The SMART Transportation Division was among the 36 signatories in a letter sent Aug. 4 calling on leaders in Congress to provide $36 billion in emergency aid to public transportation agencies as the economy continues to be staggered by the COVID-19 pandemic.
The letter delivered a stark warning to lawmakers: without at least $32 billion in emergency funding, transit systems in both urban and rural areas face irreversible harm. In the letter, the organizations explained that physical distancing measures, including stay-at-home orders, have taken a serious toll on demand for public transportation services. This, in turn, has placed a major strain on funding sources public transportation agencies traditionally rely on, including farebox revenue and sales tax receipts.
The text of the letter appears below:
Dear Speaker Pelosi, Leader McConnell, Leader McCarthy, and Leader Schumer:
On behalf of the millions of Americans who rely on public transportation every day, the 435,000 frontline workers who operate and maintain those systems, and the public transportation agencies that serve communities across America, we urge you to include at least $32 billion in funding for public transportation in the next COVID-19 emergency response bill.
As you know, physical distancing measures, including stay-at-home orders, have taken a serious toll on overall demand for public transportation services. This has placed a major strain on the revenue sources public transportation agencies count on for continued operations, including farebox revenue and sales taxes. Nonetheless, throughout this crisis, millions of Americans have continued to depend on reliable and safe public transportation to get to and from work and for other essential services.
Without robust public transit systems in our urban and rural communities alike, the national economy will not be able to recover. As recently reported in The New York Times, some public transit systems are in danger of heading into a “transit death spiral” where evaporating revenues lead to cuts in services, which in turn cause riders to find alternative means of transportation if they can, further incapacitating transit systems to the point where they become insolvent and inoperable. Communities and transit agencies of all sizes are hurting, and critical emergency funding must be made available immediately to avoid a worsening crisis.
Millions of essential workers bravely fighting on the front lines of this pandemic have no other means of transportation. Healthcare, grocery, and other workers will be put at risk of losing their jobs and livelihoods. And families who rely on transit for transportation to pick up food, get to work, and meet their health care needs will be left stranded. Likewise, Americans who depend on paratransit service and Medicaid recipients who receive medical transportation for critical care services will lose their only transportation lifeline. Seniors, communities of color, and other groups who disproportionately rely on transit will be particularly hard-hit, further weakening our country at the worst possible time.
Unfortunately, if Congress does not provide the necessary funding for public transportation in the immediate future, the traveling public will suffer. Allowing vital transportation services to lapse in the middle of a global pandemic will guarantee more harm to our communities and place the economic well-being of the American public in jeopardy.
Our communities across the country are depending on you to act swiftly and decisively to save public transit. This will require an immediate investment of at least $32 billion in our transit systems. We urge you to include this funding in the next aid package.
Amalgamated Transit Union Active Transit Alliance (Chicago, IL) American Public Transportation Association American Federation of State, County and Municipal Employees Better Bus Coalition (Cincinnati, OH) Brotherhood of Railroad Signalmen Central Ohio Transit Authority (Columbus, OH) Center for Disability Rights (Rochester, NY / Washington, DC) Central Maryland Transportation Alliance Chicago Transit Authority (Chicago, IL) Circulate San Diego Coalition for Smarter Growth (Washington, DC) International Association of Machinists and Aerospace Workers International Association of Sheet Metal, Air, Rail and Transportation Workers – Transportation Division (SMART-TD) International Brotherhood of Electrical Workers International Brotherhood of Teamsters Investing in Place (Los Angeles, CA) Los Angeles County Metropolitan Transportation Authority (Metro) (Los Angeles, CA) Metropolitan Transit Authority of Harris County (Houston, Texas) Metropolitan Transportation Authority (New York, NY) National Conference of Firemen & Oilers, SEIU Pittsburghers for Public Transit Riders Alliance (New York, NY) San Francisco Transit Riders Southeastern Pennsylvania Transportation Authority (SEPTA) Sound Transit (Seattle, WA) The Street Trust (Portland, OR) Transit Forward Philadelphia Transit Matters (Boston, MA) Transportation for America Transportation Communications Union/IAM Transport Workers Union Tri-State Transportation Campaign (NY, NJ, CT) Transportation Choices Coalition (Seattle, WA) Transportation Trades Department, AFL-CIO Washington Metropolitan Area Transit Authority (Washington, D.C.)
Larry Willis, president of the AFL-CIO Transportation Trades Department, of which the SMART Transportation Division is a member, sent the following letter on July 27 petitioning Transportation Secretary Elaine Chao to issue a regulation requiring passengers to wear masks as the COVID-19 national emergency continues. The letter is reproduced below. The request also has been detailed in an article by The Washington Post.
Dear Secretary Chao:
On behalf of the Transportation Trades Department, AFL-CIO (TTD) and our 33 affiliated unions across the transportation industry, I write today to petition the Department of Transportation (DOT) to expeditiously promulgate regulation to mandate the usage of masks or face coverings for passengers traveling with DOT-regulated commercial transportation providers during the course of the Presidential Declaration of Emergency for COVID-19.
Since the pandemic began, over four million Americans have been infected with COVID-19, and approximately 150,000 have tragically lost their lives. Despite this, thousands of workers in the passenger transportation industry have continued to go to work on planes, buses, ferries, and trains in increasingly dangerous conditions. Regrettably, these employees have not been spared the effects of the disease, and each TTD union involved in passenger transportation has reported infections and deaths among their frontline workers.
While these bus drivers, pilots, flight attendants, train crews, ferry operators, and others are faced with an impossible choice every day between risking their health and losing their livelihood, we acknowledge that the irreplaceable services they provide must continue to keep the U.S. economy running. Unfortunately, efforts to protect these employees from inherently hazardous workplaces and the threat of deadly communicable disease have been limited to a patchwork of state or local mandates, and a deeply inadequate federal response consisting of non-mandatory guidance.
These limited mandates from non-federal jurisdictions are helpful, but are limited in scope and impact. To date, barely half of states have enacted mandatory mask requirements in public, while the country is continuing to set global records on new infections per day.  The COVID-19 pandemic has become a national crisis, and it is time that it receives a strong national response. The federal government is uniquely positioned to address this problem, particularly as it relates to a multimodal transportation system stretching coast to coast, connecting millions of travelling Americans. Not only does DOT have the ability to ensure uniform safety standards across transportation workplaces, it also provides enforcement capabilities that cannot be replicated by public or private transportation providers alone.
As cases continue to soar, it is thus incumbent on DOT to take decisive action to protect frontline transportation workers from the spread of COVID-19 through a regulatory mandate on passenger mask usage. DOT has already acknowledged the utility of such prophylactic measures, including recommending that transportation providers follow CDC guidelines  and additional publications of modal-specific recommendations. Today we request that DOT move beyond guidance and adopt actual mandates to keep transportation workers safe on the job. This regulation should require that passengers wear masks covering the nose and mouth while on board buses, trains, airplanes, and passenger vessels, as well as in boarding areas and associated facilities including airports and stations. The regulation should also make clear that a transportation provider has an obligation to refuse to transport any passenger who is unwilling to comply for reasons unrelated to a disability that would prevent them from doing so.
Established and non-rebuttable scientific evidence makes clear the value in a passenger mask mandate. Many passenger transportation workers work in high-risk enclosed environments, like airplanes, airports, buses, stations, and trains, where the benefits of social distancing or outside airflow are impossible. For these employees, mandated masks are the best available defense against COVID-19 transmission.
A recent study in the New England Journal of Medicine found that speaking just two words, less than a passenger might speak to a flight attendant or Amtrak conductor taking tickets, generates numerous particle droplets between 20 to 500 micrometers, but that the use of a covering blocked nearly all of them. In another study, researchers determined that widespread mask use, even the use of homemade masks, could drastically reduce COVID-19 transmission and prevent future “waves”. 
Topically, a letter to the editor from a pair of Chinese researchers discusses a case study of a COVID-19 positive passenger utilizing bus services. In the case, an individual began to feel symptoms while riding a motorcoach but did not don a face mask. Following this trip, at least five other passengers out of 39 tested positive. The individual then boarded a minibus, this time wearing a mask. Out of 14 passengers on that bus, zero tested positive. While anecdotal, this and a number of further epidemiological case studies point to the efficacy of wearing a mask to reduce transmission from COVID-19 positive individuals.
This research and these findings hardly stand alone—the scientific community writ large has nearly universally come to the determination that extensive use of face masks provides extremely meaningful protection from transmission. The efficacy of mask usage is also borne out by the mitigation successes of several countries with high levels of mask compliance, such as Japan, South Korea, and Thailand. It is therefore unsurprising that this level of mask use is now recommended in numerous CDC guidance documents.
However, non-mandatory guidelines and a patchwork of mandates or additional guidelines from private companies, states, and other jurisdictions have failed to achieve the level of mask usage that is necessary. A recent Gallup poll found that only 44% of Americans reported always using a mask while outside the home, while 30% reported never doing so. Continuing to put transportation employees in harm’s way by failing to promulgate mandates will only ensure additional spread of COVID-19 and the preventable deaths of members represented by TTD unions. For this reason, DOT must immediately proceed with a mandate.
We believe strongly that DOT has the broad authority to take this action to improve workforce health and safety for thousands of workers. Further, examples of regulatory and statutory authorities for a mandate to protect workers from dangerous health conditions exist across modal agencies.
The Federal Aviation Administration (FAA) has clear statutory authority for promoting safe flight of civil aircraft in air commerce, including mandates to protect occupants of aircraft from risks and hazards (49 USC 44701, 44703, 44507). FAA also has existent regulation concerning passengers traveling with communicable diseases, and as recently as 2006 explicitly stated that “in light of the statutory duties described above, the FAA has determined that it is a public health authority.” In totality, these and other items speak to the appropriateness of the actions we request in this petition.
Similarly, FRA’s recent System Safety Program rulemaking sets requirements for passenger rail carriers to create plans to reduce hazards for employees, defined as “as any real or potential condition that can cause injury, illness, or death; damage to or loss of a system, equipment, or property; or damage to the environment”.  The Federal Transit Administration uses a similar definition within the context of its Public Transportation Agency Safety Plans contained at 49 C.F.R. 673. In both circumstances, the established role of DOT in combating illness in the workplace is evident.
While the listed citations and agencies are not meant to be exhaustive, they are clear demonstrations that various justifications for a passenger mask mandate exist across DOT agencies, and that any determination otherwise is based in a deliberate and improperly narrow reading of both statute and regulation.
In recent testimony to a House of Representatives panel, GAO’s Director of Physical Infrastructure Heather Krause also offered the opinion that DOT has a clear leadership role to play in combating COVID-19, when speaking on the subject of the DOT/FAA’s efforts in the development of a national aviation-preparedness plan, stating that:
“We continue to believe that DOT would be in the best position to lead the effort because FAA and DOT have stronger and deeper ties to, as well as oversight responsibility for, the relevant stakeholders that would be most involved in such a broad effort, namely airlines, airports, and other aviation stakeholders”.
We agree strongly with the Government Accountability Office’s statement, and believe that DOT is the appropriate body to implement a passenger mask mandate, stemming from both its existing authorities and its particular knowledge of, and connection to, the affected sectors.
While it is our hope that DOT accepts our petition, we also note that due to the realities of the COVID-19 pandemic, proceeding expeditiously in order to reduce spread and fatalities is of the utmost importance. Unlike in normal circumstances, it is simply not viable to proceed with a standard rulemaking process over the course of months, if not years. Therefore we also call for DOT to exercise its authority under Section 553(b)(3)(B) of the Administrative Procedure Act (APA), suspending notice and comment period and proceeding to an immediately effective Interim Final Rule. As required by the APA, we believe a rapid response to the pandemic meets the statutory threshold of a “good cause” and that going through normal procedures would be “impracticable, unnecessary, or contrary to the public interest.”
To date, TTD and our affiliate unions have filed a number of petitions and requests with DOT and its modal agencies on numerous issues related to the COVID-19 pandemic. We are disappointed that the Department has not taken affirmative actions on these items and continue to believe that these requests are warranted by existing conditions in the transportation industry. We appreciate DOT’s consideration of this petition and hope that the Department will begin to take the necessary steps to protect transportation workers. We look forward to working with the agency to protect the frontline workforce and the traveling public from COVID-19 infection.
Larry I. Willis
President, AFL-CIO Transportation Trades Department
 Attached is a list of TTD’s 33 affiliated unions.
 To include, but not limited to travel provided by an air carrier (as defined in 49 USC 40102), a passenger vessel operator, a commuter authority or intercity passenger railroad, a transit agency, a school bus operator or a motorcoach operator, and at related facilities such as airports and stations.
 TTD acknowledges reasonable exceptions for individuals who are unable to wear a mask due to a disability or documented medical condition.
 For example, FRA Safety Advisory 2020–01; FTA Safety Advisory 20-01
 For example, FTA’s COVID-19 Resource Tool; FAA’s May 2020 Safety Alert for Operators
 Anfrinrud, Phillip, et al, Visualizing Speech-Generated Oral Fluid Droplets with Laser Light Scattering, New England Journal of Medicine, May 21, 2020.
 Stutt, Richard, et al, A modelling framework to assess the likely effectiveness of facemasks in combination with ‘lock-down’ in managing the COVID-19 pandemic, Proceedings of the Royal Society, June 10, 2020.
 Liu X, Zhang S. COVID-19: Face masks and human-to-human transmission, Influenza Other Respir Viruses. April 5, 2020.
 71 FR 8042
U.S. rail unions have united in an effort to overturn the sequestration of Railroad Unemployment Insurance Act (RUIA) benefits that was enacted by a GOP-held Congress during the Obama administration and continues to reduce the unemployment and sickness benefits of railroaders nearly a decade later.
A large bloc of the unions are represented by AFL-CIO’s Transportation Trades Department (TTD), of which the SMART Transportation Division is a member.
A letter to U.S. Sens. Rob Portman and Sherrod Brown of Ohio sent by the union coalition requested that they jointly co-sponsor language consistent with the HEROES Act (H.R. 6800) to eliminate RUIA benefits from sequestration by amending the Balanced Budget and Emergency Deficit Control Act of 1985 to include RUIA among the other various programs that are not subject to sequestration. Portman, a Republican out of Cincinnati, is chairman of the Senate subcommittee that will make a decision on sequestration.
“Unlike the average U.S. worker, railroad employees do not receive unemployment benefits through state-administered unemployment insurance programs. Instead, unemployed railroaders receive these benefits through the RUIA program, which is administered by the United States Railroad Retirement Board (RRB),” TTD President Larry Willis said. “As a result of the Budget Control Act of 2011, RUIA (benefits) are subject to sequestration. No state unemployment insurance benefits in the country are subject to this unfair treatment.”
RUIA unemployment and sickness benefits are sequestered at 5.9%, and have been subject to reduction for nine years. These rates are adjusted when the federal sequestration is recalculated yearly.
Railroaders are urged to call Portman at (202) 224-3353 to tell him to exclude RRB sickness and unemployment benefits from those reductions.
Dear Leader McConnell, Speaker Pelosi, Leader Schumer, and Leader McCarthy:
On behalf of America’s public transportation industry and its frontline employees who operate and maintain public transit and commuter rail systems across the country every day, we urge you to provide $16.0 billion in immediate, desperately needed supplemental funding to keep our transit and commuter rail systems safe and operational in the months to come, and to prioritize that funding in the Coronavirus Aid, Relief, and Economic Security Act.
Across the country, public transportation systems and their employees are going to extraordinary measures and are placing themselves at great personal risk to protect the health and safety of their riders, while continuing to ensure that the public’s access to jobs, food, and other critical services are not brought to a halt. However, the extraordinary direct costs and revenue losses resulting from the impacts of COVID-19 are placing an incredible strain on our ability to continue providing this critical public service to Americans.
As highlighted by the American Public Transportation Association, these emergency funds are absolutely vital to maintain essential services such as paratransit services for individuals with disabilities; public transportation for health care workers, law enforcement, first responder, and other safety personnel; and Medicaid recipients who receive medical transportation for kidney dialysis, cancer treatments, and other critical care. Without these funds, the overwhelming majority of public transit agencies will be required to suspend or drastically curtail services. They simply cannot wait for a fourth or fifth round of emergency funding.
Please know that labor and management stand together during this difficult time. We respectfully urge you to provide not only the emergency financial assistance that this national crisis demands, but to do it now to ensure that one of the most important lifelines for essential services in our communities is not stripped away in this national crisis.
Thank you for your consideration.
Amalgamated Transit Union
American Public Transportation Association
Brotherhood of Railroad Signalmen
International Brotherhood of Teamsters
Transportation Communications Union (TCU-IAM)
Transportation Trades Department, AFL-CIO
Transport Workers Union of America
The AFL-CIO Transportation Trades Department, of which SMART Transportation Division is a member, released the following on March 18, 2020:
The people who build, operate and maintain our nation’s transportation systems are struggling, as are most Americans, with the scope and effects of the COVID-19 pandemic. The spread of the disease does not appear to be slowing down, and it is clear that this is not only a public health crisis, but also an economic one. As the elected leaders of transportation unions we are calling on federal policymakers to take decisive action to address both the immediate and long-term health and economic effects caused by COVID-19. Critically, any solutions must focus on helping front line workers who are bearing the brunt of the outbreak from both a health and economic perspective.
There are three separate, but inextricably related challenges:
Addressing the immediate public health crisis by preventing the spread of the disease and keeping workers safe on the job.
Providing immediate economic relief for those whose livelihood is threatened during this crisis.
Providing long-term economic stability for transportation workers and the systems they support.
Confronting the Public Health Crisis
Although many employers are telling employees to work from home, front line transportation and hospitality workers cannot just log into a computer to do their jobs. Bus drivers, port workers and longshoremen, mariners on board ships, train operators, airline pilots, flight attendants, mechanics, passenger service agents and others must be physically present to perform their duties. It is therefore incumbent on government agencies and employers to ensure that workers are given the guidance, training, resources and equipment to both keep themselves healthy and to prevent further spread of the virus.
This starts with strict and sector-specific guidance from the Centers for Disease Control and Prevention (CDC) for all front line transportation workers. These guidelines must recognize all modes of viral transmission, including the inhalation of infectious aerosols, and stress employer responsibility for providing and maintaining a safe work environment. Further, the Occupational Safety and Health Administration (OSHA) must issue an Emergency Temporary Standard (ETS) to protect working people, including those covered under the Railway Labor Act (RLA), from occupational exposure to infectious diseases, including COVID-19. Workers must also be provided with and allowed to use protective equipment such as N95 respirators and protective gloves while on the job. Finally, COVID-19 tests must be free and available to everyone to ensure prompt diagnosis and treatment. The lack of adequate testing allows public health officials to understate the true scope of the virus and prevents individuals from making informed, intelligent decisions when deciding whether to go to work or remain on the job.
Immediate Economic Assistance
There are several commonsense policies to address the immediate economic concerns of working people that must be central to any immediate economic relief package. The fact that this country does not have mandatory paid sick and family medical leave for all workers is a national embarrassment. The spread of COVID-19 is demonstrating the public health and economic consequences for such callous, shortsighted policies that routinely require working people to choose between giving up pay and reporting to work sick. In this time of crisis, paid sick leave should be mandatory. We call on Congress to step in and designate COVID-19 as a serious health condition for the purposes of the Family and Medical Leave Act.
Congress must also strengthen and expand Unemployment Insurance (UI) and Railroad Unemployment Insurance (RUI) eligibility and benefits, including increasing the maximum benefit and broadening eligibility. For those who are laid off, furloughed, or take voluntary leave due to an economic slowdown, UI and RUI are critical resources. It is also an effective economic stimulus because it gets money directly into the hands of those who need it most and are most likely to spend it. Congress should also take action to eliminate bureaucratic barriers to providing adequate benefits.
Long-Term Economic Stimulus
The transportation sector is already being particularly hard hit by the economic slowdown due to the COVID-19 pandemic. Passenger volume has dropped precipitously for air carriers, Amtrak, commuter rail and public transit, and the volume is not expected to improve for weeks, if not months. Freight operations have also been hit hard as production has dropped across the globe. These are the same transport options that will be critical to getting our economy up and running again once the virus crisis passes. Transportation workers and the industries they support are going to need help from the federal government. The same is true of the United States Postal Service, which currently does not receive taxpayer funds, but will need financial relief and flexibility to further utilize its vast network as Americans increase their demand for e-commerce, vote by mail, and prescription drug delivery during this crisis and into a recovery.
First, if we are serious about mitigating the long-term economic effects this pandemic is going to cause, Congress and the administration must prioritize direct spending on transportation infrastructure and services across all modes. As borrowing rates remain historically low, there is no better time to make major investments in our transportation systems, which will keep Americans working and support the economic well-being of communities across this nation.
We must also consider that the effectiveness of any government response will depend on getting the policy right. Any effort to stimulate the economy and protect critical industries must not be an exercise in corporate welfare that benefits only the wealthiest among us. We saw this done poorly in the aftermath of 9/11. While Congress acted quickly to stabilize the airline industry, thousands of workers who lost their jobs had to wait a year and a half for expanded unemployment insurance benefits. For many, this was too little, too late.
Additionally, aviation workers made steep concessions after 9/11 to help keep the industry afloat. Yet, as the airlines rebounded and eventually reached record profits, the employees’ share of those profits remained stagnant. For many front line work groups it took as long as 20 years to get wages and benefits back to pre-9/11 levels. Others, like food catering workers, are still waiting to get back to 2001 levels.
Therefore, there must be protections built in to any stimulus legislation to ensure that companies that receive public funds cannot use this money to undermine workers’ livelihoods by offshoring or outsourcing jobs, or by handing the money over to shareholders in the form of increased dividends and stock buybacks. Catering contractors and subcontractors of the airlines that seek public assistance from any stimulus package must be required to provide health care coverage to their employees that meets or exceeds the standards set by the Service Contract Act. There must also be provisions to prevent employers from abrogating their collective bargaining commitments, even in a bankruptcy process.
Similar protections should be imposed on public transit agencies, Amtrak and commuter rail providers that receive federal money to compensate for losses in fare box dollars or state tax revenue. Public funds must be prioritized to maintain service, employment levels, wages and benefits. Further, no public funds should be used to prop up the foreign flag cruise ship industry that utilizes foreign labor and flags-of-convenience laws to avoid hiring American crews and adhering to American labor laws and standards, as well as environmental codes.
The policies need to be clear. This will not only keep people employed and participating in the broader economy, it will keep these sectors prepared to meet the surge in demand that will occur once this crisis is over.
Transportation labor is ready and eager to do our part to steer our country through this crisis. Every day, workers are continuing to go to work, perform their duties, and do their best to ensure that our passenger and freight transportation networks continue to operate in a safe and efficient manner. It is these workers who will suffer the most as this pandemic stretches on. Half-measures, jumbled guidance and corporate welfare will not contain this pandemic, and will certainly not provide the economic stimulus that we desperately need. We need policies that put workers first and position our country to flourish once this crisis is over.
Marshall Ainley, President, MEBA
Levi Allen, Secretary-Treasurer, UMWA
Tim Barnes, Asst. to the President/Legislative Rep., UNITEHERE
The AFL-CIO Transportation Trades Department (TTD), in conjunction with SMART Transportation Division and 13 other unions associated with the railroad and aviation industries, filed suit in federal court in the District of Columbia against the National Mediation Board (NMB) regarding their recent rule that changes the decertification process.
SMART TD, TTD, and the other plaintiffs assert that the final rule, which was approved by the NMB over the summer in a 2-1 vote, violates the Railway Labor Act by adopting a new decertification procedure, including an “unjustified” two-year moratorium on employees seeking union representation after a decertification vote. The change is “an arbitrary and capricious departure from long-standing Board practice,” the complaint states.
The complaint also says that the NMB overstepped limitations set by Congress that have for eight decades governed the board’s jurisdiction to resolve representation disputes in the aviation and rail industries.
“This action is in excess of the Board’s limited jurisdiction and is a ‘gross violation’ of the Railway Labor Act and should be enjoined,” the complaint states.
“The NMB’s rule is an attempt by government officials to hand even more power to corporations at the expense of working people,” TTD President Larry Willis said after the NMB vote July 26. “Not only is this rule unnecessary, but it is ill-timed and tone deaf to the needs of aviation and rail workers, who face unprecedented pressure from industry giants.
“A union contract is the most effective tool workers have to make life better for themselves and their families. Yet, the two Republican board members supporting this decision just made it easier to decertify unions in the rail and aviation sectors and bar employees from being able to vote for union representation for two years after decertification.”
The NMB is comprised of Chair Linda A. Puchala, who was appointed by President Barack Obama in 2009, and members Gerald W. Fauth III and Kyle Fortson, who were both appointees of President Donald Trump and confirmed by the Republican-controlled U.S. Senate in November 2017. Puchala was the dissenting vote.
The AFL-CIO’s Transportation Trades Department (TTD) on March 11 announced the railroad industry issues that the coalition of transportation unions, of which SMART Transportation Division is a member, will prioritize in the coming months.
Of the highest importance, the policy statement identified continuing the progression of safety measures, including national legislation.
“More can and must be done to further improve safety, minimize risk on railroads, and ensure frontline workers and the communities they operate in are fully protected,” the TTD said in its policy statement. “By reauthorizing the now-expired Rail Safety Improvement Act of 2008 (RSIA), closing perilous loopholes in existing regulations, and advancing common sense safety regulations that prioritize a vibrant and healthy rail workforce, Congress and the administration have an opportunity and obligation to ensure that the future of rail is safer than ever before.”
The policy statement also identified five key points of focus:
Addressing Fatigue with Common Sense Solutions
Single Crew Member Trains are Unsafe
Protecting Rail Workers from Assault
Ensure Cross Border Safety and Security
Working Together for a Safe and Risk Free Rail Industry
“Rail workers cannot be expected to do more with a reduced workforce, fewer resources, and less sleep while simultaneously improving safety and minimizing risks,” the TTD concluded. “Rail labor will work vigorously with Congress to ensure adequate safety measures are implemented through the reauthorization process and will challenge any attempts that are made at the expense of safety, workers’ rights and their jobs.”
The policy statement was released in conjunction with the TTD’s Executive Committee meeting in New Orleans.
Among other priorities, the coalition of transportation unions, of which SMART Transportation Division is a member, is calling for operators to remain on board automated vehicles to ensure safety, respond in emergencies and provide backup in case of technological failure, and for Congress to establish a fund that would supplement wages, health care costs and training or retraining programs of workers affected by automation.
“Driverless technology is coming at a time when the economy is balanced against working people, wages are stagnating, and workers are finding it harder and harder to get by. Not only do transit workers stand to see their jobs changed dramatically or automated away, but serious concerns about safety remain. So far, elected leaders do not seem to be taking these threats seriously,” said TTD President Larry I. Willis. “We cannot allow safety to be compromised or the good jobs in this sector to be steamrolled just so tech companies and Wall Street investors can have their way.”
The eight key policies are as follows:
Transit agencies must give workers advance notice before deploying automated vehicles (AVs).
The collective bargaining rights of transit workers must be preserved. Additionally, transit agencies must negotiate the use of automated technologies with their unions.
Automated transit vehicles must adhere to strict federal safety standards.
Drivers must remain onboard on automated vehicles, regardless of how far technology develops, to ensure safety, respond in emergencies and provide backup in case of technological failure.
Congress should establish a transportation workforce fund to help cover wages, health care costs, unemployment benefits and training or retraining programs for workers affected by driverless technology. This fund will be paid for through a mileage-based user fee of highly or fully automated transit vehicles.
Transit agencies wishing to use AVs must examine the impact they will have on transit workers and issue a report.
The U.S. Departments of Labor and Transportation should also examine the impacts automation has on transit ridership, capacity and employment. This includes examining the direct and indirect impacts automated ride-sharing or ride-hailing services have on transit services.
Before transportation agencies implement automated technology, they must issue a workforce training plan.
These policies on AVs and driverless technology were laid out at the TTD’s Executive Committee meeting in New Orleans.
SMART Transportation Division President John Previsich supports a rapid resolution to the partial federal government shutdown and fully endorses this message from AFL-CIO TTD President Larry Willis that was sent to U.S. representatives.
January 10, 2019
End this Unnecessary and Harmful Government Shutdown
On behalf of the Transportation Trades Department, AFL-CIO (TTD), I urge you to pass H.R. 267, the FY 2019 Transportation and Housing and Urban Development (THUD) Appropriations bill and end the partial government shutdown by passing the remaining spending bills. Another day cannot pass without federal workers returning to their paid work.
As the country approaches the third week of a government shutdown, roughly 800,000 government employees are either working without pay or furloughed with no end in sight. Those numbers do not include the thousands of federal contractors going without pay and who will not likely be retroactively compensated for their loss of work. This Friday, hundreds of thousands of federal workers will miss their first paycheck of the year. This is no longer a theoretical discussion of the effects of a shutdown. Facing post-holiday bills, many workers will have to decide whether they can put gas in their car, pay the bills, or meet childcare or medical expenses. Already, thousands are beginning to apply for unemployment.
Simultaneously, shuttered agencies like the Department of Transportation (DOT) are unable to fulfill their mandates. Many of DOT’s grant making operations have been closed, forcing local and state transportation officials to halt or slow transit, rail, and even road projects until federal funding is guaranteed. In Oklahoma alone, 45 highway projects worth $137 million will be delayed. If the shutdown continues, New York City’s public transit system is expected to lose $150 million per month. Worse, state transportation agencies across the country may be forced to cut maintenance, reduce service, or furlough state workers within their transportation systems to make up for the lapse in federal funding.
The high safety and security standards that we demand and require of our transportation network are also being undermined during this government shutdown. Nearly all staff at the National Transportation Safety Board (NTSB) have been furloughed – stalling accident investigations and causing modal safety recommendations to languish. At the Federal Aviation Administration (FAA), critical aviation safety inspectors and systems specialists are prevented from doing the important work of keeping our skies safe. Air traffic controllers are working without pay, and their training academies have been shuttered, further exacerbating a staffing crisis that has plagued this workforce for too long. Furthermore, federal Transportation Security Administration (TSA) officers are reporting to work assignments that are often understaffed and are facing the added stress of not being paid, through no fault of their own.
TTD’s 32 affiliate unions represent workers in all modes of transportation. We know that consistent and strong federal investment in our transportation network not only keeps us safe, but also spurs economic growth and job creation for all Americans, expands the middle class, and creates mobility options in communities across the country. But these benefits are jettisoned when we halt funding for critical transportation accounts and bring uncertainty to an industry and sector that is so critical to our country. While H.R. 267 and the other spending bills being considered this week may not offer the funding levels we or others would prefer, it should offer a bipartisan compromise framework to get federal employees back to work.
We implore you to end this partial government shutdown now and allow federal workers to go back to serving the American people. On behalf of transportation labor, I urge you to pass H.R. 267 and reopen the nine federal agencies by passing the remaining spending bills.
Sincerely, Larry I. Willis
Transportation Trades Department, AFL-CIO
SMART Transportation Division President John Previsich and Vice President John England were in attendance Sept. 12 as the AFL-CIO’s Transportation Trades Department (TTD) Executive Committee convened in Washington, D.C., and helped to set the agenda for the 32-union coalition’s future efforts.
Atop the committee’s list of goals is creating and sustaining good jobs that working families want and need by strengthening America’s transportation network and improving workplace safety at a time when stagnating wages, a changing economy, and coordinated, sustained attacks on the rights of working people have fueled a new wave of activism among workers.
SMART Transportation Division President John Previsich and Vice President John England pose for a group picture of the AFL-CIO TTD Executive Committee after its meeting Sept. 12.
“Transportation workers belong to unions and are organizing today because working people know collective bargaining is the best path to good jobs and a fair economy,” said TTD President Larry I. Willis. “The policies we fight for today and every day are focused on improving quality of life for frontline transportation workers and creating an economy that enables those who work hard to lead dignified lives.”
Senate Democratic Leader Chuck Schumer (D-NY) and Rep. John Katko (R-NY), a member of the House Transportation and Infrastructure Committee, were in attendance at the meeting and participated in the discussion among union leaders.
“The dedicated men and women who power our transportation network and enable our economy to thrive deserve to be treated with dignity and respect, and know they are safe at work, receiving fair pay and benefits,” Schumer said. “Fixing our transportation infrastructure, revitalizing the middle class, and enhancing the rights and working conditions of those who work in the transportation trades should be a priority for Congress.”
“Making sure our transportation system is safe, secure, and a creator of good jobs is one of my top priorities,” Katko said. “I look forward to working with TTD unions and all stakeholders to develop comprehensive, commonsense solutions to our most pressing transportation challenges.”
Union leaders committed themselves to shaping FAA legislation that will cement America’s aviation industry as a hub of good, middle-class jobs by prioritizing pro-safety, pro-worker initiatives. Key issues transportation labor leaders will push for include securing minimum rest requirements for flight attendants, prohibiting dangerous flag-of-convenience business models, mitigating assaults against customer service agents, upholding strict pilot training requirements, and barring the operation of single-pilot cargo planes.
Taking aim at changes made by Amtrak that threaten the carrier’s long-distance routes and the good jobs those routes provide, Executive Committee members pledged to fight for a national passenger rail system that serves the entire country. They also called on the Trump administration and lawmakers to halt dangerous efforts by the freight carrier Kansas City Southern to move rail operations, brake inspections and jobs to Mexico.
“Strict freight rail regulations exist for a reason,” Willis said. “By seeking to write their own rules and undermine longtime standards, Kansas City Southern is jeopardizing good jobs and safety. Transportation labor will not stand for it.”
Labor leaders also vowed to work with members of Congress to pass legislation designed to mitigate the epidemic of assault facing America’s transit operators. Bipartisan legislation in the House and Senate requiring transit agencies to work with frontline employees to develop risk-reduction plans and implement proven safeguards is a priority for transportation labor leaders.
TTD’s Executive Committee also pledged to fight for regulations that would ensure the temperatures in commercial aircraft cabins remain at healthy, safe levels.
On May 23, AFL-CIO President Richard Trumka released a statement on how President Trump’s FY2018 budget proposal favors the top one percent and hurts working Americans. Trumka described Trump’s proposal as a “blueprint for how to rig the rules of the economy to favor the wealthy and corporations, while taking away our freedoms and protections at work.” Read his statement here.
California has more museums dedicated to railroads than any other state in our country – and it’s easy to see why. From the transcontinental railroad to the developing high-speed rail system, rail transportation has played a significant role in shaping this state’s history.
The people of California believe passenger rail is key to the state’s future, too. At a public hearing in Modesto last summer, plans to improve and expand passenger rail service received overwhelming support from area residents, Republicans and Democrats alike. And a new poll prepared by Dean Mitchell of DFM Research found those same sentiments are shared by the people of California’s 10th Congressional District.
Those living in the district enjoy six daily Amtrak train routes in the San Joaquin Valley, running from Bakersfield to Sacramento and the Bay Area. More than 8 of 10 polled say they want to see Amtrak service increased or at least remain the same, and more than 80 percent want commuter rail services increased or maintained at current levels.
Modesto-area residents aren’t alone. As Amtrak continues to grow in popularity – ridership hit an all-time high in 2014 with 31 million passengers – an overwhelming majority of Americans support increasing passenger rail service in all parts of the country, both in traditionally blue and red states from the south to the Midwest and Northeast.
Sadly, not everyone is hearing this call.
Some in Congress continue to fight the old anti-Amtrak wars by proposing the elimination of all federal funding to support the service, which would bankrupt the railroad and strand riders in California and across America. While those efforts have failed, the persistence of anti-passenger rail forces has brought headwinds to efforts to advance a robust passenger rail expansion and modernization plan.
Like the vast majority of Americans, most residents of Stanislaus County and the surrounding areas have shown they don’t agree with such proposals. In fact, when told that Amtrak gets over $1 billion per year in federal support, more than 80 percent say they reject attempts to eliminate it and want to continue the current funding level.
In addition to expanded passenger rail service, Californians also say emphatically that they favor policies making rail transportation safer.
Not unlike the views of most Americans, the idea of running 19,000-ton freight trains – many containing hazardous materials – with only one crew member doesn’t sit well with the people of the 10th Congressional District. With up to 50 freight trains running through the region each day, a stunning 95 percent of residents support a state law requiring a minimum of two crew members on all freight trains running through California – such as the one signed into law in September by Gov. Jerry Brown.
More than 90 percent of those surveyed want national legislation mandating the same thing. This issue impacts passenger rail safety as well, because in most parts of the country Amtrak shares the tracks with freight trains.
Californians understand that having a safe, efficient rail system is vital to a strong economy. We need actions that can bring relief to a clogged transportation system that is choking productivity, stunting job creation and undermining efforts to grow our economy. California voters couldn’t be more clear: they like passenger rail service, they want more of it and they expect their elected officials to make it as safe as possible.