transportation workers

By Union Jake and Adam - Valley Labor Report, March 2, 2023

By Union Jake and Adam - Valley Labor Report, March 1, 2023

By Steering Committee - Railroad Workers United, March 1, 2023

Whereas rail carriers have consistently over the years increased the size of trains while disregarding the limitations of technology and infrastructure largely unimproved for decades; and

Whereas longer, heavier trains create much higher buff and draft forces during, what would otherwise be a minor derailment event, which can then lead to a major catastrophic event; and

Whereas many potential problems cannot be identified and corrected by the onboard crew due of the length of these trains; and

Whereas these trains carry cargo that carries the potential to cause mass casualty events due to their volatility and toxicity; and

Whereas the US rail industry has spent far more on share buyback programs every year than on the infrastructure expected to handle these long, dangerous trains; and

Whereas the railroads have drastically cut car repair staff, creating shorter and less thorough inspections of the rail cars expected to be handled in these long, dangerous trains; and

Whereas the railroad industry has actively worked to eliminate regulation which would have required a more modern braking system to reduce in-train-forces in a derailment, as well as in daily operations; and

Whereas the reliability and effectiveness of the conventional braking system trains use is reduced greatly when it is subjected to excessive train lengths, especially in cold weather; and

Whereas the railroads have shown zero regard for public safety or inconvenience at crossings, while conducting unregulated experiments on our communities by running trains of essentially unlimited length; and

Whereas railroads effectively surrendered any regulatory autonomy when they merged to become regulated monopolies subject to common carrier obligations;

Therefore be it Resolved, that RWU demands that railroad safety regulators act immediately to set temporary maximum safe train lengths, that account for dangerous slack events occurring during a derailment, as well as to significantly reduce such incidents; and

Be it Further Resolved that RWU demands that a set of permanent train length regulations be implemented within a reasonable time which establishes federal safe train lengths for conventional, DPU, Hazmat, ECP and Non-ECP brake equipped trains; and

Be it Finally Resolved that RWU demands that regulators establish a permanent regulation that requires trains defined as “Key Trains” under hazardous material regulations to be equipped with operative ECP braking systems.

Adopted by the RWU Steering Committee 3/1/2023

Download a copy of this resolution here (PDF).

By Carl Rosen, Scott Slawson, mark! Lopez, Ivette Torres, Yvette Arellano, and Bill Moyer - Solutionary Rail, March 1, 2023

By Union Jake, and David Story - Valley Labor Report, February 22, 2023

By Kari Lyderson - This is Hell!, February 22, 2023

By Jake Johnson - Common Dreams, February 17, 2023

"The railroads, their CEOs, and the hedge fund robber barons will not listen, but railroad workers have the solution to managing and operating critical railroad infrastructure."

An alliance representing rail workers across the United States published an open letter late Thursday urging all of organized labor to support the nationalization of the country's railroad system, arguing that the private and inadequately regulated industry has "shown itself incapable of doing the job."

"In face of the degeneration of the rail system in the last decade, and after more than a decade of discussion and debate on the question, Railroad Workers United (RWU) has taken a position in support of public ownership of the rail system in the United States," reads the letter, which was published as the small town of East Palestine, Ohio is attempting to recover from the toxic derailment of a Norfolk Southern train two weeks ago.

"We ask you to consider doing the same, and announce your organization's support for rail public ownership," continues the letter, which was addressed to unions as well as environmental, transportation justice, and workers' rights organizations. "While the rail industry has been incapable of expansion in the last generation and has become more and more fixated on the operating ratio to the detriment of all other metrics of success, precision scheduled railroading (PSR) has escalated this irresponsible trajectory to the detriment of shippers, passengers, commuters, trackside communities, and workers."

By Kari Lydersen - In These Times, February 16, 2023

Railroad workers packed themselves into hotel conference rooms near Chicago’s O’Hare International Airport in June 2022 to talk fervently about a momentous event potentially on the horizon: the first industry-wide rail strike in three decades. 

“All 12 railroad unions have proclaimed themselves united,” said Ron Kaminkow, Railroad Workers United (RWU) general secretary, during a conference session about chokepoints in the supply chain. ​“There could actually be a national railroad strike for the first time in almost 30 years.” 

Contract negotiations between those 12 unions and the country’s major freight railroad companies had ground to a halt by the conference, which was organized by RWU and the pro-union group Labor Notes. 

In July, 99.5% of the membership of the union representing railroad engineers — the Brotherhood of Locomotive Engineers and Trainmen — voted to authorize a strike if legal hurdles were cleared.

The possibility presented a challenge for the Biden administration. President Joe Biden had become known as the most labor-friendly president in recent history, while a walkout threatened to paralyze the economy with a potential cost of $2 billion per day. The administration eventually negotiated a deal with union leaders and company leaders, announced Sept. 15, 2022, requiring a significant pay raise for workers without meaningfully addressing their primary concerns: short-staffing and a lack of paid sick days.

Many elected officials and pundits lauded the deal, but it still needed to be ratified by each union’s rank and file.

Three unions representing railroad workers voted down the proposed contract, while others voted for it. Then, in November, the country’s largest rail union — the SMART Transportation Division, which represents conductors and brakemen — rejected the deal, and a national rail strike was firmly on the table. Even unions that approved of the deal pledged to honor any picket lines.

On December 1, 2022, at Biden’s urging, Congress intervened, passing a law to force the unions to agree to the deal. Many railroad workers were furious — and felt betrayed.

“It was very frustrating, from the ​‘most pro-labor president America’s ever had,’” says Matt Weaver, legislative director for the Brotherhood of Maintenance of Way Employees, the nation’s third-largest railroad union. ​“When [railroads] have record profits and profit margins, and yet this deal is imposed, we’ve seen that our labor is expendable.”

The ordeal has also led many railroad workers and industry watchers to consider a vastly increased role for government in freight railroads: nationalization.

By Mel Bauer - The Nation, February 15, 2023

As public outrage has grown over the toxic fallout from last month’s fiery derailment of a Norfolk Southern freight train in East Palestine, Ohio, the urgent questions behind this disaster echo the past year’s confrontations over working conditions in the lightly regulated rail industry.

Indeed, the catastrophe in Ohio—together with another hazardous derailment in Houston, Tex., just a week later—drives home the steep costs in health and well-being that we all incur when we fail to heed rail workers’ calls for more regulation and adequate staffing mandates. 

As rail workers sought to win basic guarantees of staffing support and sick leave from rail carriers long accustomed to selling labor short and winning major regulatory concessions from federal agencies, they stressed how the unsustainable demands placed on their working lives would result in disasters just like the one in East Palestine. The northeast Ohio village of about 5,000 people is 40 miles northwest of Pittsburgh and 20 miles south of Youngstown; already those metropolitan areas are under alert for the air and water contamination originating from the Palestine derailment. And in Palestine proper, many residents are already reporting troubling health symptoms and dying area wildlife as they weigh the risks of remaining exposed to the toxic fumes and chemical leaks from the derailed tanker cars carrying hazardous materials.

In the immediate aftermath of the derailment, rail officials ordered that the vinyl chloride hauled by five of the Norfolk Southern cars in the 150-car train be burned off to prevent a still greater explosion—but that action sent hydrogen chloride and phosgene, two dangerous gasses, spuming into the air. EPA investigators have since identified other hazardous chemicals the train had been hauling, including ethylene glycol monobutyl ether, ethylhexyl acrylate, isobutylene, and butyl acrylate. And the EPA has released a report saying that chemicals from the derailment have leached into the soil and water in the aftermath of the accident.