LOS ANGELES, Calif. (May 7, 2024) — The Los Angeles County Metropolitan Transportation Authority (LACMTA) announced today that it will be installing protective barriers in all of its buses by the end of the year.
The step taken by LACMTA will make it the first urban bus system with this safety measure fully installed. Consistent with the Federal Transit Administration’s mandated safety plans, the barriers are designed to protect bus operators from potential assault and will be installed two years ahead of a previous schedule.
Jeremy Ferguson, the president of the SMART Transportation Division labor union (SMART-TD), which represents more than 6,000 LACMTA workers, issued the following statement today:
“Thanks to the L.A. County Metro board and CEO Stephanie Wiggins for their commitment to this groundbreaking safety feat and their willingness to collaborate with SMART. Led by Los Angeles Sheet Metal, Air, Rail, Transportation Division Chairperson, John Ellis and his officers, this accelerated initiative for bus barriers on the entire fleet was strongly advocated for by the union. It represents a huge step forward in addressing SMART’s members safety concerns and demonstrates how much can be accomplished when labor and management work together on issues of mutual concern.
“Hopefully this will be a catalyst for many more such improvements for the safety and well-being of SMART members across the nation.”
On April 25, LACMTA’s board initiated emergency procurement procedures to speed up the barrier installations after attacks on workers made headlines.
“This action will make LACMTA a safer transportation system for the workers I am proud to represent and for the passengers we all are happy to serve,” GC Ellis said. “We thank CEO Wiggins and the LACMTA leadership for putting these protections into high gear.”
As of June 2023, LACMTA has 1,888 buses in service. Its system has 11,980 bus stops and serves a 1,447-square-mile region with 120 routes. The LACMTA provides nearly 1 million rides on its bus and rail system every weekday and an average of 580,000 rides per day on weekends.
In March, the agency provided more than 7.6 million miles of bus and rail passenger service for the country’s most-populous county.
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SMART Transportation Division is comprised of approximately 125,000 active and retired members who work in a variety of different crafts in the transportation industry. These crafts include employees on every Class I railroad, Amtrak, many shortline railroads, bus and mass transit employees and airport personnel.
WASHINGTON, D.C. — Joseph Sellers, Jr., general president of the International Association of Sheet Metal, Air, Rail and Transportation Workers (SMART), announced his retirement on January 24, 2023. Sellers will retire on May 31, 2023, and will be succeeded by current Assistant to the General President Michael Coleman.
“After nearly three decades in SMART local and national leadership, I have chosen to retire,” said Sellers. “It will always be the greatest honor to have represented the women and men who embody the highest level of professionalism and expertise in our industries. Their selfless dedication was on display when our countries needed them most: They are the essential workers who carried our nations through the global pandemic. They were on the job every day, working on new construction, retrofitting buildings into pop-up hospitals, redesigning hospital configurations, manufacturing much-needed equipment, ensuring the transportation of people and goods, and keeping our supply chain intact and our buildings and schools safe during a tenuous time in our history.”
From rank-and-file sheet metal worker to union leader
Sellers – a second-generation sheet metal worker whose father spent 55 years as a SMART member and 30 years as a local union officer – often asserts that “all that my family has comes from my father’s career path and the union sheet metal industry.” Sellers devoted more than four decades to his union, committing himself to lead at every level of SMART. He began his apprenticeship in 1980 at Local 19 in Philadelphia, becoming a journeyperson four years later. He was elected to the local’s executive board in 1994 and appointed to be training coordinator in 1996. In 2002, after serving as a business representative for two years, he became Local 19’s president and business manager.
Sellers was elected to international leadership as 11th general vice president in August 2009. The SMART General Executive Council elected him to serve as the union’s general secretary-treasurer (GST) in July 2011, and he was unanimously re-elected as GST by delegates to the first SMART General Convention in August 2014. Sellers became SMART’s general president on May 1, 2015, when his friend and mentor General President Joe Nigro needed to retire. He was re-elected on August 14, 2019.
View the March 2023 SMART News interview with GP Sellers, where he discusses his decades-long SMART career and pending retirement.
As SMART general secretary-treasurer and general president, Sellers developed and led special campaigns to increase outreach and awareness for construction, production and transportation industry members, union industry officials and policymakers on key issues including pensions, healthcare and apprenticeships. He implemented enhancements to the union’s technological infrastructure, professional skills training and training curricula, and he pioneered various union campaigns designed to increase recruitment, retention and diversity within SMART.
Sellers oversaw the launch of the BE4ALL Committee to enhance inclusiveness in the sheet metal industry; the I Got Your Back campaign to promote solidarity between members across all backgrounds; the expansion of the role women play in the unionized sheet metal industry and the rapid modernization of the union’s information and communications programs. He also spearheaded new investments in membership mobilization, with an eye towards positioning the organization to meet the long-term needs of members and those looking to form a union in the decades ahead.
As a testament to Sellers’ steady leadership, the Sheet Metal Workers’ National Pension Fund was officially certified in the Green Zone in 2022 after decades of recovery. His tireless legislative advocacy helped SMART establish a strong relationship with Congress and the Biden administration, and his constant championing of workers’ issues helped influence the passage of groundbreaking laws like the American Rescue Plan, the Bipartisan Infrastructure Law, the Inflation Reduction Act and more.
Incoming General President Michael Coleman, a SMART member since 1985, has also served at every level of the union: from president and business manager of Local 33 in Northern Ohio, to ninth general vice president, to SMART director of business and management relations, to his current post as assistant to the general president. He will assume the position of SMART general president on June 1, 2023.
Coleman noted that “General President Sellers will be remembered as one of the all-time greats of this organization. He cemented our groundbreaking merger and navigated the challenges of the past decade. I am humbled to succeed him, and I look forward to advancing the interests of all SMART members across North America in the years to come.”
Class I carrier Union Pacific announced Monday that it has completed implementation of Positive Train Control (PTC) on all federally mandated freight and passenger routes requiring the collision avoidance technology. The carrier still must achieve full interoperability, that is, its PTC system must be able to successfully interact with those systems used by other carriers. The carrier reports that 16 of 25 railroads it hosts are compliant, encompassing 85% of Union Pacific’s interoperable PTC train miles, and says that full interoperability in conjunction with the other carriers is expected by mid-2020. PTC is designed to prevent:
Train-to-train collisions;
Derailments caused by excessive speed;
Accidents that can occur if trains are routed down the incorrect track;
Unauthorized train movements on tracks undergoing maintenance
New Jersey Transit (NJT) is expanding its de-escalation training for front-line employees to include curriculum from Rutgers’ National Transit Institute (NTI), the carrier said in a press release on Monday. NTI presented a “Train the Trainers” program on conflict de-escalation techniques for bus and rail operations and New Jersey Transit police recently. “These highly effective techniques will be incorporated into existing internal NJT de-escalation training programs to create a set of best practices for use in real-world situations,” NJT said in its release. “This new de-escalation training demonstrates our commitment to our front-line employees and to their safety,” said NJT President & CEO Kevin Corbett. “One of our main missions as a police department is promoting the safety of our customers and crews, and this expansion of our de-escalation training fits squarely in that space,” said NJT Police Chief Christopher Trucillo. “It is always preferable to have situations managed before it rises to the level of police involvement.” “The best way to help employees at risk of on-the-job assaults is to help them prevent the assault in the first place,” said NJT Employee Court Advocate Michael Rubin. “With this expanded training program our bus operators, conductors, police, and other customer-facing employees will have additional tools at hand to de-escalate situations and protect themselves and their customers from possible assaults.” All of NJT’s employees who work with the public on buses, trains or as police officers receive training on how to manage difficult situations to minimize the possibility of violence. With the assistance of NTI, the trainings will be more robust and help to reduce assaults on bus operators, conductors, police, and other personnel. “SMART TD Local 60 applauds N.J. Transit’s efforts in protecting our front-line employees from assaults. NTI’s de-escalation training is a great step in the right direction,” said Jerome C. Johnson, president and alternate delegate of the local and general chairperson of GO-610 (New Jersey Transit). “We look forward to collaborating further with N.J. Transit to reduce assaults and provide training for our brothers and sisters in conflict avoidance.” NJT is the nation’s largest statewide public transportation system providing more than 925,000 weekday trips on 251 bus routes, three light rail lines, 12 commuter rail lines, and through Access Link paratransit service. It is the third largest transit system in the country with 166 rail stations, 62 light rail stations, and more than 18,000 bus stops linking major points in New Jersey, New York, and Philadelphia.
WASHINGTON, D.C. (March 22, 2019) – Two large railroad unions in the United States have pledged their joint support for the Safe Freight Act legislation introduced by U.S. Rep. Don Young (R – Alaska). The Safe Freight Act (H.R. 1748) requires that two certified crew members operate freight trains on U.S. rails and has the backing of the International Association of Sheet Metal, Air, Rail and Transportation Workers — Transportation Division (SMART TD) and the Brotherhood of Locomotive Engineers and Trainmen (BLET). “SMART Transportation Division has been working tirelessly to promote safety in the railroad industry, and there is no doubt that the only safe rail operation is one that includes at a minimum a certified conductor and a certified locomotive engineer,” SMART TD President John Previsich said. “A clear message must be sent to our lawmakers and to the general public that multi-person crews are essential to ensuring the safest rail operations possible in their communities. I would like to thank Congressman Young for his leadership on this critical issue as we continue to improve safety on our nation’s railroads for both our members and for the general public.” “This is necessary safety legislation to protect railroad workers and the American public,” BLET National President Dennis R. Pierce said. “While the railroad industry talks of one-person train crews and even autonomous trains, the 2013 tragedy of Lac-Megantic is justification enough that we need two sets of eyes and ears in the locomotive cab.” Recent well-publicized rail accidents in other nations involving trains with one or no crew members show how smaller crews increase the risk of catastrophe in railroad accidents. In September 2018, an autonomous runaway TasRail train reached speeds of 31 mph before it derailed in the Tasmanian city of Devonport, injuring two people. The train had become unresponsive to remote control commands, including the train’s emergency stop feature. On Nov. 5, 2018, a runaway BHP ore train of 268 cars with no one aboard reached speeds of 62 mph before it was forcibly derailed in Western Australia. The approximately 1.9-mile-long train loaded with iron ore was operated by a lone crew member who had left the locomotive to inspect an issue with the brakes when the train began moving. And finally, an oil train with a single-person crew in Lac-Megantic, Quebec, Canada, rolled into the center of the town July 6, 2013, after its brakes disengaged. The resulting derailment touched off an inferno that killed 47 people and destroyed the town center. In the United States, labor unions and others concerned with safety on the United States’ 140,000 miles of rail are seeking to prevent such events from happening. Legislation setting crew size at two people aboard has passed in five states. A two-person crew bill backed by both the SMART TD and BLET unions (H.B. 1034) was signed into law March 21 by Colorado Gov. Jared Polis. “Automation of cars, buses, aircraft and trucks are being addressed by legislation and in regulation by the federal government and many states. It’s time the federal government provided some oversight on railroads,” SMART TD National Legislative Director John Risch said. “Congressman Young’s bill is a first step, and we thank him for his leadership on this. The safety of the public and our members depend on this.” “Safety is non-negotiable, and this legislation is about railroad safety,” BLET Vice President and National Legislative Representative John Tolman said. “The members of the BLET and SMART TD are highly trained professionals who have dedicated their lives to performing their jobs as safely as possible, and we thank Congressman Young for his ongoing support and for introducing H.R. 1748.” This national legislation introduced by Young, a longtime advocate of railroad safety, is a common-sense step toward making our nation’s rails safer for workers and the public alike. It has the full endorsement of both unions. H.R. 1748 has been referred to the House Subcommittee on Railroads, Pipelines and Hazardous Materials.
### The SMART Transportation Division is comprised of approximately 125,000 active and retired members of the former United Transportation Union, who work in a variety of different crafts, including as bus and commuter rail operators, in the transportation industry.
The Brotherhood of Locomotive Engineers and Trainmen represents nearly 57,000 professional locomotive engineers and trainmen throughout the United States. The BLET is the founding member of the Rail Conference, International Brotherhood of Teamsters.
The U.S. Railroad Retirement Board’s customer service plan promotes the principles and objectives of customer-driven quality service agency-wide. The RRB’s plan lays out the standards and expresses the time frames in terms of when the agency is required to make its decision to pay or deny an application for benefits. The plan states specifically the level of service that customers can expect, and an important part of the plan is a pledge to keep beneficiaries informed of how well the RRB is meeting the plan’s standards. The plan is reviewed and updated periodically as the agency compares its service with the best in business and considers customer feedback.
The following questions and answers provide information about the RRB’s performance in the key areas of retirement applications, survivor applications, disability applications and payments, and railroad unemployment and sickness benefit applications and claims during fiscal year 2018 (October 1, 2017 – September 30, 2018). Included are the customer service performance goals the RRB set for fiscal year 2018. These goals may be revised annually based on such factors as projected workloads and available resources. Also included is information on the RRB’s overall performance, as measured by the timeliness index developed by the agency.
1. How does the RRB measure overall timeliness for customer service?
The RRB developed an index to measure overall timeliness of its customer service in four benefit areas: retirement applications; survivor applications; disability applications and payments; and railroad unemployment and sickness benefit applications and claims. This composite indicator, based on a weighted average, allows for a more concise and meaningful presentation of its customer service efforts in these benefit areas.
2. How timely, overall, was the customer service provided by the RRB in fiscal year 2018, as measured by this timeliness index?
During fiscal year 2018, the overall benefit timeliness index was 98.8 percent. This means that the RRB provided benefit services within the timeframes promised in the customer service plan 98.8 percent of the time. The timeliness index for retirement applications, survivor applications, disability applications and payments only, the processing of which includes considerable manual intervention, is 91.4 percent, whereas the timeliness index for railroad unemployment and sickness benefit applications and claims only, a highly automated process, is 99.9 percent. More detailed performance information for specific benefit areas is presented in the questions and answers that follow.
3. What standards were used by the RRB in fiscal year 2018 for processing applications for Railroad Retirement annuities and how well did it meet those standards?
Under RRB’s standards, if you filed an application for a Railroad Retirement annuity in advance, the RRB will make a decision to pay or deny the application within 35 days of the beginning date of your annuity. If you have not filed in advance, the RRB will make a decision within 60 days of the date you filed your application.
Of the cases processed during fiscal year 2018, the RRB made a decision within 35 days of their annuity beginning dates on 94.9 percent of applicants who filed in advance. The average processing time for these cases was 14.7 days.
Also, of the cases processed during fiscal year 2018, the RRB made a decision within 60 days of their filing dates on 96.5 percent of applicants who had not filed in advance. In these cases, the average processing time was 21.1 days.
The RRB’s goals in fiscal year 2018 were 94 percent timeliness both for persons filing in advance and persons not filing in advance.
4. What standards were used in the area of survivor benefits in fiscal year 2018?
Under the standards, if you filed for a Railroad Retirement survivor annuity and you were not already receiving benefits as a spouse, the RRB will make a decision to pay, deny or transfer your application to the Social Security Administration within 60 days of the beginning date of your annuity or the date the application is filed, whichever is later. If you are already receiving a spouse annuity, the RRB will make a decision to pay, deny or transfer your application for a survivor annuity to the Social Security Administration within 30 days of the first notice of the employee’s death. If you filed for a lump-sum death benefit, the RRB will make a decision to pay or deny your application within 60 days of the date the application is filed.
Of the cases considered during fiscal year 2018, the RRB made a decision within 60 days of the later of the annuity beginning date or the date the application was filed in 96.2 percent of the applications for an initial survivor annuity. In cases where the survivor was already receiving a spouse annuity, a decision was made within 30 days of the first notice of the employee’s death in 96.5 percent of the cases. In addition, a decision was made within 60 days of the date the application was filed in 98.2 percent of the applications for a lump-sum death benefit. The combined average processing time for all initial survivor applications and spouse-to-survivor conversions was 12.95 days. The average processing time for lump-sum death benefit applications was 10.2 days.
The goals for fiscal year 2018 were 94 and 93.5 percent timeliness, respectively, for processing initial survivor applications and spouse-to-survivor conversions. For processing applications for lump-sum death benefits, the goal was 97 percent.
5. What standards were used by the RRB in fiscal year 2018 for processing applications for disability annuities under the Railroad Retirement Act?
Under the customer service plan, if you filed for a disability annuity, the RRB will make a decision to pay or deny a benefit within 100 days of the date you filed your application. If it is determined that you are entitled to disability benefits, you will receive your first payment within 25 days of the date of the RRB’s decision, or the earliest payment date, whichever is later.
Of the cases processed during fiscal year 2018, the RRB made a decision within 100 days of the date an application was filed on 11.3 percent of those filing for a disability annuity. The average processing time was 330.9 days. Of those entitled to disability benefits, 91.5 percent received their first payment within the Customer Service Plan’s time frame. The average processing time was 12.8 days.
The agency’s goals were 70 percent and 93.5 percent timeliness, respectively, for disability decisions and disability payments.
6. What were the standards for the handling of applications and claims for railroad unemployment and sickness benefits and how well did the RRB meet these standards?
Under the standards, if you filed an application for unemployment or sickness benefits, the RRB will release a claim form or a denial letter within 10 days of receiving your application. If you filed a claim for subsequent biweekly unemployment or sickness benefits, the RRB will certify a payment or release a denial letter within 10 days of the date the RRB receives your claim form.
During fiscal year 2018, 99.5 percent of unemployment benefit applications sampled for timeliness and 99.3 percent of sickness benefit applications processed met the RRB’s standard. Average processing times for unemployment and sickness benefit applications were 0.8 and 1.9 days, respectively.
In addition, 99.9 percent of subsequent claims processed for unemployment and sickness benefits met the RRB’s standard for fiscal year 2018. The average processing time for claims was 4.3 days.
The agency’s goals for processing unemployment and sickness applications in fiscal year 2018 were, respectively, 99.5 and 99.3 percent timeliness. The payment or decision goal for subsequent claims was 98 percent timeliness.
7. How did the RRB’s performance in meeting its standards in fiscal year 2018 compare to its performance in fiscal year 2017?
Fiscal year 2018 performance met or exceeded fiscal year 2017 performance in the areas of retirement benefits not filed in advance, spouse-to-survivor conversions, lump-sum death benefit applications, and unemployment and sickness benefit claims.
Average processing times in fiscal year 2018 equaled or improved fiscal year 2017 processing times in the areas of Railroad Retirement applications filed in advance, initial survivor applications, spouse-to-survivor conversions, unemployment applications and unemployment and sickness benefit claims. Also, for fiscal year 2018, the agency met or exceeded all of the customer service performance goals it had set for the year, except in the areas of disability decisions and disability payments.
8. Can beneficiaries provide feedback to the RRB about the service they receive?
A customer assessment survey form allowing beneficiaries to evaluate the service they received and suggest how the agency can improve its service is available in every field office. Persons not satisfied with the service they received may also contact the manager of the office with which they have been dealing.
CLEVELAND, Ohio (Sept. 5, 2018) – The Brotherhood of Locomotive Engineers and Trainmen (BLET) and the International Association of Sheet Metal Air, Rail and Transportation Workers Transportation Division (SMART TD) have filed a joint petition challenging actions of the Federal Railroad Administration (FRA) that allow crews comprised of Mexican nationals employed by a Mexican rail company to operate trains across the United States border and into the U.S. instead of American crews employed by American railroads. Since July 9, the FRA has allowed foreign crews from Kansas City Southern de Mexico (KCSM), a railroad based in Mexico and subsidiary of Kansas City Southern (KCS), to cross into the U.S. and run trains on the Texas Mexican Railway Company (“Tex-Mex”) line in Laredo, Texas. BLET and SMART TD maintain that this violates long-established federal laws and regulations regarding safety, training, crew qualifications and conduct of locomotive engineers and conductors operating freight trains in the U.S. The FRA is an agency of the U.S. Department of Transportation (DOT), which also is named as a respondent in the petition. “The Petitioners challenge this conduct as arbitrary and capricious, an abuse of discretion, in excess of the Respondents’ statutory authority and otherwise contrary to law,” the petition states. There has been no order, waiver, public notice or documentation published by the FRA regarding the actions being challenged. The unions seek to set aside the agencies’ actions and to require that they divulge all internal records detailing the authorization of the practice, including the vetting of the non-U.S. crewmembers by FRA, and the decision to allow KCSM, a foreign company not incorporated in the United States, to operate across the border into this country. “FRA’s conduct has generated significant safety concerns,” BLET National President Dennis R. Pierce said. “U.S. crews are held to the highest safety standards while crews coming in from Mexico are held to much lower standards in terms of certification, testing and operating experience. This degradation in safety is unacceptable. Beyond that, while American companies outsourcing jobs to foreign countries is nothing new, all Americans should be angered by this job giveaway on our own soil.” “We deem it to be unsafe, we deem it to be a threat to American jobs. FRA has not been able to answer simple questions regarding certification and qualification of the foreign crews. Nor have they explained in any way how they plan to enforce American safety rules to hold the foreign crews to the same high safety standards that govern all American railroad workers,” SMART Transportation Division President John Previsich said. “We are not going to let FRA stand aside and ignore their responsibilities while a Class I carrier allows foreign crews to cross the border and jeopardize the safety of our members and the American public.” The petition was filed in U.S. Court of Appeals for the District of Columbia Circuit. Follow this link to view this release in PDF form.
Previsich SMART Transportation Division President John Previsich and Brotherhood of Locomotive Engineers and Trainmen (BLET) President Dennis Pierce, issued a joint statement, following their submission of their comments to the Federal Railroad Administration (FRA) on train crew size. “Operating freight trains with one-person train crews is unsafe and must be prohibited. That is the message we delivered yesterday in the comments filed with federal rail safety regulators,” Previsich and Pierce said. “Our comments provide a clear rationale for the FRA to finalize a rule this yearDennis Pierce, President, BLET and to close loopholes included in the agency’s initial proposed rule that could permit the limited use of one-person crew freight operations.” Click here to read the official press release from both unions. Click here to read the comments submitted to the FRA, followed by the polling results of 11 individual states on two-person crews conducted by DFM Research on behalf of SMART TD (see page 18 for polling results).
The U.S. Railroad Retirement Board’s customer service plan promotes the principles and objectives of customer-driven quality service agency-wide. The RRB’s plan lays out the standards and expresses the time frames in terms of when the agency is required to make its decision to pay or deny an application for benefits. The plan states specifically the level of service that customers can expect, and an important part of the plan is a pledge to keep beneficiaries informed of how well the RRB is meeting the plan’s standards. The plan is reviewed and updated periodically as the agency compares its service with the best in business and considers customer feedback.
