This website provides links to a variety of important documents, agreements and conditions of protection, as well as a link to a database of thousands of arbitration awards representing the various trades of SMART`s transport division. It is a railway union that is committed to serving its toll crew members and a rail industry that is losing its core revenue – coal – and is now opposing the ubiquitous cheap truckers for trailers and containers, which make up a large part of the future rail transportation base. These are new technologies – the product of knowledge that, for centuries, has changed the nature, quality and quantity of work. In this case, Positive Train Control (PTC) technology is a superimposed security system that replaces artificial intelligence for inattention or distraction of engineers. The TPC, like most new technologies, creates layoffs in the workplace. It is therefore above all a question of adapting to change; And as you can see, things are not going well now for the union – and ultimately not for its members, so the comparison is to be the pre-contract BNSF refused. In 2014, a SMART-TD general committee representing some 6,000 BNSF executives negotiated a preliminary agreement allowing PTC-equipped trains to run on part of the BNSF system with a lone engineer without ladders on defined lines. Upon switching to the pure engineering company under the interim agreement, safety compliance would be controlled by a newly appointed “master chef” working from a fixed or mobile location other than the locomotive drivers` cab. There would be treaty ratification bonuses, salary increases, career income protection and other sweeteners, which led former UTU President Paul Thompson to do so as “Home Run … A Grand Slam… “Job security is about creating decades of the future.” But Thompson`s successors asked SMART TD members not to ratify them – and they did not do so by accepting that the union would get federal and/or federal laws that prescribe a two-person crew membership across the country.
It is also an interim 2014 employment services agreement on the BNSF, which allows trains equipped with TPC to work with a single locomotive engineer, with managers transferred to supervisory positions in exchange for better remuneration for conductors and the protection of professional income. Despite the fact that new technologies were never blocked by disadvantaged workers and that this interim agreement was described by all concerned as “the most lucrative ever obtained in exchange for a reform of labour rules”, it was rejected by the ranks at the request of the national management of the union, which prefers not to negotiate the size of the crew in the hope of maintaining the status quo. Click below to see important documents such as the UTU Constitution, wage rates, the Railway Works Act and national railway agreements in .pdf format. You can also browse the national rail agreements by text by clicking on the search link. Given that the TPC must be fully implemented by 31 December 2020, the railways argue that to compete in a growing global economy, where competitive domestic freight transport replaces coal as a basic rail transport, further efficiency gains must be achieved, including labour reform. The story goes that the most experienced leaders agree with the aphorism: “If you get a good deal, take it.” The former Transporters Union (UTU) – now the Transport Division of the International Association of Worksheet, Air, Rail and Transport Workers (SMART-TD) – has such a history of pragmatism.