrake release rod” on a hopper car set out at an industrial plant in Baton Rouge, La.

Although the razor blade was found and removed without injury, the AAR is concerned that vandals may have sabotaged other freight or passenger cars with the intent of causing severe injury to workers who come in contact with rail equipment.

“This type of vandalism may have been perpetrated on multiple railcars that can arrive at numerous facilities across the country,” the AAR warned.

“Employees should be advised to inspect not only air brake release rods for such traps, but also safety appliances, coupler operating levers, angle cocks and any other surfaces employees may contact,” the AAR said.

Railroads have been asked to report such incidents to AAR so that the entire industry may be alerted to these acts and assist railroad police and federal law enforcement in searching for the criminal or criminals.

Train and engine workers should remain alert to this potential danger and report to carriers if they encounter a similar instance of vandalism intended to cause bodily harm.

SAN ANTONIO — For the scores of Teamster Union members in their fourth week on the picket line here in a strike against Pioneer Flour Mill, times are tougher than usual.
UTU Local 756 (UP, San Antonio) Chairperson John Dunn understands the hardship, and as so often occurs among UTU members, Dunn became a point-of-light, personally stepping up to the plate on behalf of his striking Teamster brothers and sisters with a random act of kindness.
Filling his pickup truck bed with 10 cases of Gatorade he purchased at a local store, Dunn headed out to the picket line one afternoon in May to distribute the beverages to the striking Pioneer workers.
The flour mill has been using managers and temporary workers to operate during the strike, and Union Pacific is utilizing managers to switch cars of corn, wheat and starch across picket lines into the mill, according to the San Antonio Express newspaper.