Archive for the ‘BLET Washington, DC’ Category

Klobuchar, Vitter Introduce Legislation to Address Captive Shipping and Competition in the Railroad Industry

Wednesday, March 27th, 2013

Klobuchar, Vitter Introduce Legislation to Address Captive Shipping and

Promote Fairness and Competition in the Railroad Industry

Bill would require the railroad industry to comply with the same antitrust laws as other industries,

helping to ensure competitive prices that keep costs down for shippers and consumers

March 21, 2013

WASHINGTON – U.S. Senators Amy Klobuchar (D-MN) and David Vitter (R-LA) today introduced bipartisan legislation to address so-called

“captive shipping” and help promote fairness and competition in the railroad industry. The Railroad Antitrust Enforcement Act removes the

railroad industry’s obsolete exemption from the antitrust laws. Doing so will require the railroad industry play by the same antitrust rules as

other industries, resulting in more competitive pricing that helps keep costs down for shippers and customers. Captive shipping has been a

concern in rural communities across the country, where many businesses and agricultural producers only have access to one rail company

to ship their goods to market. Klobuchar chairs the Judiciary Antitrust Subcommittee.

“It’s simply unfair that companies like Blandin Paper Company in Minnesota pay higher prices because railroads

enjoy an exemption from the antitrust laws,” said Klobuchar. “This legislation makes commonsense reforms that

will require the railroad industry play by the same antitrust rules as other industries and will help keep costs

down for businesses, farmers and consumers.”

“Many of Louisiana’s unique businesses rely on efficient shipping using railroads, and our bill will ensure they are

not punished with higher rates, especially those in more rural areas or areas suffering from higher rail

captivity,”Vitter said.

Currently only four Class I railroads provide more than 90 percent of the nation’s rail transportation, resulting in constant increases in rail

rates for companies that rely on freight railroads to get their goods to market. These increased rail transportation costs are ultimately passed

on to consumers and lead to higher prices. A recent study by the Consumer Federation of America estimated that rail rates are $3 billion

higher for captive shippers than they would be if the market was competitive. The excess charges can cost consumers as much as $100 per

year per household.

The Railroad Antitrust Enforcement Act would eliminate the railroad antitrust exemptions that allow freight railroad companies to take

advantage of their market dominance, resulting in higher shipping rates for companies like Blandin Paper Company in Minnesota that rely on

freight railroad to ship their products. Blandin Paper Company has a plant in bothGrand Rapids and in Finland, and pays lessto ship paper

from theirFinland plant to customers in Georgia, Pennsylvania, and South Carolina thanit pays to ship to those same three locations from the

local millin Grand Rapids along a captive rail line.

Klobuchar chairs the Judiciary Subcommittee on Antitrust, Competition Policy and Consumer rights and has been a leader in pushing for

policies that boost competition and protect businesses and consumer from anti-competitive behavior. Last year, she authored a provision that

was included in the 2012 Farm Bill to authorize a joint study by the U.S. Departments of Agriculture and Transportation to examine rural

transportation issues, including captive shipping issues, to help farmers and ranchers move their products more quickly and efficiently. The

provision would require the study to be updated every three years and directs the Secretary of Agriculture to report his recommendations for

improvements in rural transportation policy to the Senate and House Agriculture Committees.

 

John P. Tolman

Vice President & National Legislative Representative

Brotherhood of Locomotive Engineers & Trainmen

Teamsters Rail Conference

25 Louisiana Ave. N.W.

Washington, D.C. 20001

BOSS IN YOUR BEDROOM

Monday, March 25th, 2013

Brothers,

With the Senate Budget done last week there were several absurd amendments, but one of the most outrageous was;

BOSS IN YOUR BEDROOM: Sens. Fischer (R-NE), Cruz (R-TX), Johanns (R-NE), and Enzi (R-WY) introduced an amendment to put your boss in your bedroom by allowing them to deny you birth control coverage based on their beliefs, not yours. This is just one of numerous anti-Obamacare amendments offered by Republicans. Incidentally, the law turns three tomorrow. 42 GOP senators and 2 Democrats voted for this amendment, Senators Manchin and Pryor.

Yours truly, from comedy central.

Frats,

John

Romney enlists Ryan to wage war on railroad workers

Wednesday, August 15th, 2012

CLEVELAND, August 14 – Less than three weeks away from formally accepting
his party’s nomination for the Presidency of the United States, former
Massachusetts Governor Mitt Romney has chosen Wisconsin Representative and
House Budget Committee Chairman Paul Ryan, the architect of a plan to gut
the pension rights of railroad workers, as his running mate.

“This pairing represents a nightmare scenario for BLET members and all
railroad workers in America,” BLET National President Dennis R. Pierce
said. “With Romney’s campaign trail promises to slash Amtrak funding and
Ryan’s infamous budget plan that would destroy Railroad Retirement Tier 1
benefits, there could be many dark days ahead from railroaders if this
pair is elected in November.”

Ryan is the author and primary sponsor of the so-called Ryan Budget plan,
which was passed by the House of Representatives earlier this year. The
peril to the pension rights of railroad workers is laid out on page 101 of
House Report No. 112-421 that accompanied the measure, under the heading
of “Conform Railroad Retirement Tier 1 Benefits to Social Security
Benefits,” which states as follows:

“Tier 1 benefits for railroad retirees are supposed to mimic Social
Security benefits, but they are more generous than Social Security in many
ways. This option would conform Tier 1 so that its benefits would equal
those of Social Security, with an estimated savings to taxpayers of $2
billion over 10 years.”

That proposal would have the following disastrous effects for railroad
workers, their spouses and dependents:

 it would eliminate the “60/30″ provision that allows railroad employees
to retire with full benefits at 60 years of age with 30 years of service;

 it would eliminate the Railroad Retirement Occupational disability
program for rail workers who can no longer perform their railroad duties
due to disability;

 it would increase the minimum retirement age for railroad employees to
62 years of age with a reduction in benefits;

 it would increase the minimum age for spousal annuities with a reduction
in benefits; and

 it would increase the annual out-of-pocket medical costs paid by
railroad retirees and cause the costs of railroad retiree health insurance
under GA-46000 to soar.

The claim that repealing pension rights for railroad workers would save
the U.S. taxpayers even a single dime, much less “$2 billion over 10
 years” is completely false. All Railroad Retirement benefits – whether
Tier 1 Social Security equivalent benefits or the Tier 2 benefits that
represent the railroad industry’s pension plan – are fully funded through
taxes paid by railroad workers and their employers.

But soon-to-be GOP Vice Presidential candidate Ryan won’t let the facts
get in the way of a good story. In a May 14 letter to a California
constituent, Ryan not only admitted that his budget plan would strip
railroad workers of their unique Railroad Retirement benefits, he also
made the assertion that “Tier 1 Retirement Benefits are… invested in
special non-marketable bonds, just like with Social Security.” This claim,
too, is demonstrably false.

Section 107(c) of the Railroad Retirement and Survivors’ Improvement Act
of 2001 specifically provides for all Tier 1 funds in the Social Security
Equivalent Benefit Account to be transferred to the Railroad Retirement
Investment Trust (RRIT), except for those “needed to pay current benefits
and administrative expenses.” And Section 105 of the Act empowers the RRIT
Trustees to determine how the funds will be invested; the majority of
those investments are in other than non-marketable bonds, which yield a
significantly higher rate of return than investments made by the Social
Security system.

The Ryan Budget also targets the retiree medical benefits of railroad
workers and all Americans. It proposes to eliminate Medicare as we know it
and increase the Medicare eligibility age to 67 with drastically reduced
coverage. Ryan also wants to replace Medicare’s guaranteed benefits with a
voucher system that is not guaranteed to cover the cost of equivalent care
currently provided under Medicare; this change would affect anyone born in
1958 or later.

On March 20, while stumping in Chicago, Romney said “I’m very supportive
of the Ryan budget plan. It’s a bold and exciting effort on his part and
on the part of the Republicans and it’s very much consistent with what I
put out earlier. …I applaud it. It’s an excellent piece of work and very
much needed.” More recently, he vowed that, if he were President he would
have signed the Ryan Budget if it had crossed his desk.
(http://thinkprogress.org/politics/2012/08/12/678941/romney-embraced-ryan-budget)

“Saturday’s announcement by the presumptive GOP nominee underscores for
BLET members and all railroad workers and their families what is at stake
in this fall’s national elections,” President Pierce said. “We must
remember in November which candidates support our interests, and which
ones will do us harm.”

ADDITIONAL INFORMATION

The following related resources concerning this issue can be
viewed/downloaded/printed from the BLET website:

 Romney vows in Iowa to cut Amtrak funding as President (November 8,
2011):
http://thehill.com/blogs/transportation-report/railroads/192455-romney-says-in-iowa-he-would-cut-amtrak-as-president

 Romney Campaign Doubles Down: He ‘Would Have Signed” The Ryan Budget
(August 12, 2012):
http://thinkprogress.org/politics/2012/08/12/678941/romney-embraced-ryan-budget

 Five Times Mitt Romney Has Embraced The Ryan Budget (August 11, 2012):
http://thinkprogress.org/election/2012/08/11/677861/romney-ryan-buget

 Link to H. Con. Res. 121 (70 pages):
http://www.ble-t.org/pr/pdf/H.Con.Res. 112 eh.pdf

 Link to Resolution, House Report (H.Rep.) No. 112-421 (230 pages;
offending language on Page 101):
http://www.ble-t.org/pr/pdf/H.Rep. 112-421.pdf

 Link to House voting record on H. Con. Res. 112:
http://clerk.house.gov/evs/2012/roll151.xml

 Link to Association of American Railroads letter to Rep. Paul Ryan
regarding House Report 112-421:
http://www.ble-t.org/pr/pdf/AAR_Letter_Ryan_Budget.pdf

 Paul Ryan’s May 14, 2012, letter to California constituent:
http://www.ble-t.org/pr/pdf/Letter_to_California_Constituent.pdf

BLET mobilizes to protect democratic representation elections

Sunday, March 6th, 2011

CLEVELAND, March 4 — The National Division has activated the BLET’s national mobilization network to fight an effort by the Republican leadership in the U.S. House of Representatives to turn the clock back on how representation elections are conducted under the Railway Labor Act by the National Mediation Board (NMB).

For over 80 years NMB rules governing representation elections in the railroad and aviation industries counted workers who did not vote as having voted against representation. These undemocratic rules meant that widespread apathy and/or carrier intimidation almost always spelled defeat for these organizing efforts. Last year the NMB finally changed its rules to make representation elections the same as all other elections in America — the majority of those who vote make the decision whether there will be union representation.

The House Republican leadership is trying to overturn this change and restore the old, undemocratic procedure as a legal requirement through the FAA Reauthorization and Reform Act (H.R. 658). The Democrats are offering an amendment to strip H.R. 658 of the anti-union language, and the BLET is mobilizing in support of that amendment.

The bill is moving to the House floor shortly, and the national mobilization network, in conjunction with the BLET’s State Legislative Board Chairmen, is fighting the proposed change to the NMB procedures contained in H.R. 658, and working for the amendment that would remove the anti-worker language.

All BLET members should call their Member of the House of Representatives today (Members can be identified at www.house.gov plugging in your zip code if you do not already know who your House Member is). Identify yourself as a Teamsters/BLET member who lives in the district and then ask for the staff member who handles National Mediation Board or labor issues. When you get the staff member on the line or reach their voice mail, politely ask that the Member of Congress stand up in support of the democratic rights of railroad and airline workers and vote for the amendment to H.R. 658 that protects the NMB election rules currently in place.

BLET National President Dennis R. Pierce is urging all BLET members to participate in this mobilization. “Hundreds of BLET members and officers have taken to the streets throughout the nation in the past two weeks in support of the rights of public workers, and I joined Teamster General President Hoffa in Columbus on March 1 to fight for Ohio workers,” Pierce said.

“The effort to bring back archaic election rules in H.R. 658 would again sharply tilt the playing field in the carriers’ favor, and is being pushed by politicians beholden to corporations who can make unlimited contributions to these politicians’ election campaigns. It is the federal equivalent of the anti-worker legislation now introduced in Wisconsin, Ohio, Indiana, Tennessee and many other states, and the entire BLET must unite to defeat the corporate agenda,” Pierce added.

Friday, March 04, 2011
bentley@ble.org

National Legislative Office Web Address

Wednesday, July 21st, 2010

The National Legislative Web Adderess iswww.bletdc.org

Very nice chart of unemployment rates over the years

Friday, June 25th, 2010

Very nice chart of unemployment rates over the years.  And you can compare your state with the nation.

Current Unemployment Rate

DCCC Announces Second Round of Red to Blue Candidates

Friday, June 25th, 2010

Brothers,

Attached is the DCCC red to blue list.

DCCC Announces Second Round of Red to Blue Candidates

 

The DCCC announced the next round of candidates that have qualified for the competitive Red to Blue Program.  These candidates earned a spot in the program by surpassing demanding fundraising goals and demonstrating to voters that they will work to create jobs and put the interests of their constituents ahead of the special interests in Washington. 

“These candidates being named to our Red to Blue Program are running strong campaigns and demonstrating their commitment to being independent leaders who will make job creation back home their top priority,” said Chris Van Hollen, Chairman of the Democratic Congressional Campaign Committee. “The Red to Blue Program will give these strong candidates the financial and structural edge they need to win in November and become strong advocates in Congress for middle class families back in their districts.”   

Chairman Van Hollen joined DCCC Vice Chair Bruce Braley (IA) and Red to Blue co-chairs Allyson Schwartz (PA), Patrick Murphy (PA), and Donna Edwards (MD) to announce the next 11 candidates who qualified for the Red to Blue Program:

These are the new additions to the Red to Blue List.  In bold are Teamster endorsed candidates.

Chad Causey (AR-01)

Tarryl Clark (MN-06)

Joyce Elliott (AR-02)

Colleen Hanabusa (HI-01)

Denny Heck (WA-03)

Julie Lassa (WI-07)

Gary McDowell (MI-01)

Mike Oliverio (WV-01)

Tommy Sowers (MO-08)

Manan Trivedi (PA-06)

Trent Van Haaften (IN-08)

As a reminder, these are the candidates already on RTB.  In bold is Teamster endorsed.

Ami Bera (CA-3)

Paula Brooks (OH-12)

John Callahan (PA-15)

John Carney in (DE-AL)

Suzan DelBene (WA-8)

Raj Goyle (KS-4)

Roy Herron (TN-8)

Bryan Lentz (PA-7)

Rob Miller (SC-2)

Steve Pougnet (CA-45)

Dan Seals (IL-10)

Tom White (NE-2)

Lori Edwards (Fl-12)

Joe Garcia (FL-25)

Stephene Moore (KS-3)

Any thoughts or ideas from you Brothers would be helpful.

Frats,

John

John P. Tolman

Vice President and National Legislative Representative

Brotherhood of Locomotive Engineers and Trainmen

Teamsters Rail Conference

25 Louisiana Ave. NW

Washington, D.C. 20001

Office: (202) 624-8776

Cell: (216) 272-1246

Fax: (202) 624-3086

tolman@ble.org

www.bletdc.org

Brown: U.S. Should Fund High-Speed Rail

Saturday, June 19th, 2010

June 7, 2010
By Rep. Corrine Brown
Special to Roll Call

The expansion of passenger, high-speed and freight rail is critical to the economic growth of the United States. As chairman of the Subcommittee on Railroads, Pipelines and Hazardous Materials, my goal is to have high-speed, intercity passenger and commuter rail lines connecting nationwide to enhance and improve our systems of transportation.

A robust passenger rail system in America will go a long way toward solving some of our nation’s economic, energy, environmental and transportation challenges, as well as create thousands of jobs. These benefits, however, do not come without a price tag, and experience in other countries makes it clear that a successful high-speed rail system will require consistent, committed funding.

On June 21, 2009, the Transportation and Infrastructure Committee unveiled a draft bill to reauthorize the surface transportation program. The bill included a proposal for $50 billion over six years for the development of high-speed rail.

It has become clear that Americans need transportation alternatives. Congestion is crippling our major cities; even the infrastructure in our small towns is aging at an alarming rate. In 2007, traffic congestion cost $87.2 billion, including 4.2 billion hours of delays and 2.8 billion gallons of wasted fuel in our nation’s metropolitan areas. The average driver in 28 metropolitan regions experienced 40 or more hours of delay per year. Twenty-seven years ago, only Los Angeles experienced that level of congestion. Families are losing what precious little time they have together because of time spent in traffic going to and from work, picking up the kids at day care or running the endless errands that seem a part of life in today’s society.

We cannot just focus on building more roads. We have to find broader solutions to address our transportation problems. That is why we must develop high-speed rail in the U.S. and build on our intercity passenger rail systems such as Amtrak.

It is no secret that the U.S. lags woefully behind the rest of the world when it comes to developing high-speed rail. Japan, the nation that unveiled the world’s first high-speed rail system in 1964, has a 1,350-mile network and is already at work building a line that will connect Tokyo with Osaka at speeds of more than 300 mph.

France, which holds the world speed record for steel wheels on steel rail – 357 mph – used its high-speed rail system to pull entire regions from isolation, ignite growth and remake quiet towns into thriving tourist destinations. After inaugurating its high-speed rail system in 1981, France developed a 1,180-mile network and plans to add 1,500 miles. The system carries a remarkable 100 million passengers annually.

Spain changed the demographics of entire regions with its high-speed rail line from Madrid to Seville, which opened in 1992. The line is so successful that more people travel between the two cities by rail than by car and airplane combined. Spain plans to spend more than $100 billion over the next decade to build Europe’s largest high-speed rail network. The project will put nearly everyone in Spain within 30 miles of a train station and will create tens of thousands of jobs.

Earlier this year, China announced a plan to expand its high-speed rail system to a network of more than 16,000 miles by 2020. In this year alone, China has poured more than $50 billion into this system.

A few years ago, that type of financial commitment would have been difficult to secure in the U.S.; instead of providing Amtrak with the funds that it needed to get back on track, the Bush administration called for Amtrak’s bankruptcy.

But with the enactment of the Passenger Rail Investment and Improvement Act (Pub.L. 110-432) in the 110th Congress and the American Recovery and Reinvestment Act (Pub.L. 111-5) in this Congress, America is on the verge of a new rail renaissance – a transformative moment in the history of transportation.

Just last month, I led a Whistle Stop Rail Tour to promote high-speed and intercity passenger rail in the U.S. We started in Washington, D.C., traveled to upstate New York and ended up in Chicago, where we conducted a major hearing on rail issues.

All along the way we saw stimulus dollars at work to improve our transportation infrastructure and create jobs for the local workforce. And in upstate New York specifically, rail manufacturing could very well replace many of the good jobs that were sent overseas.

Everywhere we went there was very strong support for Amtrak service and high-speed rail. The only complaints I heard were that there wasn’t enough money for rail and that it wasn’t coming fast enough.

Clearly, we need to get serious about funding high-speed rail. With just $1 billion budgeted for fiscal 2011, we need to find a dedicated revenue source so that states, operators and manufacturers aren’t afraid to make investments in infrastructure and manpower.

As we begin to develop and reauthorize the next surface transportation bill, it is critical that the need for additional rail capacity be addressed. There is no one solution that will solve rail congestion. New and creative ideas from government and the private sector must be utilized to increase and improve freight rail capacity.

Rep. Corrine Brown (D-Fla.) is chairman of the Transportation and Infrastructure Subcommittee on Railroads, Pipelines and Hazardous Materials.

The Essence of Anarchy America’s long, sordid affair with nullification.

Thursday, April 1st, 2010

Politics

The Essence of Anarchy

America’s long, sordid affair with nullification.

Sean Wilentz

Contributing Editor

view bio

 

Historical amnesia is as dangerously disorienting for a nation as for an individual. So it is with the current wave of enthusiasm for “states’ rights,” “interposition,” and “nullification”-the claim that state legislatures or special state conventions or referendums have the legitimate power to declare federal laws null and void within their own state borders. The idea was broached most vociferously in defense of the slave South by John C. Calhoun in the 1820s and 1830s, extended by the Confederate secessionists in the 1850s and 1860s, then forcefully reclaimed by militant segregationists in the 1950s and 1960s. Each time it reared its head, it was crushed as an assault on democratic government and the nation itself-in Abraham Lincoln’s words, “the essence of anarchy.” The issue has been decided time and again-not least by the deaths of more than 618,000 Americans on Civil War battlefields. Yet there are those who now seek to reopen this wound in the name of resisting federal legislation on issues ranging from gun control to health care reform. Proclaiming themselves heralds of liberty and freedom, the new nullifiers would have us repudiate the sacrifices of American history-and subvert the constitutional pillars of American nationhood.

The origins of nullification date back to the stormy early decades of the republic. In 1798, a conservative Federalist Congress, fearing the rise of a political opposition headed by Thomas Jefferson, passed the Alien and Sedition Acts outlawing criticism of the federal government. Coming before the Supreme Court had assumed powers of judicial review, the laws, signed by President John Adams, were steps toward eradicating political dissent. In a panic, Jefferson and his ally James Madison wrote sets of resolutions duly passed by the legislatures of Virginia and Kentucky, which called upon the state governments to resist and, as Madison put it, “interpose” themselves between the federal government and the citizenry. But the other state legislatures either ignored or repudiated the resolutions as affronts to the Constitution, and the crisis was ended by the democratic means of an election when Jefferson won the presidency two years later-the wholly peaceable and constitutional “revolution of 1800.”

The concept was revived by John C. Calhoun, who expanded it into a theory of nullification and Southern states’ rights in 1828. The specific issue at stake was a protective tariff that Southerners believed unfair to their section, but behind it lay a growing fear that the federal government might interfere with the institution of slavery. Calhoun declared that as “irresponsible power is inconsistent with liberty,” individual states had the right to nullify laws they deemed unconstitutional. He asserted further that should the federal government try to suppress nullification, individual states had the right to secede from the Union. In 1832, the South Carolina legislature passed a formal ordinance nullifying the tariff. But President Andrew Jackson proclaimed nullification pernicious nonsense. The nation, Jackson proclaimed, was not created by sovereign state governments-then, as now, a basic misunderstanding propagated by pro-nullifiers. Ratified in order “to form a more perfect union,” the Constitution was a new framework for a nation that already existed under the Articles of Confederation. “The Constitution of the United States,” Jackson declared, created “a government, not a league.”

Although state governments had certain powers reserved to them, these did not include voiding laws duly enacted by the people’s representatives in Congress and the president. Calhoun and South Carolina were isolated by Jackson’s firm stand. The aging James Madison sided with the president, deploring “the strange doctrines and misconceptions” of the South Carolinians, charging that they were a perversion of the Virginia Resolutions, and insisting that the “Constitution & laws of the U. S. should be the supreme law of the Land.” (Madison also wrote of nullification that “[n]o man’s creed was more opposed to such an inversion of the Repubn. order of things” than Thomas Jefferson’s.) Other southern states refused to join in the nullification movement, and the Congress approved a compromise tariff bill.

Calhoun’s radical ideas about states’ rights resurfaced during the sectional crisis over slavery in the 1850s. The Civil War began as a struggle over democracy and American government, focused on a key question: could the slave power in individual states, dissatisfied with the outcome of a presidential election, declare that election null and void and secede from the Union? Lincoln, like Jackson before him, declared such extreme views of state sovereignty a direct attack on democratic republican government.

After four years of Civil War, in a “new birth of freedom” that resurrected the Union, Calhoun’s states’ rights doctrines were utterly disgraced-but they did not disappear forever. Nearly a century later they were exhumed to justify the so-called “massive resistance” of the segregationist South against civil rights and, in particular, the Supreme Court’s ruling in Brown v. Board of Education in 1954. The current rage for nullification is nothing less than another restatement, in a different context, of musty neo-Confederate dogma.

Following the Brown decision, James J. Kilpatrick, the pro-segregationist editor of the The Richmond News Leader, dressed up nullification under the milder sounding “interposition,” borrowed from Madison’s Virginia resolutions. Kilpatrick hoped that adopting lofty Madisonian language would lift resistance to Brown “above the sometimes sordid level of race and segregation.” Despite his rhetorical sleight of hand, his intent was radical-supporting resistance not only to acts of Congress or the outcome of a presidential election, but also to the decisions of the ultimate court. Not surprisingly, not a single Supreme Court justice then or since, including the fiercest advocates of states’ rights, has ever ruled the concept a valid response to federal law or judicial rulings. All have recognized that nullification under any name would leave controversial laws or court decisions open to state-by-state popular referendums-a recipe for chaos that would undercut judicial review, the cornerstone of American constitutional jurisprudence. And the justices have recognized the explicit language of Article VI of the U.S. Constitution, that federal laws made in pursuance of the Constitution “shall be the supreme Law of the Land; and the Judges of every State shall be bound thereby.” Yet in their last-ditch efforts to save Jim Crow, segregationists like Kilpatrick grasped and distorted the words of James Madison from 1798. In the spirit of John C. Calhoun and the Confederacy, they then vaunted their idea of “interposition”  above the words of the Constitution, of which Madison is considered the father.

Kirkpatrick’s gambit caught on among his fellow white supremacists in southern state governments-most notably Virginia’s-and they passed resolutions of interdiction in defiance of the Brown decision. (The Alabama legislature went further, bluntly declaring Brown, “as a matter of right, null, void, and of no effect.”) Those resolutions came to lie at the heart of what Senator Harry F. Byrd of Virginia announced in February 1956 as a policy of “massive resistance” to Brown. For several years, the strategy succeeded in fending off federal authority, resulting in mob violence against blacks and federal officials as well as the closure of entire public school systems in the South, including the shutdown of public education in Virginia’s Prince Edward County for five years beginning in 1959. But determined efforts by the administrations of Dwight D. Eisenhower, John F. Kennedy, and Lyndon B. Johnson eventually broke the back of the segregationist campaign. And as early as January 1960, state and federal courts negated the Virginia nullification laws meant to implement massive resistance. Segregationists found other temporary means to preserve racial separation in the schools, including, for a time, the creation of private “segregation academies.” But, in time, Virginia, as well as the rest of the South, finally acceded to the legitimacy of the Brown decision. The repudiated doctrines of interposition and nullification were repudiated once more.

Less than a year ago, on July 16, 2009, the Richmond Times-Dispatch ran an editorial apologizing for its role and that of its sister newspaper, the News Leader, in instigating and supporting massive resistance, which it called “a dreadful doctrine.” It is all the more ironic that the legal fictions used to justify that doctrine should now be reappearing in new circumstances. “Who is the sovereign, the state or the federal government?” State Representative Chris N. Herrod, a Republican, declared amid a recent session of the Utah legislature that nullified, among other federal measures, health care reform. Earlier this month, Governor Mike Rounds of South Dakota, a Republican, signed into law a bill that invalidated all federal regulation of firearms regarding weapons manufactured and used in South Dakota. A few days later, Wyoming’s governor, Dave Freudenthal, a Democrat, signed similar legislation for his state. Meanwhile, the Oklahoma House of Representatives resolved that Oklahomans should be permitted to vote on a state constitutional amendment which would allow them to ignore the impending reform of the health care system. And in Virginia, the home of massive resistance, Attorney General Ken Cuccinelli II, a Republican, has argued that a recently enacted state law prohibiting the government from requiring the people to buy health insurance counters federal health care reform which, he insists, is unconstitutional.

Now, as in the 1860s and 1960s, nullification and interposition are pseudo-constitutional notions taken up in the face of national defeat in democratic politics. Unable to prevail as a minority and frustrated to the point of despair, its militant advocates abandon the usual tools of democratic politics and redress, take refuge in a psychodrama of “liberty” versus “tyranny,” and declare that, on whatever issue they choose, they are not part of the United States or subject to its laws-that, whenever they say so, the Constitution in fact forms a league, and not a government. Although not currently concerned with racial supremacy, the consequence of their doctrine would uphold an interpretation of the constitutional division of powers that would permit the majority of any state to reinstate racial segregation and inequality up to the point of enslavement, if it so chose.  

That these ideas resurfaced 50 years ago, amid the turmoil of civil rights, was as harebrained as it was hateful. But it was comprehensible if only because interposition and nullification lay at the roots of the Civil War. Today, by contrast, the dismal history of these discredited ideas resides within the memories of all Americans who came of age in the 1950s and 1960s-and ought, on that account, to be part of the living legacy of the rest of the country. Only an astonishing historical amnesia can lend credence to such mendacity.                      

Sean Wilentz is a contributing editor to The New Republic, and the author of The Rise of American Democracy: Jefferson to Lincoln (Norton).  

John P. Tolman

Vice President and National Legislative Representative

Brotherhood of Locomotive Engineers and Trainmen

Teamsters Rail Conference

25 Louisiana Ave. NW

Washington, D.C. 20001

Office: (202) 624-8776

Cell: (216) 272-1246

Fax: (202) 624-3086

tolman@ble.org

www.bletdc.org

Railroads have until April 16 to submit PTC roll-out plans

Sunday, February 28th, 2010

By Jeff Stagl, Managing Editor

The months-long wait for the Federal Railroad Administration (FRA) to issue a final implementation rule on positive train control (PTC) ended for U.S. railroads on Jan. 12. Now, the 30 roads affected by the federal PTC mandate – including the Class Is, Amtrak and 22 commuter railroads – have a few months to pore over the rule and ensure their implementation plans comply before they submit them to the FRA by the April 16 deadline.

The final rule governs PTC implementation on major U.S. freight-rail lines, as well as commuter and intercity passenger-rail routes. PTC systems, which feature digital radio links, global positioning systems and wayside computer control systems, are designed to help dispatchers and train crews safely manage train movements.

The Rail Safety Improvement Act of 2008 mandates that interoperable PTC systems be installed on most passenger-rail routes and lines used to move certain hazardous materials by 2015′s end. Closed passenger-rail systems, such as light-rail, rapid transit and subway systems, will not be required to adopt PTC.

The final rule builds on a Notice of Proposed Rulemaking that the FRA issued in July 2009. The rule specifies PTC systems’ required functionalities, including interoperability; the means by which the systems will be certified; the contents of implementation plans required by the statute; and the process for submitting implementation plans to the FRA for review and approval.

Computer Screen for Each Crew Member

For example, the rule stipulates that railroads must provide separate onboard screens for the engineer and conductor so each crew member in the locomotive cab can receive the same PTC information displayed in the same manner.

“The FRA pushed aside railroad arguments against requiring a separate PTC screen display for each crew member in a cab,” said United Transportation Union officials in a news item posted on the union’s Web site on Jan. 13.

The result of more than a decade of work by the FRA and various stakeholders, in partnership with the Railroad Safety Advisory Committee, the final rule serves as the “end of the beginning of the process” for PTC, FRA officials said during a media teleconference held Jan. 12.

The FRA estimates it will collectively cost the railroads about $5.5 billion to install PTC on 69,000 miles of track, including onboard components for 30,000 rail vehicles. In addition, railroads will spend about $820 million annually to maintain and refurbish the systems.

The high price tag will force railroads to forego major capital expenditures in critical areas over the five-plus-year period, said Norfolk Southern Corp. Chairman, President and Chief Executive Officer Wick Moorman during an earnings conference held Jan. 27.

“And the result may well be less capacity than is required to handle traffic volumes, a diminished ability to provide good service, and even possibly a less-safe working environment than we might have had otherwise,” he said.

As of press time, railroads continued to review the final rule and declined to comment until they had more time to examine the 475-page document. Ditto for the Association of American Railroads (AAR).

“We plan to issue a detailed response to the rule at a later time,” AAR officials said in a prepared statement issued on Jan. 14.

Short-line Exceptions

One part of the final rule they’re apt to review is various exceptions granted to Class II and III railroads. For example, the rule enables regionals and short lines to operate non-PTC-controlled locomotives for up to four origin-destination movements daily and for trip distances up to 20 miles on PTC-equipped lines.

Until Dec. 31, 2020, those locomotives also will be permitted on PTC-equipped lines for more than 20 miles; afterwards, regionals and short lines must install PTC devices on locomotives to operate them more than 20 miles on PTC-equipped lines.

In August 2009, the AAR objected to the FRA’s proposal to allow Class IIs and IIIs to operate non-PTC-controlled locomotives on PTC-equipped lines. The association disputed the FRA’s claim that the financial burden on small railroads would outweigh safety benefits.

“Surely Congress did not require Class Is to spend billions of dollars on PTC systems only to allow Class II and III railroads to operate trains without the technology on our tracks equipped with PTC,” AAR officials said at the time.

The FRA will accept additional comments on a few specific provisions of the final rule until March 12 to determine “whether clarity can be improved, and whether further opportunities for cost savings, consistent with safety, are available,” according to the agency.

The AAR plans to “continue to participate in the rulemaking process,” association officials said in the Jan. 14 statement.