In Transit - July/August 2009 by Amalgamated Transit Union

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j u ly / a u g u s t

Official Journal of the Amalgamated Transit Union AFL-CIO/CLC

TRANSITâ&#x20AC;&#x2122;S FIGHT FOR

SURVIVAL ATU Fights for Operating Assistance as Cracks Begin to Show in Infrastructure INSIDE THIS ISSUE: Jeanice McMillan: A True ATU Hero Legislative Report Nearly $700 Million Made Available for Operating Assistance Canadian Agenda Toronto Makes Largest Streetcar Purchase Ever NTSB Issues Urgent Light Rail Safety Warning

AMALGAMATED TRANSIT UNION INTERNATIONAL OFFICERS WARREN S. GEORGE International President

RONALD J. HEINTZMAN

International Executive Vice President

OSCAR OWENS

International Secretary-Treasurer

International Vice Presidents JOSEPH WELCH Syracuse, NY

RODNEY RICHMOND

New Orleans, LA – rrichmond@atu.org

DONALD T. HANSEN

Tenino, WA – dhansen@atu.org

ROBERT H. BAKER

Washington, DC – bb@atu.org

LARRY R. KINNEAR

Ashburn, ON – lkinnear@atu.org

RANDY GRAHAM

Gloucester, ON – rgraham@atu.org

JAVIER M. PEREZ, JR.

Kansas City, MO – jperez@atu.org

RICHARD M. MURPHY Braintree, MA

BOB M. HYKAWAY

Calgary, AB – bhykaway@atu.org

CHARLES COOK

Petaluma, CA – ccook@atu.org

WILLIAM G. McLEAN

MESSAGE DU PRÉSIDENT INTERNATIONAL PAR WARREN S. GEORGE JEANICE MCMILLAN: UNE VÉRITABLE HÉROÏNE DE L’ATU C’était lundi après-midi et il faisait beau avec des températures d’environ 80 degrés Fahrenheit. Le Congrès examinait la proposition du Président Obama pour un train à grande vitesse, et Sonia Sotomoyor, nominée proposée pour la Court Suprême, faisait la tournée des bureaux du Sénat. Les écoles étaient fermées et les gens commençaient à prendre leurs vacances, ce qui rendait la circulation des heures de pointe plus fluide que d’habitude. Une situation tout à fait normale à Washington pour un 22 juin. En fait ce lundi là a été tout sauf normal. Vers les 5h00 de l’après-midi, une rame de métro se dirigeant vers le sud, attendait le feu vert sur la ligne Rouge pour pouvoir rentrer dans la station de Fort Totten, juste à l’intérieur des frontières du District. En provenance du Maryland, venant du sud, il y avait un autre train qui aurait du attendre derrière le premier train. Cependant, ce second train ne s’est pas arrêté. Le second train s’est écrasé contre le dernier wagon du premier train, détruisant l’entrée du wagon de tête et tuant neuf passagers à l’intérieur. Plus de 80 autres personnes furent blessées dans l’accident le plus meurtrier depuis les 33 ans d’existence de Metro. Le conducteur du train en mouvement, Jeanice McMillan, section syndicale 689-Washington, DC, fut une des personnes tuées dans l’accident. Une des premières spéculations par les média fut que notre sœur McMillan devait être fautive. “Envoyait-elle un texto en conduisant? » « Avait-elle une incapacité ? » « Elle était une novice, savait-elle ce qu’elle faisait ? Ces commentaires n’étaient pas justes et totalement sans fondement. Le Président de la section syndicale 680, Jackie Jeter, répondit immédiatement à ces supputations en demandant au public de ne pas émettre un jugement rapide. L’héroïne de Metro L’enquête préliminaire n’a pas, pour l’instant, trouvé que le conducteur avait fait une erreur. Mais elle a révélé une défaillance technique — un dysfonctionnement des capteurs de mouvement sur les rails. On pense maintenant qu’à cause du capteur défectueux, le train n’a pas ralenti et ne s’est pas arrêté automatiquement, comme il aurait du, bien avant d’avoir atteint le premier train. L’enquête a aussi démontré qu’aussitôt qu’elle a vu le train arrêté devant elle, notre sœur McMillan a appuyé sur le bouton (le « champignon ») qui a activé le système d’arrêt d’urgence. Face à une mort certaine, elle resta sur son siège et ralentit le train le plus possible, réduisant l’impact et sauvant des vies. J’ai assisté au service à la mémoire de Sœur McMillan qui eut lieu le 26 juin dans son église du sud-est de Washington. Ses frères et sœurs de la section syndicale 689, presqu’une centaine d’entre eux, remplissaient les premiers bancs. John Catoe, Directeur Général de Métro, loua Sœur McMillan comme une héroïne qui sauva des vies. L’évêque Glen A. Staples dit qu’ « on doit être une personne de trempe différente pour pouvoir faire face à la mort et se dire ‘je vais sauver autant de vies que je peux’. Nous sommes redevables envers Sœur McMillan pour ce qu’elle a fait pour la ville » “Prenez ce train pour le paradis” Nos membres sont des professionnels qui sauvent des vies chaque jour en étant très attentifs, en traitant avec les passagers à problème, et en évitant des accidents sérieux. Lorsqu’on ne peut pas éviter un accident, on reste calme, et parfois, comme l’a dit l’évêque au sujet de Sœur McMillan, on « prend le train pour le paradis ».

Reno, NV – wmclean@atu.org

—Suite à la page 19

JANIS M. BORCHARDT

Madison, WI – jborchardt@atu.org

PAUL BOWEN

Canton, MI – pbowen@atu.org

LAWRENCE J. HANLEY

Staten Island, NY – lhanley@atu.org

KENNETH R. KIRK

Lancaster, TX – kkirk@atu.org

GARY RAUEN

Clayton, NC – grauen@atu.org

MARCELLUS BARNES

Flossmore, IL – mbarnes@atu.org

International Representatives RAY RIVERA Lilburn, GA– rrivera@atu.org

YVETTE SALAZAR

Thornton, CO – ysalazar@atu.org

ANTHONY WITHINGTON

Sebastopol, CA – awithington@atu.org

GARY JOHNSON, SR.

Cleveland, OH – gjohnson@atu.org

Canadian Council ROBIN G. WEST

Canadian Director 61 International Boulevard, Suite 210 Rexdale, ON M9W 6K4 director@atucanada.ca

UN MENSAJE DEL PRESIDENTE INTERNACIONAL POR WARREN S. GEORGE JEANICE MCMILLAN: UN VERDADERO HÉROE DE ATU Era un agradable lunes de tarde, con temperaturas a mediados de los 80 grados. El Congreso estaba examinando la propuesta del Presidente Obama sobre transporte rielero de alta velocidad, y la candidata para la Corte Suprema de Justicia, Sonia Sotomayor, estaba visitando las oficinas de los diferentes Senadores. La temporada escolar estaba en receso, y la gente había comenzado a tomar vacaciones, haciendo por lo tanto que la hora normal de congestión del tráfico era mucho más leve que normalmente. Pero ese día lunes resultó ser algo completamente fuera de lo típico. Alrededor de las 5:00 PM, un tren del sistema Metro en dirección al sur estaba detenido en la Línea Roja esperando el permiso para avanzar hacia la estación Fort Totten, casi adentro de la zona limítrofe con el Distrito de Columbia. Viajando en dirección sur desde Maryland había otro tren de la Línea Roja que también hubiera tenido que esperar su turno detrás del primer tren. Pero el segundo tren no se detuvo. El segundo tren se estrelló estrepitosamente contra la parte posterior del primer tren, aplastando la mitad delantera del primer vagón del segundo tren y causando la muerte de nueve pasajeros en el mismo. Más de 80 otros pasajeros resultaron heridos en el más mortífero accidente ocurrido en los 33 años de historia del Metro. El operador del tren en movimiento, Jeanice McMillan, 689 – Washington, D.C. fue uno de los que fallecieron en el accidente. La especulación inicial – reportada repetidamente por los medios de comunicación – fue que la Hermana McMillan había sido responsable por el accidente. ¿Estaba ella enviando un mensaje texto a la misma vez que operaba el tren? ¿Estaba ella sufriendo de un impedimento? “Ella era una novata – ¿sabía ella lo que estaba haciendo?” Fue algo injusto – y totalmente infundado. El Presidente de la Unión Local ATU 689, Jackie Jeter, respondió inmediatamente a esas disimuladas imputaciones, solicitando del público que no se apresuraran en llegar a un juicio prematuro. Héroe del Metro La investigación preliminar, hasta el presente, ha fallado en determinar cualquier error por parte de la operadora del tren. Pero si ha revelado una falla tecnológica – el mal funcionamiento de un sensor de circuito de línea férrea. Es ahora que se estima que debido al defectuoso circuito, el tren no redujo su velocidad y se detuvo automáticamente, según se supone que ocurriera, mucho antes de alcanzar al primer tren. La investigación también ha mostrado que tan pronto como ella notó al tren parado en su camino, la Hermana McMillan apretó el botón (el champiñón) que activó el sistema de frenos de emergencia. De frente a una inevitable muerte, ella se mantuvo firme en la cabina del operador y redujo la velocidad del tren en tanto como fue posible, reduciendo el impacto del choque y así salvando muchas vidas. Yo estuve presente en el velorio de la Hermana McMillan el 26 de junio en su iglesia en la sección sudoeste de Washington. Sus hermanos y hermanas de la Unión Local 689, más de cien, llenaron los bancos delanteros de la iglesia.

—Continúa en la página 19

IN TRANSIT

www.atu.org

A MESSAGE FROM THE INTERNATIONAL PRESIDENT

Jeanice McMillan: A True ATU Hero

t was a pleasant Monday afternoon, June 22, with temperatures in the mid-80s. Congress was looking at President Obama’s high speed rail proposal, and Supreme Court nominee Sonia Sotomayor was making the rounds of Senate offices. School was out, and people were starting to take vacations making the rush hour lighter than usual - a fairly typical first day of summer in Washington. But Monday turned out to be anything but typical. Around 5:00 pm, a south-bound Metro train waited on the Red Line for clearance to enter the Fort Totten Station just inside the District. Traveling south from Maryland was a second Red Line train which would also have to wait behind the first. But the second train didn’t stop.

‘Jeanice McMillan

The second train crashed into the back of the first, crushing the front half of the second train’s lead car and killing nine passengers in it. More than 80 others were injured in the deadliest accident in Metro’s 33-year history.

Who Made The

The operator of the moving train, Jeanice McMillan, 689-Washington, DC, was one of those killed in the accident. Initial speculation – reported repeatedly by the media – was that Sister McMillan must have been at fault.

Is A True ATU Hero

Ultimate Sacrifice For Her Passengers.’

“Was she texting while driving?” “Was she impaired?” “She was a rookie – did she know what she was doing?” It was unfair – and totally unfounded. ATU Local 689 President Jackie Jeter responded immediately to these veiled allegations, asking the public not to rush to judgment.

‘A DIFFERENT KIND OF PERSON’ The preliminary investigation has thus far failed to find any operator error. But it has revealed a technological failure – a track circuit sensor malfunction. It is now thought that due to the faulty circuit, the train did not slow down and stop automatically as it was supposed to, well before it reached the first train. The investigation has also shown that as soon as she saw the stopped train, Sister McMillan pressed the button (the “mushroom”) that activated the emergency braking system. Facing certain death, she stayed in the driver’s cab and slowed the train as much as possible, reducing the impact and saving lives. I attended the memorial service for Sister McMillan on June 26 at her church in Southeast Washington. Her brothers and sisters from Local 689, nearly 100 strong, filled the front pews. Metro General Manager John Catoe praised Sister McMillan as a hero who saved lives. Bishop Glen A. Staples said, “You’ve got to be a different kind of person to look at death head-on and say, ‘I’m going to save as many as I can.’ We have a debt of gratitude for what she has done for the city.”

—Continued on to page 10

www.atu.org

JULY / AUGUST 2009

july/august

2009 Vol. 118, No. 4

w w w . a t u . o r g

Contents 2

International Officers & General Executive Board

International President’s Message in French & Spanish

International President’s Message Jeanice McMillan: A True ATU Hero

Magazine Index

International Executive Vice President’s Message Let Me Introduce Myself

International SecretaryTreasurer’s Message Reform U.S. Health Care Now

News From The Front Lines: Why We Need The Employee Free Choice Act

Legislative Report Nearly $700 Million Made Available for Operating Assistance

Jeanice McMillan: A True ATU Hero

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10 ATU Overwhelmingly Supports the Employee Free Choice Act 11 Canadian Agenda Toronto Makes Largest Streetcar Purchase Ever 12 ATU Properties Receive Over $1.2 Billion In ARRA Funds - So Far 15 Oregon Unionist, DEQ Official, Works To Reduce Dirty Diesel 17 NTSB Issues Urgent Light Rail Safety Warning 18 Government of Canada Mandates Federal Transit Work-Rest Rules 19 Health Care Refrom Menagerie

A Message from the International President

Legislative Report Nearly $700 Million Made Available for Operating Assistance

Canadian Agenda Toronto Makes Largest Streetcar Purchase Ever

ATU Properties Receive Over $1.2 Billion in ARRA funds – So Far

NTSB Issues Urgent Light Rail Safety Warning

20 Know Your Rights: Wage Garnishment Protections in the U.S. 21 Arbitration Decision 21 ATU Training and Events 22 In Memoriam 23 Save The Date: ATU/MS Research Funds 24th Annual Golf Tournament 24 ATU Activist: Ricky Romero - ATU Local 1001, Denver, CO

IN TRANSIT

Subscription: USA and Canada, $5 a year. Single copy: 50 cents. All others: $10 a year. Published bimonthly by the Amalgamated Transit Union, Editor: Shawn Perry, Designer: Paul A. Fitzgerald. Editorial Office: 5025 Wisconsin Ave., NW, Washington, DC 20016-4139. Tel: 1-202-537-1645. Please send all requests for address changes to the ATU Registry Dept. ISSN: 0019-3291, USPS: 260-280. PUBLICATIONS MAIL AGREEMENT NO. 40033361. RETURN UNDELIVERABLE CANADIAN ADDRESSES TO: B&M Mailing Service Limited, 35 Van Kirk Drive, Unit 15, Brampton, Ontario L7A 1A5, E-MAIL-BMCOMM@PATHCOM.COM The objects of this International Union shall be to organize Local Unions; to place our occupation upon a higher plane of intelligence, efficiency and skill; to encourage the formation in Local Unions of sick and funeral benefit funds in order that we may properly care for our sick and bury our dead; to encourage the organization of cooperative credit unions in the Local Unions; to establish schools of instruction for imparting a practical knowledge of modern and improved methods and systems of transportation and trade matters generally; to encourage the settlement of all disputes between employees and employers by arbitration; to secure employment and adequate pay for our work, including vacations with pay and old age pensions; to reduce the hours of labor and by all legal and proper means to elevate our moral, intellectual and social condition. To engage in such legislative, political, educational, cultural, social, and welfare activities as will further the interests and welfare of the membership of the Organization. To seek the improvement of social and economic conditions in the United States and Canada and to promote the interests of labor everywhere.

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A MESSAGE FROM THE INTERNATIONAL EXECUTIVE VICE PRESIDENT

Let me introduce myself

y name is Ron Heintzman and I have been appointed by International President Warren George, and approved by the General Executive Board, to serve as international executive vice president upon the retirement of Mike Siano effective August 1. I am excited about my new assignment, and looking forward to working for all members of this great Union. I have served as international vice president since August 2002, residing outside Portland, OR. During my tenure as an IVP, I assisted locals and helped negotiate collective bargaining agreements in Washington, Oregon, Idaho, Montana, Colorado, Nevada and Texas.

FIVE TERMS AS LOCAL PRESIDENT Prior to service with the International, I served as the president of Local 757 in Portland. First elected president in 1988, I was elected to five consecutive terms until my IVP appointment in 2002. Thanks to the membership of Local 757 who realized the importance of organizing the unorganized, we were able to increase local union membership while I was president to over 5,000 active members with 23 collective bargaining agreements in Oregon and Southwest Washington. Needless to say, I spent a good portion of my time as president negotiating contracts in addition to administering the affairs of the local.

‘I Look Forward to Many More Years of Service to What I Believe is the Best Labor Union Representing Working Men and Women in the U.S. And Canada.’

A little bit about my life before the ATU: I grew up in South Dakota and moved to Seattle, WA, with my parents during my sophomore year in high school. After graduation, I attended Washington State University (WSU) and received a Bachelor of Science Degree in Police Science and Administration in 1975. I was also a member of the Army Reserve Officer Training Corps (ROTC) at WSU and was commissioned a second lieutenant upon graduation. I entered active duty and served two years with the 545th Military Police Company, First Calvary Division, Fort Hood, TX.

NEVER SAY NEVER I remained in the Army Reserve for many years after leaving active duty. When I left Fort Hood, on September 13, 1977, I vowed never to return to that godforsaken place again. Ironically, during Operation Desert Shield, the prelude to Desert Storm, I was ordered back to active military duty and you will never guess where I was sent. I arrived at Fort Hood on September 13, 1990, where I backfilled for soldiers who were deploying to Kuwait. It was thirteen years to the date later, and a good lesson on why one should “never say never.” After my initial active duty military service in 1977, I went to work for the Oregon Liquor Control Commission as an enforcement officer and during that time attended night school at the University of Portland where I earned a Master of Science degree in Criminal Justice in 1982. That was also the same year I was hired as a transit police officer for the Tri-County Metropolitan Transportation District of Oregon (TriMet) and became a member of Local 757. I first ran for and was elected president in 1988, and the rest is history.

—Continued on to page 14

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JULY / AUGUST 2009

A MESSAGE FROM THE INTERNATIONAL SECRETARY-TREASURER

Reform US Health Care Now

s this issue of In Transit goes to press, Congress is debating legislation to reform the U.S. health care system.

‘The ATU is Committed to Ensuring That All Americans Have Access To Comprehensive, Quality, and Affordable Health Care.’

The proposals for reform vary widely and it is unclear, at the time of this writing, what the final bill will look like. One thing is clear, however – reform is needed now! Health care coverage is shrinking as premiums are skyrocketing: Health insurers have resorted to saving money by limiting benefits, using maneuvers such as imposing sharply higher copayments on expensive drugs needed to treat life-saving diseases. • In the last nine years, the cost of health insurance has risen 120 percent while wages grew only 29 percent. • Health insurance premiums have risen so high that experts forecast 52 million Americans will be uninsured next year. •

ATU and members of other unions are increasingly being forced to either accept cuts in their benefits, increases in their contributions, or cuts in pay in order to maintain existing benefits. Our economy simply can not sustain the current situation.

COMPREHENSIVE COVERAGE The ATU and other unions are committed to ensuring that all Americans have access to comprehensive, quality, and affordable health care. Workers with health care coverage should have the option to keep their private insurance plan or join a new public plan. A strong public plan option, similar to Medicare, will provide a guaranteed backup for all Americans and will provide competition to private providers, forcing them to make coverage more affordable. Regardless of whether you choose a public or private plan, you should be guaranteed benefits that meet your needs, including preventive and chronic care. You should be able to choose your own doctors and out-of-pocket costs should be based on your ability to pay. Finally, reform can not be paid for on the back of America’s middle class workers who are already struggling to make ends meet in this difficult economy. Proposals, such as those to eliminate the tax exclusion for health care benefits, would place a tremendous burden on the very people that reform is meant to help. As Congress continues to wrestle with these difficult issues, rest assured that the ATU is working to ensure that your needs are met.

IN TRANSIT

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N E W S

F R O M

T H E

FRONT LINES Why We Need the Employee Free Choice Act A

TU continues to organize and fight for the rights of transit workers. Unfortunately, it’s always a challenge given the anti-worker bias that has taken hold of labor law enforcement. No one should have any doubt about the need to pass the Employee Free Choice Act after reading the statistics below:

34% 63% 54% 57% 47% 75% 30% 21% 41% $0 46% 52%

34% of employers fire workers who try to form unions. 63% of employers interrogate workers in mandatory one-onone meetings with their supervisors about support for a union. 54% of employers threaten workers in mandatory one-on-one meetings with their supervisors about support for a union. 57% of employers threaten to close the worksite when workers try to form a union. 47% of employers threaten to cut wages and benefits when workers try to form a union. 75% of employers facing a union organizing drive hire antiunion consultants. 30% of employers provide assistance to an employee anti-union committee. 21% of employers bring police into the workplace (even though no arrests were made in the campaigns surveyed). In 41% of campaigns with a majority of recent immigrants, employers threaten to call U.S. Immigration and Customs Enforcement (ICE). $0.00 is the amount the NLRB can fine an employer for willfully bribing, threatening, assaulting, or firing pro-union employees. In 46% of NLRB-supervised union elections, workers report employer lawlessness both before and during the election. One year after a successful election, 52% of newly formed unions have no collective bargaining agreement. Two years after an election, 37% of newly formed unions still have no contract.

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Since 2003, more than half a million Americans formed unions through majority sign-up.

30% 36%

Workers in unions earn 30% higher wages than those without unions.

180 79% 23% 46% 59% 1 5.5

In 2007, the average pay for CEOs was more than 180 times average worker pay.

Four out of 10 - In the current company-dominated system, workers who ask for a union election don’t get a chance to vote in four out of 10 cases.

36% of workers who vote against union representation explain that their vote was a response to employer pressure according to a survey of 400 NLRB election campaigns in 1998 and 1999.

79% of workers agreed that workers are “very” or “somewhat” likely to be fired for trying to organize a union. 23% of workers in majority sign-up campaigns report management coercion to oppose the union. 46% of workers in NLRB elections are likely to report management coercion to oppose the union. Union workers in the U.S. are 59% more likely to have employerprovided health insurance. 1 in 20 or 4.6%, reported feeling pressured by a union organizer to sign a card during a majority sign-up campaign. 5.5 years is the median time it takes the NLRB to resolve its “highest priority” unfair labor practice cases resulting in back pay awards.

JULY / AUGUST 2009

— LEGISLATIVE REPORT —

Nearly $700 Million Made Available for Operating Assistance

‘Having the money to buy new buses won’t get you very far if there aren’t bus drivers to operate them.’

Sen. Christopher J. Dodd | D-CT

resident Obama on June 24 signed a bill that includes a provision allowing public transit agencies to use up to 10 percent of their American Recovery and Reinvestment Act (ARRA) formula funds to cover public transportation operating costs. Record high gas prices in 2008 caused millions of people to try public transportation, and despite the recent drop in the price of oil, many

transit systems continue to report capacity issues. Ridership is at a 50year high. Yet, ironically, at a time when Americans are leaving their cars at home like never before, public transportation systems are being forced to implement painful service cuts and fare increases because of shortages in state and local revenues. While the ARRA (also known as the “economic stimulus bill”) did include nearly $8.4 billion for transit, funding was only available for capital projects, like buses, rail cars and other equipment. Facing an unprecedented level of layoffs across the country, ATU supported the overall funding for transit in ARRA but also called upon Congress to allow a portion of the funds to be used for operating assistance. Unfortunately, the bill was passed in February without the operating assistance provision.

CONTROVERSIAL ISSUE Transit operating assistance is a controversial issue, and passage of the “10 percent” amendment as part of an unrelated bill in June would not have been possible without the leadership of Senator Chris Dodd, D-CT, chair of the Senate Committee on Banking, Housing, and Urban Affairs. Dodd championed the measure to give transit agencies greater spending flexibility. Dodd hopes that the bill will help agencies prevent fare increases, avoid lay-offs, furloughs and significant cuts to their transit service, and meet the immediate needs for job preservation and economic recovery. “Having the money to buy new buses won’t get you very far if there aren’t bus drivers to operate them,” said Dodd. “Many transit agencies, including Connecticut’s, are strapped for cash in these tough economic times. Giving them some flexibility in how they spend their Recovery Act funds will give them some breathing room in their budget and help them stave off fare increases.” “Transit workers and riders are extremely grateful to Senator Dodd for recognizing the dire circumstances facing U.S. transit systems,”

IN TRANSIT

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said ATU International President Warren S. George. “Thanks to his leadership, some of our members may now be brought back to work, and transit can play a larger role in our overall economic recovery.”

HISTORIC TRANSIT LEGISLATION INTRODUCED IN HOUSE On June 18, U.S. House Transportation and Infrastructure Committee leadership introduced the bi-partisan Surface Transportation Authorization Act of 2009 (STAA), groundbreaking legislation that would increase public transportation funding by more than 90 percent over the next six years. STAA recommends a $450 billion investment in surface transportation programs, including $99.8 billion for public transportation programs. The bill recommends an additional $50 billion to support President Obama’s vision for the creation of a high speed rail network in the United States.

is desperately trying to reduce its dependence on foreign oil. The ATU is continuing to work with Congress to improve this provision in an effort to provide transit systems with local control of their federal transit funds. This would allow transit systems to preserve critical service and hold down fares during tough economic times so that working families may be offered quality, affordable public transportation.

OUTLOOK CLOUDY Current federal transit law expires September 30. When the last bill expired in 2003, it was extended 11 times over a two-year period before Congress came to an agreement on a long-term bill. House Transportation and Infrastructure Committee Chair James L. Oberstar, D-MN, wants to avoid short-term extensions this time, and says he will move STAA through his committee by the end of July. Even, if he does, the bill will likely stall at that point.

In an effort to simplify the federal transit program, STAA would consolidate several existing sections of law. Many elements of ATU’s surface transportation reauthorization proposal are included in the committee’s package, including the Transportation Job Corps Act, ATU-drafted legislation which would begin to address workforce development issues within the transit industry.

OPERATING ASSISTANCE PROVISIONS One critical issue for ATU members is transit operating assistance. Under current law, only small communities may use their federal transit funds for operations (wages, etc.). STAA would provide new operating assistance to transit systems of all sizes by making a portion of formula funds available, although not at the level proposed in ATUdrafted legislation (H.R. 2746) that was introduced by Representative Russ Carnahan, D-MO, several weeks ago. The Carnahan bill would allow all transit systems, regardless of size, to use at least 30 percent of formula funds for operating assistance. In addition, the bill would encourage state and local governments to invest in transit through a unique incentive program. However, the compromise language in STAA would cap the use of formula funds for the nation’s largest transit systems at five percent. Mid-size systems could use 10 percent of their formula funds for operations, while smaller transit agencies could use 20 percent. Areas under 200,000 in population would continue to be able to use an unlimited amount of their funds for operations. In order to qualify for federal operating funds, however, most transit systems would first have to prove that state and local governments are contributing to their systems. While similar to the Carnahan bill, STAA would not provide as much flexibility or offer the same level of incentives for state and local investment in transit. The inclusion of any operating assistance language is a huge victory for transit labor and a recognition by Congress that federal resources are needed to help transit systems survive in these changing times when the price of fuel swings wildly and the U.S.

www.atu.org

The House Ways and Means Committee, which is responsible for financing the legislation, has not agreed to put the bill on its agenda. Most importantly, Secretary of Transportation Ray LaHood has announced that President Obama wants the transportation bill postponed for 18 months so that Congress may take on other pressing matters, including climate change, health care, and the nomination of a Supreme Court Justice. Key committee leadership in the U.S. Senate has sided with the president, saying that extra time is needed to find a suitable revenue source and develop new policies for the bill. Therefore, although the introduction of STAA is a significant step in the reauthorization process, it is a very early step, and the bill is a long way from becoming law. Note: ATU local presidents and business agents throughout the U.S. have been sent information about ARRA funding for their individual properties. To find out how much your system may use for operating assistance, please visit our website at www.atu.org or contact the ATU Legislative Department at (202) 537-1645.

JULY / AUGUST 2009

Jeanice McMillan: A True ATU Hero, Continued from page 3

‘RIDE THAT TRAIN TO HEAVEN’ Our members are professionals who save lives everyday by keeping a watchful eye, by dealing with problem passengers and by preventing serious accidents. When we cannot prevent an accident, we stay calm and, sometimes, as the bishop said about Sister McMillan, we “ride that train to heaven.”

the U.S. and Canada to upgrade and the replace the antiquated equipment which can cause terrible accidents. And, we can resolve to challenge the rush to blame transit operators for any transit accident which may occur. This may be the lasting legacy of Jeanice McMillan, a true ATU hero who made the ultimate sacrifice for the sake of her passengers.

That’s why it is so unfair when people blame operators first – particularly when they are not there to defend themselves. If any good can come out of this tragedy, it is that it has increased awareness that we must provide the funding for transit systems all over

ATU Overwhelmingly Supports the Employee Free Choice Act

TU locals across the United States demonstrated overwhelming support for the Employee Free Choice Act by sending donations to the International to support the “Turn Around America Media Fund.” By action of the ATU General Executive Board, the International matched the local contributions dollar for dollar until the end of May. Many of the donations were in the amount of $2.50 per member. As you can see from the list below, the support came from all over the United States. By the end of May, the ATU contributed over $287,000 to the Media Fund at the AFL-CIO. On behalf of the entire labor movement, we thank our locals for their generous support:

Local 85-Pittsburgh, PA

Local 713-Memphis, TN

Local 1091-Austin, TX

Local 1493-Roanoke, VA

Local 103-Wheeling, WV

Local 726-Staten Island, NY

Local 1093-Kalamazoo, MI

Local 1548-Plymouth, MA

Local 164-Wilkes Barre, PA

Local 732-Atlanta, GA

Local 1145-Binghamton, NY

Local 1555-Oakland, CA

Local 174-Fall River, MA

Local 752-Bloomington, IL

Local 1177-Norfolk, VA

Local 1564-Detroit, MI

Local 256-Sacramento, CA

Local 757-Portland, OR

Local 1179-Jamaica, NY

Local 1576-Everett, WA

Local 265-San Jose, CA

Local 779-Sioux City, IA

Local 1220-Richmond, VA

Local 1577-West Palm Beach, FL

Local 272-Youngstown, OH

Local 801-Altoona, PA

Local 1225-San Francisco, CA

Local 1593-Tampa, FL

Local 308-Chicago, IL

Local 857-Green Bay, WI

Local 1256-El Paso, TX

Local 1596-Orlando, FL

Local 398-Boise, ID

Local 859-Decatur, IL

Local 1267-Ft. Lauderdale, FL

Local 1605-Concord, CA

Local 416-Peoria, IL

Local 996-South Bend, IN

Local 1277-Los Angeles, CA

Local 1607-Derby, CT

Local 441-Des Moines, IA

Local 1005-Minneapolis, MN

Local 1279-Johnstown, PA

Local 1625-Buffalo, NY

Local 519-LaCrosse, WI

Local 1015-Spokane, WA

Local 1300-Baltimore, MD

Local 1637-Las Vegas, NV

Local 587-Seattle, WA

Local 1028-Des Plaines, IL

Local 1321-Albany, NY

Local 1700-New York, NY

Local 589-Boston, MA

Local 1031-Beaumont, TX

Local 1324-Savannah, GA

Local 1701-Sarasota, FL

Local 627-Cincinnati, OH

Local 1039-Lansing, MI

Local 1338-Dallas, TX

Local 1733-Vernon Hills, IL

Local 694-San Antonio, TX

Local 1056-Flushing, NY

Local 1360-Topeka, KS

Local 1742-Charleston, WV

Local 704-Little Rock, AR

Local 1064-Terre Haute, IA

Local 1464-Tampa, FL

California Conference Board

IN TRANSIT

www.atu.org

Canadian Agenda TORONTO MAKES LARGEST STREETCAR PURCHASE EVER

he Toronto Transit Commission (TTC) and Bombardier Transportation Canada Inc., signed a contract on June 30, for the manufacture and purchase of 204 new low-floor streetcars. The $851 million CDN contract is said to be the largest order for streetcars in history. All of the costs relating to the streetcars will amount to $1.2 billion. The purchase became a source of controversy immediately after the announcement that the city planned to buy the new transit vehicles on June 18. Ontario Premier Dalton McGuinty and Toronto Mayor David Miller announced that the City of Toronto, the Province of Ontario, and the federal government in Ottawa would each provide roughly one-third of the cost of the project. The money from the federal government, they said, would come out of the stimulus funds recently appropriated by Ottawa.

The controversy continued over the next two weeks with Miller persisting and Baird resisting. Toronto finally accepted that Baird’s decision was final when it was reported that he blurted out an unusually strong expletive after being approached one time too many on the subject. Subsequently, Toronto found the remaining third of the money needed to fund the streetcars on June 26. “This purchase will allow the TTC to replace its aging streetcar fleet with modern light rail vehicles that can carry more riders,” said Mayor Miller. “This is a made-in-Ontario solution that will generate thousands of desperately needed manufacturing jobs, provide a huge infusion into the economy and generate millions in tax revenues to the provincial and federal governments.”

There was only one problem: no one told Canadian Transport Minister John Baird who very publicly stated that he didn’t think that the project qualified for stimulus funding. Baird wrote Miller, explaining, “The project that your officials tried to submit clearly did not meet the criteria and so could not be submitted.”

DELIVERY

Indeed, all stimulus projects must be completed by March 31, 2011, and the money must be spent building infrastructure in the municipality where the application is granted. Because, “the streetcars Toronto intends to purchase “will not even be delivered until late 2012, at the earliest and the project will not be complete until 2018,” Baird said they did not qualify.

The new streetcars will replace the current fleet of 248 streetcars which were purchased in the 1970s and ’80s. These vehicles now need to be replaced, as the aging fleets are nearing the end of their useful lives. They are not accessible, their reliability is steadily declining, and maintenance costs continue to rise.

Also, the streetcars would not be built in Toronto, which meant that the stimulus funds would go to “re-tooling a Bombardier plant in Thunder Bay,” Baird said. “This fund was created to build public infrastructure, not modernize factories,” he insisted.

The delivery plan for the 204 new streetcars calls for a prototype vehicle to be delivered to the TTC in 2011. Passenger service will begin in 2012. And all 204 cars will be delivered by 2018.

The new streetcars will be low-floor, quieter, and be able to carry almost twice as many people as the current streetcars. Bombardier says that the contract represents the largest order ever for light rail vehicles worldwide.

‘STEP-LESS INTERIOR’ Bombardier says that the new vehicles are “based on ‘Flexibility’ 100% low-floor, light rail technology modified to TTC specifications and the special requirements of Toronto’s streetcar network. The fivemodule, uni-directional vehicles with all-wheel drive are more than 28 meters long and 2.54 meters wide. The new vehicles will feature a stepless interior allowing easy access at street level; a car capacity for more than 240 passengers; increased heating and air conditioning capacity; enhanced accessibility, locations for bicycles, wheelchairs and strollers; more efficient passenger boarding and exiting; improved communications features; and a regenerative braking system that feeds power back into the TTC network.”

www.atu.org

JULY / AUGUST 2009

ATU Properties Receive Over $1.2 Billion in ARRA Funds – So Far T

ransit agencies with ATU-represented employees have received over $1.2 billion in American Recovery and Reinvestment Act (ARRA) stimulus funding as of June 25. Not counted in this figure are grants given to states which will use the funds for both ATU and nonATU transit properties, and money still in the federal pipeline. The capital funding will go a long way toward revitalizing our transit infrastructure which has needed a boost for a long time. And now that Congress has passed legislation allowing 10 percent of ARRA funds to be used for operating expenses – jobs and service which would have been cut will be saved. WEDNESDAY, JUNE 10, 2009

CA: $225.1 Million - Los Angeles County Metropolitan Transportation Authority (ARRA Grant) Local 1277

This grant provides funds for Metro Rail and Metro Bus facilities and equipment upgrades, including the replacement of approximately ninety 45-foot buses and fifty 32-foot buses, and the overhaul of approximately 400 buses over five years old under the Bus Overhaul Program. Other activities being funded include staircase widening for emergency egress and improved pedestrian access at the 7th/Metro Red Line Station in Downtown Los Angeles, replacing fiber optic equipment for the rail system, replacing Metro Blue Line traction power substations, and modifications of CNG fueling facilities.

The infusion of support bears testament to the effectiveness of taking part in the political process as so many ATU members did in the last election, and the importance of belonging to a strong and active union such as the ATU. The Union fought for the transit stimulus funding which is already finding its way to transit agencies which employ ATU members. What follows is a partial list of the stimulus funding which will benefit transit agencies where our ATU members work. More will be forthcoming:

CA: $3.0 Million - San Joaquin Regional Rail Commission (ARRA Grant) Local 1225

Provides funds for SJRRC to complete an overhaul of the prime mover, replace head-end power generator sets, upgrade microprocessors, rebuild electrical systems, air compressors and related repairs to their four locomotives.

CA: $7.7 Million - Monterey-Salinas Transit (ARRA Grant) Local 276

Provides funds to for the final installment of $5.6 million for a bus fleet replacement and purchase program of approximately 40 buses and six trolleys. Also funds in the amount of $500,000 will be used for the purchase of new fare boxes, replacing outdated equipment with new “smart card” and associated fare recovery equipment. The balance of $1.6 million will be used for preventive maintenance.

CA: $1 Million - Los Angeles County Metropolitan Transportation Authority (ARRA Grant)

CA: $4.3 Million - Central Contra Costa Transit Authority (ARRA Grant)

Local 1277

Local 1605

Provides funding for enhancements such as public art, signage and way-finding improvements for up to 19 bus stations or stops along Harbor and El Monte transitways and local bus stop areas in downtown Los Angeles.

This grant will be used for scheduled maintenance work and repairs of fixed route buses. Funds for these repairs will keep mechanics and operators on the job and delay service cuts that might otherwise result from lack of funding.

CA: $7.9 Million - San Mateo County Transit District (ARRA Grant)

CA: $3.1 Million - San Joaquin Regional Rail Commission (ARRA Grant)

Local 1574

Local 1225

Provides funds for the replacement of San Mateo County’s aging bus fleet with as many as ninety-one 40-foot, forty 35-foot, and one 30-foot buses. Funds will also be used for preventive maintenance and an ADA paratransit operating subsidy that will help ensure that SamTrans can continue to operate without requiring significant cuts in service despite large reductions in state funding.

IN TRANSIT

Funds will be used to construct new track and upgrade the railbed.

CA: $7.6 Million: City of Vallejo (ARRA Grant) Local 1225

The city will use the funds to replace a ferry engine, to renovate and repair the ferry terminal building on Mare Island and the bus maintenance facility in Vallejo, and perform preventive maintenance on vehicles.

www.atu.org

CO: $18.6 Million - Denver Regional Transportation District (ARRA Grant)

MA: $3.9 Million - Brockton Area Transit Authority (ARRA Grant)

Local 192

Local 1547

Provides funds for the design and construction of Denver Union Station (DUS), which will be the future hub for many transportation modes in the Denver metro area. RTD will implement the transit elements as part of the overall redevelopment of the station. The East, North Metro, Northwest Rail Gold Line, and CPV spur rail lines will all join at DUS as well as the US 36 Bus Rapid Transit corridor and many other bus lines will connect at the station.

CO: $2.4 Million - City of Pueblo (ARRA Grant) Local 662

Provides funds to purchase a 35-foot hybrid bus, a 35-foot low-floor bus, and two 40-foot low-floor buses, one support vehicle and five paratransit vans to replace vehicles that have met their useful lives. Additionally the city will be purchasing automated voice enunciation system to call out stops on fixed route buses.

CT: $2.8 Million - Greater Bridgeport Transit Authority (ARRA Grant) Local 1336

Funds will be used to replace 40 fixed-route bus engines, at a cost of $70,000 each, including installation.

DC: $17.7 Million - Washington Metropolitan Area Transit Authority (ARRA Grant) Local 689

Grant will be used to implement a track pad/shock absorber rehabilitation program, purchase and install emergency tunnel carts and storage cabinets; expand WMATAs chemical sensor detection system; upgrade fare machines; build a new Metro Sales Center; and purchase four prime movers to be utilized as work trains.

IL: $240.2 Million - Chicago Transit Authority (ARRA Grant) Locals 241 & 308

These grants from two separate FTA programs in the amounts of $191.3 million and $48.9 million will fund bus purchases, preventive maintenance, subway rehabilitation, and the renovation of rail stations and support facilities. CTA plans to replace as many as 58 60-foot hybrid diesel-electric buses; replace aging and deteriorating components of the Blue Line Dearborn Subway in central Chicago and to renovate bus, rail, and support facilities throughout the CTA system. CTA also plans to renovate rail transit stations, including Cermak-Chinatown and Logan Square.

IN: $16.1 Million - Indianapolis Public Transportation Corporation (ARRA Grant) Local 1070

Funds will be used to purchase 14 replacement buses, perform preventive maintenance, and make security and transit enhancements that will expand the successful on-board bus camera project and improve access to transit for pedestrians and bicyclists.

IN: $3.7 Million - South Bend Public Transportation Corporation (ARRA Grant) Local 996

Funds will be used to build a new transit center serving the communities of South Bend and Misawaka. The center will house transit administration, maintenance, and operations.

KY: $5.5 Million - Transit Authority of the Lexington-Fayette Urban County Government (ARRA Grant) Local 639

A total of $1.9 million will be used to purchase one clean diesel and two hybrid-fuel buses, and one cutaway vehicle. The hybrid buses will be the first step in making the system’s fleet “green.” In addition, the authority will use $1.5 million of the grant to acquire and install an automatic vehicle location/GPS system. The remainder of the funds will be used for automated fare boxes, bus stop improvements, and new security and communications equipment.

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Will enable the purchase one 30-foot and five 35-foot buses, maintenance equipment, a new vehicle locator system, and surveillance equipment. The funds will also allow preventive vehicle maintenance and minor repairs to the BAT Intermodal Center.

MA: $16.3 Million - Pioneer Valley Transit Authority (ARRA Grant) Local 448

This grant will fund replacement of thirteen 40-foot buses, sixteen 35-foot buses, and 18 paratransit vans. The grant will also fund purchase of 10 solar panels for bus shelters and 45 bus-mounted bicycle racks, as well as mobile surveillance transit security equipment. Additionally, the grant will fund improvements to PVTA transit facilities in Springfield and Amherst, MA, and purchase of transit-related tools and equipment.

NV: $33.7 Million - Southern Nevada Regional Transportation Commission (ARRA) Local 1637

Funds will be used for the construction of three projects: the Boulder Highway Bus Rapid Transit, the Centennial Hills Transit Center and parkand-ride lot, and the Central City Terminal.

OH: $8.5 Million - Toledo Area Regional Transit Authority (ARRA Grant) Local 697

Funds will purchase fifteen buses longer than 35 feet, ten buses shorter than 30 feet, eleven paratransit vehicles, and six support vehicles for the TARPS fleet, as well a bus stop/boarding announcement system to enhance access for Persons with Disabilities, as well as preventive maintenance.

PA: $4.3 Million - Berks Area Reading Transportation Authority (ARRA Grant) Local 1345

Funds will be used to purchase four additional 40-foot hybrid-electric buses to expand fixed-route service throughout BARTA’s system, and replace six paratransit buses. Furthermore, this grant will finance the purchase of safety and security cameras for transit vehicles that do not currently have this equipment; spare bus components for the maintenance of BARTA’s fleet, and electronic real-time passenger bus location information signage and other improvements at BARTA`s Intermodal Transportation Complex.

PA: $1.5 Million - Mid Mon Valley Transit Authority (ARRA Grant) Local 1743

Funds will be used for the renovation and construction of the Donora Intermodal Transit Facility. Donora has been designated as a distressed borough, and this project supports borough revitalization efforts. Phase one of this project will fund the construction of an 11,000 square-foot maintenance garage. Phase two, to be financed with future funding, includes a facility with bike racks, bus shelters, waiting areas, parking areas, ticketing and information counters, and connections with other regional operators.

SC: $6.5 Million - Charleston Area Regional Transportation Authority (ARRA Grant) Local 610

Funds will be used to replace nine buses, for facilities renovation, and for and transit enhancements, including bus shelter construction at 25 locations, and passenger information systems that will display specific schedule information at bus stops.

TN: $1.1 Million - Jackson Transit Authority (ARRA Grant) Local 1285

This grant will fund facility construction and replacement vehicles. The facility construction funding is for the administrative portion of the Jackson Transit Authority’s administration-operations-maintenance facility project. The grant will also fund the purchase of one fixed-route and two paratransit buses.

JULY / AUGUST 2009

TN: $17.8 million - Memphis Area Transit Authority (ARRA Grant)

MA: $12.4 Million - Worcester Regional Transit Authority (ARRA Grant)

Local 713

Local 22

Will fund the replacement of nine 29-foot paratransit buses; twentyone 40-foot and five 35-foot fixed-route buses; and new transit technology, including communications equipment, vehicle locator equipment, passenger counters, stop annunciators, and security cameras.

TN: $4.7 million - Chattanooga Area Regional Transportation Authority (ARRA Grant) Local 1212

Funds will be used for the refurbishing of CARTA’s Incline Railway, which provides passengers with a scenic ride up the side of Lookout Mountain.

WEDNESDAY, MAY 20, 2009

Funds will be used to replace 28 buses and vans—four of which will be hybrids—replace four bus shelters, install state-of-the-art transit technology, and pay for architectural and engineering design work on a proposed bus transfer station at Union Station in Worcester.

PA: $3.1 Million - Luzerne County Transportation Authority (ARRA Grant) Local 164

The funds will buy five hybrid electric buses and bike racks, which will cut down on pollutions and provide commuters with alternatives to driving. The funds will also provide for enhanced security and communications.

WA: $70.9 Million - King County Department of Transportation (ARRA Grant)

CA: $48.3 Million - San Francisco Bay Area Rapid Transit District (ARRA Grant)

Local 587

Local 192

WA $2.7 Million - Ben Franklin Transit, Richland (ARRA Grant)

Funds will be used to update transit vehicles with new carpeting and seat cushions, replace essential electrical service from PG&E to stations, construct a mainline crossover at Pleasant Hill, and replace the anodes and anode cables that prevent corrosion of the TransbayTube. The funds will also be used to construct a walkway at Balboa Park station with automatic fare collection equipment, lighting, security cameras and a new entrance plaza connected to ADA-accessible walkway to Ocean Avenue.

CT: $493,947 - Connecticut Department of Transportation (ARRA Grant) Local 425

Funds will be used to replace one 45-foot commuter express bus operating along the I-84 HOV lane between Vernon and Hartford. The bus, which will have 57 fully cushioned high back seats and two secured positions for wheelchairs, will be used for peak period express service connecting Hartford’s eastern suburbs and the City’s central business district.

CT: $1.5 Million - Norwalk Transit District (ARRA Grant) Local 443, 1336 & 1622

Funds will allow the city to proceed with plans to improve its downtown transit hub.Facility serves as the transfer point for all local NTD buses, as well as connecting service to Danbury, Stamford, Milford and Bridgeport. The total project is projected to cost $3.5 million, of which $2 million has already been awarded by the Federal Transit Administration.

Local 1599

Funds will be used to purchase 60 new hybrid buses to replace buses in their fleet that have met their useful life.

New security equipment is among the things that will be funded with this grant. Ben Franklin Transit has already completed much of the expansion of their base, including a new fueling site, additional parking and a new bus wash system.

WA: $1.3 Million - City of Seattle (ARRA Grant) Local 587

This grant will provide funding in the amount of $1.0 million for Seattle Monorail Train safety improvements and $314, 011 for preventive maintenance for South Lake Union Streetcar.

WA: $14.1 Million - Snohomish County Transit (ARRA Grant) Local 1576

Funds will be used to replace 22 buses and pay for preventive maintenance for the fleet. Seven of the buses to be purchased will be double-decker buses, and 15 will be 40-ft buses for use in the Seattle and Marysville areas.

WA: $2.3 Million - Intercity Transit, Olympia (ARRA Grant) Local 1765

Funds will be used to purchase as many as four hybrid-electric buses equipped with heavy-duty wheelchair ramps, which will make transit accessible to more commuters in the Olympia area.

Let Me Introduce Myself, Continued from page 5 People often ask me if I ever thought back in 1982 when I went to work for TriMet that I would eventually end up representing transit workers. Had someone told me that back then, I would have undoubtedly suspected them of being under the influence of something. Would I have wanted my career to turn out any other way? Absolutely not!

MOST REWARDING YEARS OF MY LIFE The past 21 years as an elected officer of the ATU have been the most rewarding time of my life, and I look forward to many more years of service to what I believe is the best labor union representing working men and women in the United States and Canada. I believe there can be no more honorable a profession.

IN TRANSIT

The move for my family from a small farm in Oregon to the Washington, DC area is not an easy one, but it is a move that is seen as important and necessary. My wife Linda, and daughters Elizabeth and Kate, are excited about the move and the change in their lives. Elizabeth is a student at Oregon State University and has been accepted as a transfer student at the University of Maryland beginning with the 2009 fall term. Kate will be a senior in high school and looks forward to a new school and new experience. Without their support and encouragement, this new assignment in my life would not have been possible. I look forward to working for and with all of you, the members of this great organization known as the Amalgamated Transit Union.

www.atu.org

oregon unionist, deq off icial, works to reduce dirty diesel’

all it “dirty diesel.” Diesel fuel is in the air we breathe. Its exhaust contains at least 40 toxic air contaminants, plus soot particles so small they bypass filters in the human body. And it’s everywhere in urban air. Some people breathe more diesel fuel than others. Millions of workers are exposed on the job to diesel exhaust – school, urban and over-theroad bus operators and bus maintenance workers, truckers, and loading dock workers, obviously, but also longshore, maritime, and railroad workers, firefighters, construction workers, and others who work near heavy equipment.

CLEAN BURNING FUEL “There’s a big push now for clean-burning fuel, so we’re trying to develop training for maintaining hybrid engines,” explains ATU Maintenance Training Coordinator John Remark. Hybrid engines use a four-cylinder diesel motor in combination with an electric battery to power their buses. One of Remark’s goals is to train mechanics who will service hybrid vehicles in-house, rather than having the buses serviced by the manufacturers under a warranty agreement.

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“There are some CNG (compressed natural gas) buses out there too,” Remark continued, “but it seems bus agencies are not ordering them as much as the hybrids.” Diesel buses, however, are still around. On July 6, the Chicago-area Pace system announced that it would be purchasing 58 new diesel buses with the $18 million stimulus it was provided by the federal government. Today’s diesel engines are a lot cleaner than they used to be, and they are less expensive than hybrids. Still, diesel buses will burn about 30,000 more gallons of fuel than hybrids over their lifetime. And, a new fleet of hybrid buses would have saved Pace over a million gallons of fuel and eliminated 10,500 tons of greenhouse gases, saving taxpayers at least $2.6 million in diesel costs alone. And those savings would have only increased as diesel prices rose.

DURABLE Diesel engines are incredibly durable. That means a “legacy fleet” of dirty older-model diesel engines is likely to be putting worker health at risk for decades to come. There’s a tow boat on the Columbia River, for example, that still runs on an engine pulled out of a World War II submarine. These diesels stick around.

JULY / AUGUST 2009

So it’s the job of one union member in Portland – Kevin Downing – and his colleagues nationwide to persuade owners of diesel engines to take measures to reduce exhaust sooner rather than later. Downing coordinates the Oregon Clean Diesel Initiative at the Oregon Department of Environmental Quality (DEQ), and is a former president of AFSCME Local 3336. In his job, he’s an expert on diesel. “It takes a certain amount of convincing” of diesel engine owners about the problem, “because I really can’t guarantee there will be fewer people sick on the job, and I can’t guarantee they’re going to see reduction in their health insurance premiums. But there are tremendous benefits to the community at large,” Downing asserts. Medical evidence, he declares is convincing.

MORE THAN A NUISANCE “Diesels always have had a reputation for being smoky and smelly. But now, what we’re discovering through advances in medical research is that particulates are more than a nuisance; they are a health concern. There’s increased risk for lung cancer, cardiovascular disease, asthma, bronchitis, and other health effects,” he warns. “We can’t predict on an individual basis who will experience these health effects. But we can say that generally with increasing exposure to diesel, we see increasing incidence of the diseases.”

fleets to raise the priority” of cleaning up the exhaust and lowering the health threat, Downing suggested. In some areas, the International Longshore and Warehouse Union made an issue of diesel exhaust, working in coalition with community groups to get ships, trains and trucks to turn off their engines when not in use. In other areas, local governments – often under federal EPA pressure to clean up their air – have taken steps to reduce diesel emissions, usually by ordering buses and trucks to turn off engines when idling. But there’s not much individual workers can do to reduce their risk. Ordinary dust masks don’t stop the fine particles that are the problem. The exception is when workers turn engines off when not in use. Downing said it’s a myth that diesel engines must be kept running all the time. Anti-idling campaigns aim to make turning engines off a worker habit – and workplace policy. “When I first started doing this,” Downing related, “I really had to scramble. People were very skeptical. Everybody was interested in being second, but very few were interested in being first.” Now, Downing relates, interest is growing. “We’ve been doing this for a few years. Word’s getting around.”

Part of the problem is that the carcinogenic chemicals produced when diesel fuel combusts in an engine “stick” to the soot particles in the exhaust. The particles are small – 2.5 microns in diameter – onehundredth the width of a human hair. That’s so small they can’t be trapped by your nose hair or swept out by cilia cells that line your windpipe. They enter your lungs and go directly into the bloodstream, where they affect cell metabolism, causing inflammation and blood clotting that can lead to heart attacks. Non-road diesel engines are the dirtiest. In Oregon, cleaner, low sulfur diesel fuel is required for diesel engines on the highways – and on trucks – but not yet for off-road diesel engines like heavy construction equipment. But the threat hasn’t gotten much attention. “Nobody disputes that there’s a problem with exhaust from diesel engines,” Downing explains. “It’s just that for many folks, it’s like ‘Tomorrow’s another day, and I’ll worry abut it then.’”

COST One hurdle is that it can cost $1,200 to $12,000 per vehicle to install the filters and catalytic converters that reduce harmful diesel exhaust. However, there are federal grants available to help with that, Downing said. And the recently-passed economic recovery act included $300 million for “Clean Diesel” projects, mainly in the form of grants to diesel fleet owners to pay part of the cost of retrofitting engines. “I think there’s an opportunity for unions to work to develop the partnership relationships we need (with employers) with these (diesel)

IN TRANSIT

www.atu.org

NTSB Issues Urgent Light Rail Safety Warning T

he National Transportation Safety Board (NTSB) sent an urgent recommendation to the Federal Transit Administration (FTA) on July 13. The NTSB urged the agency to advise all rail transit operators with train control systems capable of monitoring train movements to evaluate their systems for adequate safety redundancy. The warning comes as a result of an investigation of the June 22 Washington, DC Metrorail crash which took the life of Local 689 member Jeanice McMillan and eight others.

The safety recommendation letter to WMATA may be found at: http://www.ntsb.gov/recs/letters/2009/R09_6.pdf. The safety recommendation letter to the FTA may be found at: http://www.ntsb. gov/recs/letters/2009/R09_7.pdf.

The NTSB’s investigation is not yet complete and no determination of probable cause has been reached. But, investigators have concerns regarding the safety redundancy of the Washington Area Metropolitan Transit Authority’s (WMATA’s) train control system.

The Metro crash has focused attention on transit infrastructure all over the U.S. The American Public Transportation Association has estimated that while $60 billion annually is necessary to cover transit infrastructure requirements, only $14.5 billion is being spent.

“While the NTSB is still in the very early stages of its investigation into this tragic accident here in our nation’s capital,” said Acting Chair Mark V. Rosenker, “we have concerns about the failure of WMATA’s train control system to prevent this collision.” Rosenker continued, “By calling upon WMATA to take swift action to upgrade the safety redundancy of its system and by urging FTA to alert other transit agencies of the hazards of single point failures such as the one experienced by WMATA, we hope to prevent something similar from happening again.”

According to the Department of Transportation’s 2006 Condition and Performance Report, the average age of urban light rail vehicles in the United States is 14.8 years, 48 percent of urban bus maintenance facilities are over 21 years old, and the average age of urban buses is 6.1 years.

The NTSB explained its concerns about WMATA saying, “The accident on the Metrorail’s Red Line between the Fort Totten and Takoma stations has shown that WMATA’s train control system is susceptible to a single point failure because it did not fail safe and stop a train when detection of a preceding train was lost. The urgent safety recommendation issued July 13 calls for WMATA to evaluate track occupancy data on a real-time basis in order to detect losses in track occupancy and automatically generate alerts to prompt such actions as immediately stopping train movements or implementing appropriate speed restrictions to prevent collisions.” In accordance with NTSB protocol, the letters were issued to the heads of both agencies with a request for a response from each organization within 30 days, addressing the actions taken or planned in response to the Board’s recommendation.

www.atu.org

INFRASTRUCTURE

The Federal Transit Administration reports that almost one-third of urban bus maintenance facilities are in unacceptable condition, 51 percent of urban rail passenger stations are substandard, and eight percent of rail transit track is in substandard or poor condition. Rep. Jim Oberstar, D-MN, who chairs the House Committee on Transportation and Infrastructure, said recently, “We have known for some time that our public transportation infrastructure and rolling stock are in a general state of disrepair for lack of funding. We cannot afford to wait while our transit systems deteriorate further, perhaps leading to more tragedies as we saw on Metro. We must act and act quickly to get transit back on track.” Oberstar has introduced a new highway and transit reauthorizations bill which would address transit infrastructure as well as U.S. transit agencies’ crucial need for operating assistance (see Legislative Report, page 8).

JULY / AUGUST 2009

Government of Canada Mandates Federal Transit Work-Rest Rules OTTAWA — Canada’s Transport Minister, John Baird, announced, June 3, that rules to enhance the safety of operators, passengers and other road users will soon be in place for transit operations under federal jurisdiction. “These changes will make it safer for everyone involved, from transit passengers to motorists, and pedestrians,” said Minister Baird. “This will greatly reduce the risk of driver fatigue-related incidents and collisions.”

employees governed by federal rules can drive. Three transit services are affected by this change: OC Transpo in Ottawa, Gatineau’s Société de transport de l’Outaouais, and Transit – Windsor. The proposed amendments were published in the Canada Gazette, Part I on March 14, 2009. After considering all comments received, Transport Canada finalized the regulations and they became law six months after publication in the Canada Gazette, Part II on June 10, 2009.

The amendment to the Commercial Vehicle Drivers Hours of Service Regulations will reduce fatigue by restricting the hours transit

Le Gouvernement Du Canada Rend Obligatoires Les Regles Sur Les Heures De Service Et De Repos Des Conducteurs D’Autobus OTTAWA — Le ministre canadien des Transports, M. John Baird, a annoncé, le 3 juin, que des règles visant à accroître la sécurité des conducteurs, des passagers et d’autres usagers de la route seront bientôt en place pour les activités de transport en commun sous compétence fédérale.

durant lesquelles les conducteurs d’autobus régis par le fédéral peuvent conduire un autobus, ce qui contribuera à réduire leur fatigue. Elles concernent trois services de transport en commun : OC Transpo (Ottawa), la Société de transport de l’Outaouais (Gatineau) et Transit – Windsor.

«Ces modifications accroîtront la sécurité de toute personne touchée, qu’il s’agisse des passagers du service de transport en commun, des automobilistes ou des piétons », a déclaré le ministre Baird. « Cela réduira de façon considérable les risques d’incidents et de collisions liés à la fatigue des conducteurs.»

Les modifications proposées ont été publiées dans la Partie I de la Gazette du Canada le 14 mars 2009. Après un examen des commentaires reçus, Transports Canada mettra la dernière main au règlement, qui entrera en vigueur six mois après sa publication dans la Partie II de la Gazette du Canada, soit le 10 juin 2009.

Les modifications au Règlement sur les heures de service des conducteurs de véhicules utilitaires limiteront le nombre d’heures

IN TRANSIT

www.atu.org

Health Care Reform Menagerie P

resident Obama returned from a trip abroad on July 12, determined to move the health care legislative process forward. He has set a deadline for having a bill ready for him to sign in September. While some think that might be possible in the House, most doubt the Senate can meet that deadline. The president has said that he favors a plan in which a public option would compete with private health insurance providers to bring down overall health care costs. Citizens would be free to keep their current provider or chose the public option. House Democrats have vowed that any plan that emerges from that body will include such a public option.

COST Bringing down the cost of health care is as important a goal in Congress as providing health coverage itself. Toward that end the

president has announced a deal with the nation’s hospitals to cut $70 billion in expenses over the next decade. Deals with other health care providers are also expected. Central to the discussion, of course, is the question of how to pay for a public health care option. Solutions include levying a new tax on highincome earners, and cuts in the current Medicaid program. Labor favors health care reform, particularly because it has the potential of taking the contentious health insurance issue off the negotiating table. The health insurance industry is lobbying hard against a public option saying that it can’t compete with a government-run program. Whatever Congress decides will have a significant impact on the lives of all Americans. You can keep up-to-date by visiting www.atu.org.

Message du Président de l’International, Suite de la page 3 C’est la raison pour laquelle il est tellement injuste d’accuser les conducteurs d’abord — et, en particulier, lorsqu’ils ne sont pas là pour se défendre. Si une seule chose positive doit ressortir de cette tragédie, c’est qu’il y a une plus grande prise de conscience pour que l’on octroie des fonds pour les systèmes de transport public aux Etats Unis et au Canada afin d’améliorer et de remplacer le matériel ancien qui peut causer de terribles accidents. Et, nous pouvons prendre la résolution de défier la hâte à faire porter le blâme sur les conducteurs pour tous les accidents qui surviennent. Ceci peut être le legs permanent de Jeanice McMillan, une véritable héroïne de l’ATU qui a fait le sacrifice ultime pour le bien de ses passagers.Oui, nous allons arpenter les couloirs du Congrès ici à Washington, mais sans un soutien enthousiaste chez vous, nos efforts n’aboutiront pas. Je crois fermement que cette bataille sera gagnée ou perdue « en dehors du périphérique de Washington ». Frères et Sœurs, pour le bien de vos emplois et l’avenir de notre industrie, joignez-vous à nous dans cette campagne historique – la poursuite de l’objectif de l’ATU d’obtenir une aide fédérale pour couvrir les coûts d’exploitation des systèmes de transport en commun. Sûreté et sécurité au Canada Le Conseil Canadien pousse pour le passage de deux projets de loi soumis par des membres privés, qui permettraient d’aider à protéger les employés des transports en commun et qui furent mis à l’ordre du jour (introduits) dans la Chambre des Communes.

et le Projet de loi C-333 soumis par MP Judy Wasylycia-Leis, NDP-Winnipeg North, SK modifieraient le code criminel fédéral en durcissant les sanctions pour les attaques aggravées lorsque la victime est un employé des transports en commun. Ce problème est devenu plus urgent avec l’attaque récente sur un chauffeur de bus de 53 ans à Toronto qui reçu plusieurs coups sur la tête avec un objet dur qui le blessèrent aux yeux et il a du avoir de nombreux points de suture. Il y a eu un autre incident à Edmonton avec un chauffeur de bus de 55 ans qui fut attaqué par un groupe de jeunes et battu durement derrière la tête avec une planche à roulettes. Il est temps d’agir Nous sommes préoccupés par l’augmentation des attaques violentes sur nos membres. Nous sommes très peu protégés par les lois fédérales et provinciales. Dans la plupart des cas, ces attaques sont traitées comme de simples délits mineurs. Cela doit changer. Il est grand temps pour que les membres du Parlement agissent et adoptent les projets de loi soumis par les membres privés ou qu’ils proposent alors leur propre projet de loi et modifient le Code Criminel de façon à augmenter les peines pour les attaques aggravées contre les employés des transports en commun — en les traitant de la même façon que des attaques contre des agents de la sécurité, contre des pompiers, ou contre du personnel médical d’urgence. Les membres de l’ATU méritent de travailler dans un environnement sûr et sécurisé. Je suis convaincu que vous apporterez votre soutien pour cette importante législation.

Le Projet de loi C-314, soumis par MP Peter Julian, NDP-Burnaby-New Westminster, BC

El Mensaje del Presidente Internacional, Continuación de la página 3 El Gerente General del Metro, John Catoe, elogió a la Hermana McMillan como un héroe que salvó vidas. El Obispo Glen A. Staples declaró: “Usted tiene que ser una clase diferente de persona para enfrentar a la muerte y decir ‘Yo voy a salvar tantas vidas como sea posible’. Nosotros le debemos una deuda de gratitud por lo que ella ha hecho por la ciudad.”

Por eso es tan injusto cuando la gente primero culpa a los operadores – particularmente cuando ellos no están presentes para defenderse.

‘Viajamos en Ese Tren hacia el Cielo’

Si algo bueno resulta de esta tragedia, es que la misma ha aumentado la conciencia de que debemos proveer el financiamiento para los sistemas de tránsito por todos los Estados Unidos y el Canadá para mejorar y reemplazar el anticuado equipo que puede causar terribles accidentes.

Nuestros miembros son profesionales que salvan vidas diariamente al mantener un ojo vigilante, en atender a problemas de los pasajeros, y para prevenir serios accidentes. Cuando nosotros no podemos prevenir un accidente, nos mantenemos en calma y, algunas veces, según el Obispo dijo de la Hermana McMillan, nosotros “viajamos en ese tren hacia el cielo.”

Y, nosotros podemos resolvernos a desafiar la prontitud de culpar a los operadores del tránsito por cualquier accidente de tránsito que pueda ocurrir. Esto puede ser el legado perdurable de Jeanice McMillan, un verdadero héroe de la ATU quien hizo el supremo sacrificio por el bien de sus pasajeros.

www.atu.org

JULY / AUGUST 2009

KNOW YOUR RIGHTS: Wage Garnishment Protections in the US I

n the worst economic downturn of our lifetimes, many working families have been compelled to deal with some complex financial issues. Apart from a home foreclosure, the most frightening may be a wage garnishment – the legal procedure through which some portion of a individual’s earnings are subject to payroll withholding to satisfy an outstanding debt. For the most part, wage garnishments are initiated only by a court order and following some legal judgment confirming the debt. Child support obligations are a frequent subject of garnishment, as are unpaid student loans. The U.S. Internal Revenue Service and other tax collection agencies can also garnish wages to collect unpaid taxes.

PROVISIONS OF THE FEDERAL STATUTE In the United States, Title III of the federal Consumer Credit Protection Act, which is administered by the Department of Labor’s Wage and Hour Division, offers two essential safeguards to a worker facing a wage garnishment. First, the Act prohibits an employer from terminating an individual whose earnings are subject to garnishment for any one debt – regardless of the number of levies made or legal proceedings brought to collect it. (The law does not, however, protect an employee from firing because his or her earnings have been subject to garnishment for a second or subsequent debt.) Title III also protects employees by limiting the percentage of one’s earnings that can be garnished in any pay period to satisfy non-tax debts or the orders of a bankruptcy court. Where a consumer debt such as a credit card balance is involved, the most that can be withheld is 25 percent of the person’s “disposable income” – the earnings left after legally required deductions are taken for federal, state and local income taxes, Social Security and state unemployment insurance taxes, and statutorily-required contributions to a public employee retirement system – or the amount by which such disposable earnings exceed 30 times the federal minimum hourly wage (currently $7.25 per hour). In the case of a court order for child support or alimony, Title III allows up to 50 percent of an employee’s disposable earnings to be garnished if the worker is

IN TRANSIT

supporting a current spouse or child, and up to 60 percent otherwise. An additional five percent can be withheld for support payments that are over 12 weeks overdue, moreover.

STATE LAWS APPLY AS WELL If a state wage garnishment law differs from Title III, an employer must honor the law resulting in a smaller garnishment. So too, a state law preventing the discharge of a worker because of a wage garnishment for more than one debt is controlling. At present, four U.S. states (North Carolina, Pennsylvania, South Carolina, and Texas) do not allow wage garnishment at all, except for debts related to taxes, child support, federally guaranteed education loans, and a court-ordered restitution for a crime committed by the debtor. Florida law, on the other hand, precludes garnishing the wages of an individual who provides more than half the support for a child or other dependant.

GETTING MORE DETAILS Additional information about Title III of the U.S. statute can be obtained from the Labor Department’s Wage and Hour Division at 1-866-487-9243. A concise jurisdiction-by-jurisdiction summary of the state laws on garnishment, with telephone numbers for each enforcing agency, is available on-line at www.consumerbadcreditguide. com/wagegarnishmentlawsbystate.html.

www.atu.org

Arbitration Decision

ATU 2009 Training and Events Calendar

ATU Local 1181 and Maggie’s Paratransit Corp. ISSUE: Did Maggie’s Paratransit Corp. have just cause to terminate the employment of Grievant for an alleged history of unsafe and aggressive driving? And if not, what shall the remedy be? SUMMARY: Grievant had worked as a paratransit van operator for the Company from June 2007 until her termination in February 2009, following a hearing at which it was determined that Grievant had a history of “unsafe and aggressive” driving. The hearing was initially scheduled after the Company had learned that Grievant allegedly failed to pickup a customer without notifying and receiving approval. During the hearing, a review of Grievant’s employment record indicated that she had received several tickets from red light cameras through the city; it was agreed by Grievant and the Company that these tickets served as the primary reason for termination. Evidence presented at arbitration revealed that the Company had no specific red light camera ticketing policy, and that the Company never warned Grievant that red light ticket violations could result in termination. Furthermore, it was noted that the Company had long been aware of Grievant’s tickets, going so far as to pay Grievant’s fines and agree to a repayment schedule.

August 11-15, 2009

ATU Canadian Regional Training Seminar Ottawa, ON

August 13-16, 2009

ATU Joint Conference Board Cincinnati, OH

August 23-27, 2009

ATU Eastern Regional Training Seminar Orlando, FL

September 10-14, 2009

ATU Latino Caucus Carnival Cruise Line, Galveston, TX

September 20-21, 2009

ATU MS Golf Tournament Worthington Manor, Frederick, MD

October 11-16, 2009

ATU Arbitration Seminar Silver Spring, MD

October 11-17, 2009

ATU Financial Secretary Training Seminar Silver Spring, MD Best information available as of print date*

The Company argued that Grievant’s numerous red light violations warranted termination from her position. Grievant argued that there was never any warning as to the punishment for repeat red light camera violations, and that the Company failed to utilize progressive discipline. HOLDING: On April 20, 2009, arbitrator Richard Adelman ordered Grievant reinstated without back pay. Adelman noted that the company in no way utilized progressive discipline in punishing Grievant, exacerbated by their failure to warn Grievant that continued red light violations could result in termination. That the Company never warned Grievant signaled that they viewed the red light infractions as ‘minor” and not violations worthy of discharge. However, Adelman agreed that the repeated violations committed by Grievant constituted a pattern of unsafe driving, and provided notice to Grievant that the Company would be entitled to terminate Grievant if the behavior continued—essentially providing a “last chance.”

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THE ATU DISPATCH! www.atu.org is your news resource for top transit and labor stories JULY / AUGUST 2009

In Memoriam Death Benefits Awarded May 1, 2009 - June 30, 2009 1- MEMBERS AT LARGE JAMES LEWIS BROWN NEWTON DUGGAN FIVEASH STEPHEN JANIGA JR JOHN E MC DADE ARVIL C NEIGHBORS JR DOROTHY L SMITH JACK L WATTS EDWARD T WHEATLEY 26- DETROIT, MI CLINTON GASTON ELISHA KELLY JR 85- PITTSBURGH, PA EUGENE G BUCHHOLZ MARK D FONZI SONJA L FUGET ROBERT MOOSE GERALD M MURPHY PETER POSKON BERNARD M SACUNAS EDWARD SCHEBOTH 107- HAMILTON, ON ALEXANDER CZETO ROBERT T FURLONG FRANK E PEARCE DOUGLAS A RICE 113- TORONTO, ON JOHN BRADSHAW CHARLES WILLIAM BRYER GORDON A CALHOUN EDWIN DESPOT EUGENIO GIANCOLA JAMES W HIGGINS ALBERT E KOWAL THOMAS MASON GEORGE V MERCER KENNETH B PALMATIER JACK A SMALE IVAN ALBERT SMITH BRIAN J SPENCER BRUCE M WALKER 134- VANCOUVER, BC REGINALD HODSON 192- OAKLAND, CA MANUEL P GARCEZ HOWARD J GROSS JACK W SHERMAN 241- CHICAGO, IL ROBERT BOLDON TONY CARIDINE ROBERT T COURSEY MARIO B FLORES ADDIE M FORD SPURAG L FOSTER JR RICHARD V GOODEN JANICE MAYS CARL NELSON ALBERT C OCHWAT TOMMIE PHILLIPS EDDIE SNEED ALEXANDER WEST

22 22

INTRANSIT TRANSIT IN

256- SACRAMENTO, CA DAVID NUGENT FRANKLIN D WILLIAMS 265- SAN JOSE, CA ROBERT J WILLIAMS 268- CLEVELAND, OH JOHN C BURKE BRUCE FOSTER NEIL J ROBINSON ROBERT H WILLIAMS 272- YOUNGSTOWN, OH DORIS L KIMBERLY 279- OTTAWA, ON CHARLES E CLEROUX 281- NEW HAVEN, CT JOSEPH F LOONEY 308- CHICAGO, IL JIMMIE ANDERSON JR ALFREDO ARNIERI TOMMY C BALLARD ROSEMARY D DONALDSONFOWLER MORA M HAASE DAVID MAGGETTE JOHN P SHEA 382- SALT LAKE CITY, UT RICHARD A STEWART 416- PEORIA, IL RALPH HELTON 448- SPRINGFIELD, MA THOMAS F KILBRIDE GEORGE R PERCY

588- REGINA, SK TROY ROGAL 589- BOSTON, MA CHRISTOPHER A BELL JAMES P BOSSI ARTHUR G DE LUCA PETER A GIROUX MARK LIEBERMAN CHARLES D MAC INNIS ROY L SAUNDERS RICHARD B SCADDING 618- PROVIDENCE, RI CARLETON ELMER DAME AUGUSTO REIS 627- CINCINNATI, OH JEROME P OSWALD 689- WASHINGTON, DC GOLIE DUNN ROBERT L EDGE WILLIAM H FISHER SAM F LOPER CHINHAL V NGUYEN CHESTER A PAINTER WILLIAM N POWELL FRANK E ROAT ROBERT W SCOTT 713- MEMPHIS, TN LLOYD ARCHER KIRBY CASEY STARKS DAN E STEWART 725- BIRMINGHAM, AL VERBON C GREEN 726- STATEN ISLAND, NY STEWART WILSON

508- HALIFAX, NS DANN CHARLES LITTLE CYRIL K THOMAS

732- ATLANTA, GA LEONARD SNELLINGS JR HAROLD T VICKERY

540- TRENTON, NJ MACK CRIBB JR TONY PROKOLYSHEN

757- PORTLAND, OR FRANK A HAMEL THOMAS N HENNEY ROBERT L MEADOWS

569- EDMONTON, AB DONALD CZAJKOWSKI WILLIAM L MACK

758- TACOMA, WA LOUIS A LE MOINE

580- SYRACUSE, NY WALTER J BURT

765- MONTGOMERY, AL BILLY TAYLOR

583- CALGARY, AB LEN BALICKI PETER DE CROM JEFFREY A FERGUSON KEVIN G LAWSON

788- ST. LOUIS, MO THOMAS E AYRES JAMES E BOWDEN JOHN COLLINS CHARLES P CURRAN ALI FARHAT GEORGIA JOHNSON FRANCIS S MATEJKA JAMES L PERRY WILLIAM RHONE JR

587- SEATTLE, WA ROBERT C BAKER CAROLYN S CLARK RAY L DARLING

JOHN SMITH CARRIE V TATE CHARLES WEBB 819- NEWARK, NJ ROY SCOTT JR 820- UNION CITY, NJ HIPOLITO DAVIEA 822- PATERSON, NJ FRED BARONE JOSEPH G FRITZ KENNETH A SLATTERY 842- WILMINGTON, DE JAMES F MARVEL HENRY F SMITH 880- CAMDEN, NJ HARRY B BARTON JOSEPH SPILLANE 966- THUNDER BAY, ON LYALL EDWARD ROBINSON 993- OKLAHOMA CITY, OK BARBARA Y SMITH 998- MILWAUKEE, WI SHERMAN W BISHOP ROBERT L BLY LEONARD H GENGER 1001- DENVER, CO HUGO A CALVO ANDREW NEUMAN JR

1277- LOS ANGELES, CA STEVE CHO LOUIS A GIANUIZZI HAK K LEE ARMANDO LEON CHARLEY TRIPLETT LARRY D WOODS 1287- KANSAS CITY, MO DONALD W BRAND 1300- BALTIMORE, MD CORNELIUS BLACKLEDGE CARL M BYCZKOWSKI 1309- SAN DIEGO, CA ALBERT A HASKELL 1321- ALBANY & TROY, NY CHARLES R DRESCHER 1333- ROCKFORD, IL ELMER KENT 1342- BUFFALO, NY GERTRUDE CRAMER WILLIAM DRIER JOSEPH M SERAFIN 1374- CALGARY, AB ROBERT L GREEN LAWRENCE L SCOTT 1385- DAYTON, OH LONZA P PARSONS

1037- NEW BEDFORD, MA ANDREW CORREA

1436- HARRISBURG, PA GEORGE E DAVIS RONALD W FLYNN

1164- KNOXVILLE, TN JAMES J FINE

1462- ST. JOHN’S, NF CHARLIE WESTLE ANSTEY

1177- NORFOLK, VA FREDERICK L LAMB JUAN C OVALLE 1181- NEW YORK, NY BLOODY BERNASTRAL DANIEL BISHON MARY COSENTINO WALTER MILLER JUDAH NESS NOREEN O’GRADY ARLENE B RAMONDO JORGE J SANTANA DORTHY R SULLIVAN

1505- WINNIPEG, MB GASTON E CORNEILLIE LUDWIK S KOZLOWSKI ALBERT W NEULS 1575- SAN RAFAEL, CA LEON B TOLES 1700- CHICAGO, IL FELIX O HODGSON HENRY G MOORE 1704- SAN BERNARDINO, CA ROGER G PUIGGROS

1225- SAN FRANCISCO, CA MELVIN R SCOTT EVERETT NOBLE SWAYZE

1742- CHARLESTON, WV MAX S TAYLOR

1229- ST JOHN, NB GARY B VINCENT

1765- OLYMPIA, WA LARRY D VAN HORN

1235- NASHVILLE, TN NORA GARDNER TYLER A SMITH

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The Amalgamated Transit Union will hold the 24th Annual Golf Tournament for the benefit of the ATUâ&#x20AC;&#x2122;s U.S. and Canadian Multiple Sclerosis Research Funds from Sunday, September 20 â&#x20AC;&#x201C; Monday, September 21, at the Worthington Manor Golf Club in Urbana, MD. Sunday will be reserved for a practice round, and the actual tournament will be held on Monday.

Amalgamated Transit Union

AFL-CIO/CLC 5025 Wisconsin Ave., NW Washington, D.C. 20016 www.atu.org

PRINTED IN U.S.A.

NON-PROFIT ORG. U.S. POSTAGE PAID WASHINGTON, D.C. PERMIT NO. 2656

PROUD TO BE ATU Moving the U.S. and Canada Safely RICKY ROMERO - ATU LOCAL 1001, DENVER, CO A

lthough he’s only been an ATU member for three years, ATU Local 1001 member Ricky Romero says he feels like he was born a member of this Union. Brother Romero, a bus operator for the Regional Transportation District in Denver, CO, became active in the union as soon as he became a member. “Coming from a non-union shop, I realized immediately all of the benefits the union has to offer,” he says. “Ricky was hired on while I was a local union officer and during his union orientation he immediately stepped up and asked how he could be part of his union,” said International Representative Yvette Salazar. “He is always available to assist when called upon for any activity Local 1001 is involved in.” His union activities include both internal and external union organizing campaigns and political campaigns. He has staffed phone banks, participated in labor-to-labor canvasses and conducted worksite leaflets. “I’m willing to do whatever it takes to help spread the word of the benefits and great opportunities that the union provides,” says Brother Romero.

One of his proudest accomplishments was working on a successful organizing drive. “It was great to see the look on the drivers’ faces when they realized they had won and they were going to become members of Local 1001,” he said of the experience. “When we started that campaign, management said it would never happen.” Brother Romero says it’s important for union members to be active in their union - and especially to be politically active. “We have to show that we care. In order to gain strength as a union, we must be active with all of our heart and soul,” he says. “I can’t say enough about what a great member he is,” said Sister Salazar.