Deputy National Safety and Legislative Director Jared Cassity issued a stark reminder of the stakes we face as union members.
“Sitting in D.C., I watch how the politics affects this country. Our issues are not political. Our issues are not Republican. They’re not Democratic. They’re either right or they’re wrong.
“In this [union], there are no political adversaries … in this union, our issues are our issues, and they are worth fighting for. There is not a single person in this room that cannot sympathize or empathize or understand that no one deserves to wake up in the morning and wonder, is today going to be the day that I’m verbally assaulted while I’m doing my job?
I“s someone going to lay hands on me, spit on me, piss on me, stab me, shoot me? None of you are going to stand by that. Every single one of you will fight for that.
“No one should deserve to wake up and wonder “is today the day that my carrier is going to fail to provide me a safe workspace? Is today the day that I lose limbs? That I suffer a career or life altering injury? Is today the day that I don’t make it home?
“That’s not Republican. That’s not Democrat. That is union. And all of you should stand united when we talk about these issues. Do not let someone else drive a wedge between you. We move forward together.
“We move forward as a union. We have got to fight, and that’s what we’re going to do.”
Cassity’s rallying cry is essential for all SMART-TD members to hear and understand. Our lives and livelihoods require us to rise above partisan politics to protect our collective power.
Cassity delivered his remarks during his acceptance speech at the SMART-TD convention on August 11, 2024.
As the clock was running out for him to act Friday night, Virginia Gov. Glenn Youngkin decided he was against public safety, common sense and protecting Virginia railroad workers’ jobs and pensions. He vetoed a bill that required a minimum two-person crew on Virginia’s freight trains. Fortunately, the clock is also running out on his term as Governor.
An irresponsible choice
Both a certified conductor and an engineer are required to safely operate a long train responsibly, although railroads would like to find ways to eliminate one or both positions over time. SMART-TD is fighting to protect responsible crew sizes across the United States. Conductors are often the first people on site when there is an accident or derailment, and they often monitor the track or train while the engineer operates the engine. A two-person job requires a two-person crew (2PC).
As the rhetoric heats up this election year, conductors and other SMART-TD members are putting practical results ahead of their political party. Transportation workers throughout the country are watching to determine whether a politician is with us, or against us.
Rather than keeping his constituents safe and his state’s economy running, Youngkin placed more value in big business and the campaign dollars railroads can deposit in his political piggybank.
Make no mistake: Gov. Youngkin and those who chose not to support the two-person crew bill in Virginia are acting AGAINST us!
It’s not about party
In recent years, SMART-TD Virginia State Legislative Director (SLD) Ronnie Hobbs has worked with legislators along the political spectrum to advance our 2PC bill. Brother Hobbs and his team got 2PC (Senate Bill 143) through both chambers and the joint conference committee. Regrettably, Youngkin decided to reject the work of both parties when he used his veto power to reward railroad shareholders when he should have protected his citizens.
“I want to thank all of the legislators in this state for the time they took to learn about the role of freight conductors in Virginia,” Hobbs said. “We have found so many great partners and allies in this process of making the case for 2PC. I want to thank Delegate Shelly Simonds and Senator Jennifer Carroll Foy for sponsoring our legislation and championing our members’ cause from beginning to end. Most importantly, I’d like to thank them for their continued interest in our cause, which goes beyond this ill-advised veto.”
The fight for Virginia crews continues in 2025
Though disappointed, Hobbs and his powerful team of Virginia allies are still in the fight, with an eye on the 2025 election.
Abigail Spanberger, a member of Congress, is running for governor. Spanberger has sponsored federal action on 2PC in every legislative session since 2018, proving she is interested in our issues and sees value in our work. Spanberger’s ACTIONS demonstrate that she is 100% withus in our pursuit of a minimum crew size.
“I want to personally thank every member of SMART here in Virginia, who took the time and effort to contact their legislators and come to the hearings,” Hobbs said. “The tremendous effort made by you and your friends/family was noticed, and you were heard. Unfortunately, Gov. Youngkin was too busy listening to Wall Street to pay attention.”
More help will be needed in 2025 and beyond. With Youngkin’s departure, Spanberger in the governorship and the Virginia members rallying support in the Legislature, Virginia will join our growing number of 2PC states. When we win enough states, SMART-TD will have won the nation.
Given a second chance to act, New York Governor Kathy Hochul has chosen to side with safety.
In late 2022, a bill requiring two-person crews on freight trains in the state reached her desk — and she vetoed it.
But something changed in 2023. Perhaps it was seeing legislatures and governors in both Ohio and Minnesota take the steps to pass legislation, or the catastrophic derailment in East Palestine, Ohio, that happened last February.
Either way, Hochul made the right decision on December 8, 2023, when she signed S.5775 into law: capping a superlative effort from SMARTTD’s New York State Legislative Board led by State Legislative Director Sam Nasca.
A mere three years ago, a bill establishing a minimum freight crew size did not even make it out of a state Senate committee. Now, New York is the third state in 2023 to pass two-person crew legislation, bringing the total number of states to have implemented legislation or regulations regarding a minimum two-person crew to 12.
“Another state has come to the conclusion that a two-person crew is appropriate and necessary for safe railroad operations,” SMART-TD National Legislative Director Greg Hynes said. “We thank all of the legislators, especially state Senator Timothy Kennedy, who introduced the bill in his chamber, and Assemblyman Bill Magnarelli for their leadership.
“Congratulations to all on the TD New York State Legislative Board for pulling together and achieving another victory.”
The bill was introduced in March and establishes an escalating structure of fines for violations by Class I and II rail carriers that run freight trains without two on the crew in the state. It took effect in January 2024.
SMART TD Local 818 (Ft. Worth, Texas) Alt. Legislative Rep. and BNSF Conductor Cristhian Sosa (pictured) was on BNSF train M-TULIRB1-02A with Engineer Justin Luster heading southbound from Madill, Okla., to Irving, Texas, on Thursday, Feb. 3 when they spotted a woman near the tracks waving her arm in the air for help.
“Engineer Luster promptly and safely brought the train to a stop, while I toned up 911 on the radio,” Sosa said. “A dispatcher answered the tone up and I described an individual laying on the ground asking for help and that emergency services would be needed immediately as the person appeared to be hurt.”
Sosa walked back 26 cars to where the woman was on the rocks by a levee and covered by an air mattress. CBS & Fox-affiliate KXII News 12 reported that the woman, who only identified herself as “Connie,” had been last seen Tuesday, Feb. 1, floating on the air mattress on Lake Texoma located in Kingston, Okla.
According to reports, she and her fiancé were trying to fish belongings that had fallen out of their boat and into the water when the air mattress she was on caught a current. She floated on it for two days as temperatures dropped from highs in the mid-50s to a high of 28 degrees the day she was found.
“She was cold from being wet, her clothes were stiff, her hands were cut up and bleeding, and she was having trouble getting up to walk,” Sosa said of the woman’s condition when they found her. “She was showing symptoms of possible hypothermia, so we asked for 6.6 to back up and get her on the second motor. We helped her get up and walk slowly to climb the steps of the second unit. While sitting in a warm cab, we got her some drinking water and a dry sweater to help her with how cold she was.”
The crew then proceeded to the next crossing to wait for emergency services to arrive. Sosa said that an Oklahoma state trooper told him that Connie had been missing since the day before and had been assumed dead.
“We just did what anyone else would’ve done in our situation. I haven’t heard how Connie is doing, but I hope she is doing much better,” Sosa said. Media reports said that the woman had experienced hypothermia but was expected to recover.
SMART congratulates Sosa and Luster on their heroic efforts and commends them for their quick thinking and situational awareness.
In anticipation of today’s House hearing on the U.S. supply chain, an “exclusive” pro-carrier piece in the Washington Examiner on freight crew size says that keeping two people on freight crews is making the problem worse, neglecting to mention the massive cuts in rail labor and workforce retention issues the carriers have created through Precision Scheduled Railroading that have contributed to the supply chain problem.
A boy’s life was saved Aug. 14 and a potential tragedy averted thanks to the fast-thinking actions of Mike Bobrosky III, a member of Local 1006 (Brownsville, Pa). Bobrosky IIIThat morning, Reese Pearson, 9, who has autism, ran off from his home in Morgan Township, Pa. His mom immediately called police, according to reports from KDKA TV-2 in Pittsburgh, and authorities began to search the remote wooded area for Reese. Down the hill from the home traveling the Norfolk Southern line toward Waynesburg, Pa., conductor Bobrosky and his engineer were traveling southbound. As their train approached Wayne Tunnel nears Waynesburg, Bobrosky said he saw something fouling the track ahead. “We were coming around a bend. He was in the middle of the gauge inside the tunnel, and we dumped it into emergency,” he said. The train stopped inside the tunnel, just short of hitting the boy. “It was inches.” After the train stopped, they alerted authorities, who had been searching for Reese for quite some time, and coaxed him aboard the locomotive. The hungry boy received a ride to the next crossing from the crew, where authorities were waiting and reunited Reese with his worried mother. The alertness of Bobrosky and the action he and his engineer took saved a life that day and serves as yet another example of how having two people in the cabs of freight trains makes a difference in safety, contrary to carriers’ arguments. “It was a right-hand curve – I saw him way before the engineer,” Bobrosky said. “If it was a one-man crew, I don’t know if the train would have stopped. “It made a difference having two on the crew.”
requirements for carriers to meet CDC guidelines and to provide personal protective equipment (PPE) to transportation workers
“This is an unprecedented step ahead for many of our union’s major issues through the legislative process,” SMART Transportation Division President Jeremy R. Ferguson said. “Our concerns were heard and addressed by the writers of this bill — safety for workers and communities alike in the bus and transit operator safety measures and in the crew-size provision, funding for Amtrak, and a number of other provisions intended to rebuild and transform the nation’s roads and rails. “Federal agencies and big-pocketed lobbyists have tried to obstruct the essential protections that this bill provides to our members and to the people who work on, live near and use our nation’s transportation network. These representatives all had the foresight and initiative to move them forward.” Ian Jefferies, CEO of the Association of American Railroads (AAR), earlier in the week had an op-ed published that was highly critical of the legislation, targeting the two-person crew portion and one that dealt with study of potential rail transport of Liquid Natural Gas (LNG) specifically, saying the bill “woefully missed the mark.” In the column, Jefferies also argued that legislators were “putting their collective thumbs on the scale” regarding railroad safety in regulating the crew-size safety issue. The INVEST in America component of the Moving Forward Act was shepherded by House T&I Chairperson Peter DeFazio, an Oregon Democrat, through the committee June 18. He commented on July 1 after the bill’s passage: “Passage of this bold, forward-thinking infrastructure bill is proof that finally, there is a majority of us in Congress who won’t accept the status quo and instead are willing to fight for a new vision that invests in our communities, addresses the climate crisis, and creates better opportunities for all. And we get there by putting millions of people to work in jobs that cannot be exported, while harnessing American-made materials, ingenuity, and innovation,” he said. “With the Moving Forward Act, we make it clear that our infrastructure does not have to be a product of the past, with crumbling roads and bridges, unreliable transit and rail networks, inequitable outcomes, and little regard to our changing climate and our changing economy. I challenge my Senate colleagues to join the House in thinking big and being bold on long-overdue investments not only in our infrastructure, but also in the communities and the people we all represent.” Leaders in the SMART-TD National Legislative Department thanked DeFazio and the bipartisan group of Democrats and a trio of Republicans who supported H.R. 2. “As if we need any additional evidence that elections matter, this result shows that the 2018 change of party control in the House made a difference,” National Legislative Director Greg Hynes said. “We appreciate those legislators who supported this legislation in its journey through the House. There is more work to be done and a path to be cleared for this legislation, and our membership is more than willing to put in the time to make legislators understand why the bill provisions are necessary.” The Moving Forward Act now moves to the United States Senate, where, according to Politico.com, Republican U.S. Sen. Mitch McConnell of Kentucky, the majority leader, called the bill “nonsense,” “absurd,” “pure fantasy” and vowed that it will die before getting to the White House, where the president has threatened to veto the bill.
Sometimes it takes something major to happen for people to sit up and take notice. A wake-up call, if you will.
From the standpoint of our national contract negotiations, our union got another wake-up call even before our first session that is scheduled for the last week in February.
On February 11th, a U.S district judge, who was appointed by President Donald Trump last year, ruled against our union in a lawsuit over crew-consist moratoriums. We’re now appealing that decision.
The court ignored the Railway Labor Act strictures with regard to the moratorium provisions which have been upheld for decades. We are being pushed down the tracks where the carriers want this to go.
This fight is not over, and we have another that is about to begin.
There’s a lyric that Anne Feeney wrote that gets at the heart of this matter and that unions have embraced: “United, we bargain. Divided, we beg.”
We now have a coalition of 10 rail unions about to begin negotiating together in this upcoming round of bargaining. I have been in close contact with the Brotherhood of Locomotive Engineers and Trainmen (BLET) President Dennis Pierce throughout as carriers have tried to attack two-person crews.
Our two unions are linked in the courts. We’re linked in the halls of Congress. We’re linked in the locomotive cabs. We are now linked at the bargaining table.
Our attorneys are working together on behalf of both our organizations to fight the ongoing court cases as carriers try to manipulate the system with their deep pockets by attempting to get long-standing precedents and legislation overturned.
Legislative representatives from both our organizations are meeting with members of Congress and state legislatures to get the word on for two-person crew laws. The carriers, however, are using every means to fight to try to get two-person crew laws of seven states thrown out, which we have opposed.
Members from both organizations are sitting in cabs of freight trains staying alert and keeping one another safe through each and every shift, ready at a moment’s notice to respond when things go wrong. We need to carry this effort on in crew consist.
BLET President Pierce recently stated in a message to his union:
“I share this information to make it clear to BLET’s membership that our proud Union stands with our Brothers and Sisters in SMART’s Transportation Division in the fight to preserve two-person crews,” Pierce wrote. “Be it on the regulatory front, the legislative front, in court or at the bargaining table, BLET is working with SMART-TD to protect the interests of all operating employees.”
I, as President of the SMART-TD, want to make it clear to our union that we stand united with the BLET.
Any attempt to drive a wedge between our organizations in order to get officers and members alike to disregard the goal at hand — preserving two on the operating crew — plays into the carriers’ hands. It gets them closer to what they want: Fewer workers, more money in their pockets, a less-safe (cheaper) work environment and weakens all of rail labor. Two unions with members and with leadership going in opposite directions would make it easier for carriers to accomplish their goal of eradicating jobs in favor of their idea of “innovation.”
I also agree with President Pierce when he stated:
“The bottom line is this: In order to preserve two-person crews, each Union must protect and preserve its member of those crews. With only a few exceptions, BLET cannot bargain nationally for Conductors. The same is true in reverse; with only a few exceptions, SMART-TD cannot bargain nationally for Engineers,” he wrote. “For these reasons, and regardless of the fearmongering going on, BLET cannot ‘sell’ Conductor positions to benefit Engineers in national negotiations, and the same in true in reverse for SMART-TD. Again, each Union must protect its half of our two-person crews for all operating employees to prevail.”
Brothers and sisters, this is an uneasy time for every member of every labor organization involved in these negotiations as the carriers continue to cut personnel. The operating craft unions have the buzzsaw of technological threats from the carriers aimed straight down the middle of the locomotive cab. Don’t be persuaded by the fearmongering that attempts to divide us.
You are going to hear rumors out there. You are going to hear speculation. You are going to have people beating their chests and criticizing decisions made years ago by prior leaders for putting us in what could be a critical — maybe the most critical — moment in rail labor’s history with the in-cab role of the conductor in the balance. Ignore all of that noise. We are moving forward, not backward!
This is not the time for anyone to give in to anxiety or paranoia or “what-if” scenarios. When all SMART-TD members put our names on the dotted line to pledge for membership to this organization, we pledged to fight for each other in solidarity. When elected president of the Transportation Division last August, I took an oath to act in solidarity for the best interest for the organization and for all whom we represent. When I signed our organization on as a member of the 10-union Coordinated Bargaining Coalition, I pledged to bargain in solidarity with those other rail labor organizations in national talks.
All of us need to be focused on the situation that lies ahead and the decisions to be made for the future of rail labor and the crews who operate freight trains. We need to reinforce our lines of defense and prepare to go on the offense by reaching out to the public and to the media. Instead of wondering “what’s the union doing for us?” it’s time to get to the local union meetings and get involved. It’s time for the spouses to join the SMART-TD Auxiliary and get involved. It’s time to up your SMART-TD PAC contributions, then get with your state and U.S. legislators, so they hear your voice this election year. It’s time to get involved in the SMART Army. It’s time to stand strong!
Brothers and sisters, BLET President Pierce and I are united. We will work in solidarity, together, to keep two on the crew as we bargain. We will work together to keep you informed. We know this issue is too important to our memberships and for the public’s and our safety not to.
In solidarity,
Jeremy Ferguson President — Transportation Division
The incident earlier this month in which a two-person crew helped to save a 5-year-old girl in his state reminded SMART Transportation Division Minnesota State Legislative Director Phillip Qualy of a letter his state’s legislative board submitted in 2018 in response to a federal Department of Transportation request for comment about autonomous rail operations. Minnesota State Legislative Director Phillip QualyAfter a discussion he said he had last summer with FRA Administrator Ron Batory, Qualy said he had reason to believe that his communication over the safety a two-person freight rail crew provides might have been overlooked by the DOT and Batory and his agency. After all, there were about 1,545 comments in favor of the FRA establishing a two-person crew rule that were outweighed in the agency’s eyes by the 39 comments in favor of the May 2019 withdrawal of the proposed rule. “This was a good letter that our members should read and be aware of,” Qualy said. “This spells out the essential argument of why having two people on the crew is important.” In the letter, Qualy reminds Batory that technology does not always reduce the tasks involved in operating a train, citing crew duties such as:
Throwing manual switches and dual control switches, coupling cars, coupling air-hoses, setting hand brakes, pulling pin lifters to switch cars, replacing failed hoses, gaskets, replacing couplers, mechanical and air-brake inspections remain constant work tasks of any operation. Any ATT, PTC, and/or aerial drone cannot do these train tasks.
When ATT and PTC programs fail en route, standing or delayed trains must not be permitted to block public roadways as a practice. The uncoupling of a standing train to open a grade crossing to allow vehicles to pass requires two persons.
After grade crossing collisions with the public, immediate Samaritan response to help the injured is an essential and moral responsibility within the fabric of our society. Two persons on all trains are necessary to assist the public after grade-crossing and other accidents.
“The railroad carriers and their associations claim two persons will not be necessary on trains with ATT and/ or PTC,” Qualy wrote. “These technological control features have nothing to do with the necessary and essential tasks of the train-machine behind or ahead of the locomotives.” The Feb. 1 incident in East St. Paul, Minn., in which a missing girl was found by a two-person train crew after they alertly stopped and provided aid is a perfect example of why two sets of eyes are needed in the cab. “Railroad carriers have a moral responsibility to provide for the right of Samaritan response,” Qualy wrote in his letter. The questions need to be asked. Would the girl have been seen if it were a one-person operation that night? Would the sensors of an autonomous train have detected her, stopped the train and invited her into the cab of the locomotive for warmth and protection and then contacted authorities so she could be reunited with her worried family? Here’s a little reminder that some on the railroad believe in moral responsibility over innovation. Read SLD Qualy’s letter.
The Federal Railroad Administration (FRA) in a 41-page report released Jan. 13th by its Office of Research, Development and Technology said what railroaders already know. Researchers at the Volpe Center over a period of years performed cognitive task analyses (CTAs) that examined the mental demands placed on rail workers, including operating personnel, as they engaged with technology and performed their jobs.
“Results from the locomotive engineer and conductor CTAs indicate that train crews, a primary example of an elemental team in railroad operations, exhibit characteristics of high performing teams that are found across industries,” the report said. “These include mutual performance monitoring — to catch and correct errors — and active support of each other’s activities.” “These teamwork activities went beyond the requirements of formal operating rules and were not explicitly covered in training,” the report states. The Volpe Center has even received accolades from Transportation Secretary Elaine Chao herself, who praised its work at enabling safety and innovation for the nation in regard to transportation and infrastructure during the center’s groundbreaking in Oct. 2019. “It has worked to reduce rail-grade crossing accidents, improve vehicle safety, and better manage the airspace…. The Volpe Center continues to provide important contributions to our national transportation system. Especially now, when we have entered a historic period of transportation innovation that promises to boost economic growth and improve quality of life. These innovations are occurring in all modes of transportation, including roads, rail, maritime, and aerospace…. All these innovations are exciting, but they can be disruptive. This is where Volpe’s contribution plays an important role. Volpe’s data and analysis provides trustworthy information that helps us distinguish between ‘High’ and ‘Hype’ performance innovations. Volpe’s data helps build confidence among stakeholders, including the public whose acceptance is critical to realizing the potential of ground-breaking innovations.” So, when a facility respected for its research of transportation issues provides evidence in an FRA report saying that cooperative efforts and communications exhibited by the two operating crew members help keep railroad operations safe beyond the baseline training that every rail worker receives upon hire, it blows a hole in the argument that “rail safety data does not support a train crew staffing rulemaking” from FRA Administrator Ron Batory last May in withdrawing the Notice of Proposed Rulemaking on two-person crews. There’s the old saying that “two heads are better than one.” Railroaders live this life, especially when coping with the unimaginable fatigue being an over-the-road crewmember brings. The ability of two people to work together and their collected experience helps them to react to unexpected and potentially dangerous situations as they happen, preserving the safety of the crew and others while crossing the country. Earlier research from the Volpe Center released in December 2013 also proves this: “The locomotive engineer and conductor function as a joint cognitive system, meaning that conductors and locomotive engineers jointly contribute to the set of cognitive activities required to operate the train safely and efficiently.” “While each crew member has a distinct set of formal responsibilities, in practice they operate as an integrated team, contributing knowledge and backing each other up as necessary.” “When operating on the mainline conductors not only serve as a ‘second pair of eyes’, alerting the locomotive engineer to upcoming signals and potential hazards (e.g., activity at grade crossings; people working on or around the track), they also contribute knowledge and decision-making judgment.” “Conductors also serve an important, redundant check and backup role, reminding locomotive engineers of upcoming work zones and speed restrictions.” “If necessary, they will also handle unanticipated situations and activate the emergency brake, in cases where the locomotive engineer has not responded quickly enough.” “Conductors have developed a variety of skills and strategies that enable them to handle non-routine situations safely and efficiently.” But whether FRA’s Batory and the Association of American Railroads (AAR) continue to cling to this argument that keeping two people on the train crew has no effect on the safe operation of railroads in America when FRA research reports and plain common sense say the opposite is anybody’s guess. They’re fighting tooth-and-nail in court against keeping two people on freight rail crews when laws passed by seven states and public opinion have expressed that a reduction in crew size would add risk and danger to an industry that hauls hazardous and nuclear materials through our cities, suburban neighborhoods and rural areas alike. It truly is puzzling. Both AAR and Batory’s agency tout safe operations as a primary goal on their websites, and they praise the efforts of railroad workers in keeping operations safe in public testimony. Then they simultaneously argue in court and in state legislatures against keeping those personnel working on America’s railroads because maintaining two on the crew might crack some fragile egg of future technological advancement. By the way, Volpe research says Positive Train Control (PTC), will not provide all of the cognitive support functions the conductor currently provides to the locomotive engineer. Technology does not need to be approached with the final goal of slashing a workforce to save costs and thus fill the pockets of those at the top in the form of higher share prices and lower operating ratios. The FRA Office of Research, Development and Technology report even suggests that new technologies can be layered atop current personnel configurations that carriers operate under, and that approach would make sense from a workers’ safety and public safety standpoint. Technological advances will not deliver first aid to the person whose vehicle has been struck by a train and is trapped and injured after an accident at a rail crossing. Technological advances will not perform CPR on the co-worker in the cab who suffers a medical event while the train is being operated. Technological advances will not physically assist a co-worker in evacuating when a locomotive has derailed into a river. That people have survived the above scenarios that have occurred on the nation’s railroads are examples of safe operation as well. Unexpected events and calamities do happen. But definitive data aren’t kept by the FRA or the railroads about accidents that are prevented by worker intervention or assistance that is provided. How can you really track what might have happened if the incident is avoided? What we can look at what is in the here and now. The level of worker and public safety that the railroad industry has achieved is a result of the collaboration of engineers and conductors and all other employees out in the field. Yes, there are still fatalities — our union lost three members in 2019 — and safety performance can still be improved by adding technology without a further reduction of on-train personnel. FRA’s research on rail worker teamwork, made and released by the agency in charge of regulating the nation’s railroads and performed by the Volpe Center, indicates cutting the in-cab crew to one person for the sake of profitability (the railroads continue to make billions, even with rail traffic down) jeopardizes the status quo of safe rail operations. If you ask the AAR, they’ll tell you that working on the railroad these days is safer than working at a grocery store. So with rail carriers being profitable and safe and two on the crew, it looks like America’s railroad workers must be doing something right. The full FRA report, “Teamwork in Railroad Operations and Implications for New Technology,” is available here.
Jeremy R. Ferguson, President, Transportation Division
