The following Brothers were re-elected unanimously as Chairmen of their respective State Legislative Boards: Doug Horstman, Oregon; Tommy Mayne, Kentucky; Mike Muscha, North Dakota; and Ed Way, Illinois.
In the state of Washington, Brother Dale Jeremiah chose not to seek re-election. His successor is Brother Al Bridges of Seattle, Wash.
In Pennsylvania, Brother Norm Hendrickson was re-elected by acclamation.
From left: Brothers Mayne and Horstman at a recent legislative meeting in Cleveland.
The Federal Railroad Administration's amended radio standards and procedures are the result of an agreement reached through the RSAC process. The intent is to promote compliance by making the regulations more flexible.
The rule will require wireless communications devices, including radios, for specified classifications of railroad operations and roadway workers.
The rule will mandate the use of radios and redundant communication capability on most rail operations on railroads with more than 400,000 annual employee work hours.
On smaller railroads (less than 400,00 annual employee work hours) the rule provides flexibility in the type of communication device to be used.
Redundant backup systems are mandated in only a few specific instances. Communications requirements for roadway workers and crews are also covered, with some flexibility for smaller railroads.
Compliance dates are July 1, 1999 for each railroad that had 400,000 or more annual employee work hours in 1997 or provides commuter or intercity passenger service; or July 1, 2000 for each railroad that had fewer than 400,000 annual employee work hours in 1997.
The Federal Railroad Administration has published its proposed revisions to regulations governing the power braking systems and equipment used in freight and other non-passenger railroad operations.
The FRA proposes that the industry retain its current 1,000-mile interval for inspecting a train's brakes, and extend the interval to 1,500 miles if certain requirements are met.
The proposed rules also contain broad training requirements, and include certain specific elements that all training programs are required to incorporate.
Under the FRA proposal, the training curriculum will include classroom and "hands-on" instruction. Rail employees will be required to pass written or oral exams and demonstrate "hands-on" capability. Employees will also be required to undergo training every three years.
The proposal also addresses the use and repair of dynamic brakes in trains. Locomotive engineers must be notified of the operational status of dynamic brakes. Locomotives with inoperative dynamic brakes must be tagged, and inoperative dynamic brakes must be repaired within 30 days or at the next periodic inspection.
Railroad companies that use dynamic brakes must have written operating rules for their use, and provide training for locomotive engineers on the use of dynamic brakes. The rules also deal with the quality of air that is introduced into a train's brake system, in addition to specific single car and repair track testing requirements. Defective equipment can't be moved from locations where repairs can be made.
The proposed revisions reflect the work of a Rail Safety Advisory Committee working group, even though that group was unable to reach consensus on revision of the power brake rules.
The FRA will scheduled two public hearings and one technical conference on the proposed revisions. Dates for these meetings have not been confirmed.
The Federal Railroad Administration has received a final report from a consultant to review railroad safety culture. In the current environment of downsizing, mergers, acquisitions and consolidations within the Class I freight railroad industry, FRA hired a consultant to review current attitudes regarding the safety culture of selected railroads.
The report highlights the findings from mailed surveys, focus sessions and interviews with contract employees representing five operating crafts, railroad management on four Class I railroads (CSX, UP, NS and BNSF) and union leadership.
The following list of conclusions and "hot topics" were published in the report:
The report recommends further work by Safety Culture Work Groups, to be comprised of unions, railroads, the FRA and other interested stakeholders.
With this approach, the report concludes, it will be possible to bring meaningful change to the safety culture of the railroad industry while continuing the FRA tradition of partnership and collaboration.
Throughout 1999, the George Meany Center for Labor Studies will offer free four-day hazardous waste/chemical emergency response training programs at the Center's campus in Silver Spring, Md.
The five training sessions are scheduled for the following dates:
March 14-18
May 16-20
July 11-15
August 8-12
August 22-26
The training addresses the required procedures and different levels of response and worker protection in case of a hazardous materials release. Training also includes advanced classroom instruction as well as intensive hands-on drills, culminating with a simulated hazmat response in full safety gear. Space is limited to 25 for each program.
Grand funds support transportation, lodging, and meals, as well as a stipend of $107 per day for the four days of training. Each year, the Meany Center is required to justify its funding by training a minimum number of participants.
Last year, there were a number of last-minute cancellations which made it difficult to find replacements. Also, training funds were lost on non-refundable airline tickets. Therefore, it is important to stress that cancellations are acceptable only in emergency situations.
Space is limited to 25 for each program and participants will be selected on a first-come, first-served basis. If you are interested, please contact:
Betty Child
BLE National Legislative
Headquarters
10 G. Street NE, Suite 480
Washington, D.C. 20002
(202) 347-7936, extension 11
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