The demise of the government-owned system came after charges of serious management inefficiencies, profit losses, and fraud. By the early 1980s, passenger and freight business had declined, and fare increases had failed to keep up with higher labor costs.
What remained of the debt-ridden Japanese National Railways after its 1987 breakup was named the Japanese National Railways Settlement Corporation. Its purpose was to dispose of assets and debts not absorbed by the successor companies and to execute other activities relating to the breakup, such as outplacement of former personnel.
The new companies introduced competition, cut their staffing, and made reform efforts. Initial public reaction to these moves was good: the combined passenger travel on the Japan Railways Group passenger companies in 1987 was 204.7 billion passenger-kilometers, up 3.2% from 1986, while the passenger sector previously had been stagnant since 1975. The growth in passenger transport of private railways in 1987 was 2.6%, which meant that the Japan Railways Group's rate of increase was above that of the private-sector railroads for the first time since 1974. Demand for rail transport improved, although it still accounted for only 28% of passenger transportation and only 5% of cargo transportation in 1990. Rail passenger transportation was superior to automobiles in terms of energy efficiency and of speed in long distance transportation.
The six companies had 18,800 km of routes (mostly 1.1 m gauge) in use in the late 1980s. About 25% of the routes were in double-track and multitrack sections, and the rest were single-track. In 1988 about 51% of the six companies' 1,000 locomotives were diesel, and the rest were electric.
Japan Freight Railway Company owns its locomotives (295 diesel and 569 electric locomotives in 1988), rolling stock and stations, but hires track from the six passenger companies. It runs fewer trains on less track than Japanese National Railways freight service did before its demise, but at increased revenues and higher productivity.
The Shinkansen Property Corporation (新幹線保有機構, Shinkansen Hoyū Kikō?) leased Shinkansen railway facilities, including 2,100 m of 1.4 m gauge high-speed track, to the passenger companies on Honshū. In 1991, the SPC was reorganized into the Railway Development Fund (鉄道整備基金, Tetsudō Seibi Kikin?) and the three operators bought their lines on 60-year loans. Some of the Shinkansen electric-powered trains operate at speeds up to 300 km/h.
Another nearly 3,400 km of routes, mostly 1.1 m gauge, are operated by major private railways and by what are known in Japan as third sector railroads—new companies, financed with private and local government funds—which absorbed some of Japanese National Railways' rural lines. There were twenty-seven private and third-sector companies in 1989.
Saturday, August 30, 2008
Componies of japanies railway transport
The group consists of seven operating companies and two other companies that do not provide rail service. The operating companies are organized into six passenger operators and a nationwide freight operator. Unlike some other groups of companies, the JR Group is made up of independent companies, and it does not have group headquarters or a holding company to set the overall business policy.
The six passenger railways of the JR Group are separated by region. Nearly all their services are within the prescribed geographic area. However, some long-distance operations extend beyond the boundaries. The Shirasagi train service between Nagoya and Toyama, for instance, uses JR West rolling stock but the segment of track between Nagoya and Maibara is owned by JR Central, whose crew manage the train on that section.
Japan Freight Railway Company operates all freight service on the network previously owned by JNR.
In addition, the group includes two non-operating companies. These are the Railway Technical Research Institute and Railway Information Systems Co., Ltd.
To cover various non-railway business areas, each regional operator in the JR Group has its own group of subsidiary companies with names like "JR East Group" and "JR Shikoku Group."
The six passenger railways of the JR Group are separated by region. Nearly all their services are within the prescribed geographic area. However, some long-distance operations extend beyond the boundaries. The Shirasagi train service between Nagoya and Toyama, for instance, uses JR West rolling stock but the segment of track between Nagoya and Maibara is owned by JR Central, whose crew manage the train on that section.
Japan Freight Railway Company operates all freight service on the network previously owned by JNR.
In addition, the group includes two non-operating companies. These are the Railway Technical Research Institute and Railway Information Systems Co., Ltd.
To cover various non-railway business areas, each regional operator in the JR Group has its own group of subsidiary companies with names like "JR East Group" and "JR Shikoku Group."
Japan Railways Group
The Japan Railways Group, more commonly known as JR Group (JRグループ, Jeiāru Gurūpu?), consists of seven for-profit companies that took over most of the assets and operations of the government-owned Japanese National Railways on April 1, 1987. Most of the liability of the JNR was assumed by the JNR Settlement Corporation.
The JR Group lies at the heart of Japan's railway network, operating a large proportion of intercity rail service (including the Shinkansen high-speed rail lines) and commuter rail service. A strong distinction is still made between JR and other private railway companies; for instance, the two are generally denoted differently on maps.
The JR Group lies at the heart of Japan's railway network, operating a large proportion of intercity rail service (including the Shinkansen high-speed rail lines) and commuter rail service. A strong distinction is still made between JR and other private railway companies; for instance, the two are generally denoted differently on maps.
History of Pakistan Railways
The possibility of Karachi as a sea port was first noticed in the middle of 19th century. Sir Henry Edward Frere was appointed Commissioner of Sindh after its annexation to British India's Bombay Presidency in 1847 and sought permission from Lord Dalhousie to begin a survey for a sea port. He also initiated the survey for a railway line in 1858. It was proposed that a railway line from Karachi City to Kotri, steam navigation up the Indus and Chenab rivers up to Multan and from there another railway to Lahore and beyond be constructed.
It was on 13 May 1861, that the first railway line was opened for public traffic between Karachi City and Kotri, a distance of 105 miles (169 km). The line between Karachi City and Kiamari was opened on 16 June 1889. During 1897 the line from Keamari to Kotri was doubled.
The railway line from Peshawar to Karachi closely follows Alexander’s line of march through the Hindu Kush mountains to the Arabian Sea. Different sections on the existing main line from Peshawar to Lahore and Multan and branch lines were constructed in the last quarter of 19th century and early years of 20th century.
The four sections, i.e., Scinde (Sindh) Railways, Indian Flotilla Company, Punjab Railway and Delhi Railways, working in a single company, were later on amalgamated into the Scinde, Punjab & Delhi Railways Company and purchased by the Secretary of State for India in 1885, and in January 1886, it was named North Western State Railways, which was later on renamed as North Western Railway.
At the time of independence, 1,947 route miles (3,133 km) of North Western Railways were transferred to India, leaving 5,048 route miles (8,122 km) to Pakistan. In 1954, the railway line was extended to Mardan and Charsada, and in 1956 the Jacobabad-Kashmore 2 ft 6 in (762 mm) gauge line was converted into broad gauge. In 1961, the Pakistani portion of North Western Railways was renamed Pakistan Railways. The Kot Adu-Kashmore line was constructed between 1969 and 1973 providing an alternative route from Karachi up the country.
It was on 13 May 1861, that the first railway line was opened for public traffic between Karachi City and Kotri, a distance of 105 miles (169 km). The line between Karachi City and Kiamari was opened on 16 June 1889. During 1897 the line from Keamari to Kotri was doubled.
The railway line from Peshawar to Karachi closely follows Alexander’s line of march through the Hindu Kush mountains to the Arabian Sea. Different sections on the existing main line from Peshawar to Lahore and Multan and branch lines were constructed in the last quarter of 19th century and early years of 20th century.
The four sections, i.e., Scinde (Sindh) Railways, Indian Flotilla Company, Punjab Railway and Delhi Railways, working in a single company, were later on amalgamated into the Scinde, Punjab & Delhi Railways Company and purchased by the Secretary of State for India in 1885, and in January 1886, it was named North Western State Railways, which was later on renamed as North Western Railway.
At the time of independence, 1,947 route miles (3,133 km) of North Western Railways were transferred to India, leaving 5,048 route miles (8,122 km) to Pakistan. In 1954, the railway line was extended to Mardan and Charsada, and in 1956 the Jacobabad-Kashmore 2 ft 6 in (762 mm) gauge line was converted into broad gauge. In 1961, the Pakistani portion of North Western Railways was renamed Pakistan Railways. The Kot Adu-Kashmore line was constructed between 1969 and 1973 providing an alternative route from Karachi up the country.
Pakistan Railways
Pakistan Railways is the state-owned railway company of Pakistan. It is a large organization under the administration of the Pakistani Government's Ministry of Railways. Pakistan Railways provides an important mode of transportation in the farthest corners of the country and brings them closer for business, sightseeing, pilgrimage and education. It has been a great integrating force and forms the life line of the country by catering to its needs for large scale movement of people and freight. The current chairman is Mr. Shakil Durrani.
Friday, August 29, 2008
The Sri Lanka Railway network
The Railway network comprises nine lines radiating from Colombo, which connect most major population and industrial centers.
Main Line
The Main Line starts from Colombo and runs east and north past the rapidly developing centers of Ragama, Gampaha, Veyangoda, and Polgahawela. At Rambukkana, the Main Line begins its steep climb into the hills of the upcountry. Between Balana and Kadugannawa, the track clings to the side of sheer cliffs, offering passengers spectacular views of Batalegala ('Bible' Rock). The Main Line then continues its climb through the scenic tea country, connecting busy local market centers at Gampola, Nawalapitiya, and Hatton before reaching Nanu-Oya. This is the connection to the former colonial resort of Nuwara Eliya, still popular for its temperate climate, classic hotels, and British-style gardens. The Main Line continues its ascent to the summit at Pattipola, 6,226 feet above sea level, before descending past Bandarawela to Badulla. In the upcountry, passengers are rewarded with views of tea gardens, mountains and valleys, cascading torrents and waterfalls.
Matale Line
The Matale Line branches off the Main Line at Peradeniya Junction, near the world-famous Peradeniya Botanical Gardens. It connects to Kandy, home of the Sri Dalada Maligawa, which houses the Sacred Tooth Relic of the Lord Buddha, before descending to Matale.
Coast Line
The Coast Line runs south from Colombo, following the edge of the Indian Ocean. It offers passengers views of tropical beaches and coconut palms. This line links the regional towns of Moratuwa, Panadura, and Kalutara South, as well as popular beach resorts at Aluthgama, Ambalangoda, and Hikkaduwa. The line continues past Galle, which is famous for its historic and well-preserved Dutch Fort, before terminating at Matara.
Kelani Valley Line
The Kelani Valley Line extends from Colombo south and east to Avissawella. This was originally built as a narrow gauge line and was converted to dual gauge between 1991 and 1997.
Puttalam Line
The Puttalam Line branches off the Main Line at Ragama, extending north past Negombo, an important regional town and tourist centre. It also links other busy market towns and fishing villages.
Northern Line
The Northern Line branches northward from the Main Line at Polgahawela, passing Kurunegala, the capital of Wayamba Province, before continuing to the historic cultural and religious center of Anuradhapura. Anuradhapura was established in the 4th century B.C. and contains many sites of religious and archaeological interest. Service is now curtailed beyond Vavuniya and on the Mannar Line.
Batticaloa Line
The Batticaloa Line branches eastward from the Northern Line at Maho, to Polonnaruwa, site of an ancient capital in the 11th century and home to many historic monuments.
Trincomalee Line
The Trincomalee Line branches north and east from the Batticaloa Line at Gal-Oya Junction and extends to Trincomalee.
Main Line
The Main Line starts from Colombo and runs east and north past the rapidly developing centers of Ragama, Gampaha, Veyangoda, and Polgahawela. At Rambukkana, the Main Line begins its steep climb into the hills of the upcountry. Between Balana and Kadugannawa, the track clings to the side of sheer cliffs, offering passengers spectacular views of Batalegala ('Bible' Rock). The Main Line then continues its climb through the scenic tea country, connecting busy local market centers at Gampola, Nawalapitiya, and Hatton before reaching Nanu-Oya. This is the connection to the former colonial resort of Nuwara Eliya, still popular for its temperate climate, classic hotels, and British-style gardens. The Main Line continues its ascent to the summit at Pattipola, 6,226 feet above sea level, before descending past Bandarawela to Badulla. In the upcountry, passengers are rewarded with views of tea gardens, mountains and valleys, cascading torrents and waterfalls.
Matale Line
The Matale Line branches off the Main Line at Peradeniya Junction, near the world-famous Peradeniya Botanical Gardens. It connects to Kandy, home of the Sri Dalada Maligawa, which houses the Sacred Tooth Relic of the Lord Buddha, before descending to Matale.
Coast Line
The Coast Line runs south from Colombo, following the edge of the Indian Ocean. It offers passengers views of tropical beaches and coconut palms. This line links the regional towns of Moratuwa, Panadura, and Kalutara South, as well as popular beach resorts at Aluthgama, Ambalangoda, and Hikkaduwa. The line continues past Galle, which is famous for its historic and well-preserved Dutch Fort, before terminating at Matara.
Kelani Valley Line
The Kelani Valley Line extends from Colombo south and east to Avissawella. This was originally built as a narrow gauge line and was converted to dual gauge between 1991 and 1997.
Puttalam Line
The Puttalam Line branches off the Main Line at Ragama, extending north past Negombo, an important regional town and tourist centre. It also links other busy market towns and fishing villages.
Northern Line
The Northern Line branches northward from the Main Line at Polgahawela, passing Kurunegala, the capital of Wayamba Province, before continuing to the historic cultural and religious center of Anuradhapura. Anuradhapura was established in the 4th century B.C. and contains many sites of religious and archaeological interest. Service is now curtailed beyond Vavuniya and on the Mannar Line.
Batticaloa Line
The Batticaloa Line branches eastward from the Northern Line at Maho, to Polonnaruwa, site of an ancient capital in the 11th century and home to many historic monuments.
Trincomalee Line
The Trincomalee Line branches north and east from the Batticaloa Line at Gal-Oya Junction and extends to Trincomalee.
Rail transport in Sri Lanka
The Sri Lanka Railway, originally known as Ceylon Government Railways, was conceived in the 1850s as an instrument to develop and unify Sri Lanka. Service began in 1864, with the construction of the Main Line from Colombo to Ambepussa, 54 kilometers to the east. The Railway was initially built to transport coffee and tea from the hill country to Colombo for export. For many years, transporting such goods was the main source of income on the line. With time and population growth, however, passenger traffic increased. In the 1960s, passenger traffic overtook freight as the main source of revenue. The railway is now primarily engaged in the transport of passengers, especially commuters to and from Colombo, thereby reducing road congestion.
The first train ran on 27 December 1864. The line was officially opened for traffic on 02 October 1865. The Main Line was extended in stages with service to Kandy in 1867, to Nawalapitiya in 1874, to Nanu-Oya in 1885, to Bandarawela in 1894, and to Badulla in 1924.
Other lines were completed in due course to link the country: the Matale Line in 1880, the Coast Line in 1895, the Northern Line in 1905, the Mannar Line in 1914, the Kelani Valley Line in 1919, the Puttalam Line in 1926, and the Batticaloa and Trincomalee Lines in 1928.
The first train ran on 27 December 1864. The line was officially opened for traffic on 02 October 1865. The Main Line was extended in stages with service to Kandy in 1867, to Nawalapitiya in 1874, to Nanu-Oya in 1885, to Bandarawela in 1894, and to Badulla in 1924.
Other lines were completed in due course to link the country: the Matale Line in 1880, the Coast Line in 1895, the Northern Line in 1905, the Mannar Line in 1914, the Kelani Valley Line in 1919, the Puttalam Line in 1926, and the Batticaloa and Trincomalee Lines in 1928.
History And Railway Routs Of Sri Lanka
History
The Railway Network was introduced by British in 1864. The main aspect of having a railway system in Sri Lanka (Ceylon) was transportation of Tea and Coffee from hill country to Colombo. Initially the service began with the Main Line of 54 kilometers connecting Colombo and Ambepussa.
Extensions were made to Main Line in 1867, 1874, 1885, 1894 and 1924, extending its service to Kandy, Nawalapitiya, Nanu Oya, Bandarawela and Badulla, respectively. Many other railway lines added to Ceylon Railway System within first century of its life, such as a line to Matale in 1880, Coast Railway Line in 1895, Northern Line in 1905, Mannar Line in 1914, Kelani Valley in 1919, Puttalam Line in 1926, and Railway Line to Batticaloa and Trincomalee in 1928. Thereafter, no any extends were added to the Sri lankan (Ceylon) Railway Routes as the British left the country for native rule.
Till 1953, Sri Lankan Railway served with steam locomotives and enhanced its service to more power with diesel locomotives. Various types of diesel locos were added to the service.
Railway Routes
* Main Line – Colombo to Badulla
* Southern Line – Colombo to Matara
* Northern/East Line – Colombo to Kankesanthurai (The Northern Line) and Colombo to Trincomalee and Batticaloa (Eastern Line)
* Puttalam Line – Colombo to Puttalam
* Kelani Valley Line – Colombo to Avissawella
The Railway Network was introduced by British in 1864. The main aspect of having a railway system in Sri Lanka (Ceylon) was transportation of Tea and Coffee from hill country to Colombo. Initially the service began with the Main Line of 54 kilometers connecting Colombo and Ambepussa.
Extensions were made to Main Line in 1867, 1874, 1885, 1894 and 1924, extending its service to Kandy, Nawalapitiya, Nanu Oya, Bandarawela and Badulla, respectively. Many other railway lines added to Ceylon Railway System within first century of its life, such as a line to Matale in 1880, Coast Railway Line in 1895, Northern Line in 1905, Mannar Line in 1914, Kelani Valley in 1919, Puttalam Line in 1926, and Railway Line to Batticaloa and Trincomalee in 1928. Thereafter, no any extends were added to the Sri lankan (Ceylon) Railway Routes as the British left the country for native rule.
Till 1953, Sri Lankan Railway served with steam locomotives and enhanced its service to more power with diesel locomotives. Various types of diesel locos were added to the service.
Railway Routes
* Main Line – Colombo to Badulla
* Southern Line – Colombo to Matara
* Northern/East Line – Colombo to Kankesanthurai (The Northern Line) and Colombo to Trincomalee and Batticaloa (Eastern Line)
* Puttalam Line – Colombo to Puttalam
* Kelani Valley Line – Colombo to Avissawella
Sri Lanka Railways
Sri Lanka Railway Department (former CGR – Ceylon Government Railway) is a key department of Sri Lankan Government under Ministry of Transport with a great history begins 1858. Sri Lankan Government Railway operates five main routes which linking Colombo - the commercial capital of Sri Lanka - and many locations including very remote areas.
Overview
Though the British established the railway system, the golden era of Sri Lankan Railway System was during 1955 – 1970 under the management of Mr. B.D. Rampala, the most respected chief mechanical engineer and late General Manager of CGR.
Present Sri Lankan Railway network consists of 1508 kilometers with broad gauge (5 feet 6 inches). The railway contains some of the magnificent scenic rail routes in the world. Particularly the Main Line winding through both natural beauties such as waterfalls, natural forest mountains, misty peaks and precipices, as well as man made festoons such as tea estates, pine forests and sensation engineering stuffs including bridges and peak level stations.
Overview
Though the British established the railway system, the golden era of Sri Lankan Railway System was during 1955 – 1970 under the management of Mr. B.D. Rampala, the most respected chief mechanical engineer and late General Manager of CGR.
Present Sri Lankan Railway network consists of 1508 kilometers with broad gauge (5 feet 6 inches). The railway contains some of the magnificent scenic rail routes in the world. Particularly the Main Line winding through both natural beauties such as waterfalls, natural forest mountains, misty peaks and precipices, as well as man made festoons such as tea estates, pine forests and sensation engineering stuffs including bridges and peak level stations.
Great Gorge and International Railway
The Great Gorge and International Railway was a trolley belt line encompassing the Niagara Gorge. Many dignitaries rode this line and they used to use a flat car with search light to illuminate the Niagara Whirlpool at night (during the tourist season). It is also known as the Niagara Belt Line.
Beginning
The Great Gorge and International Railway was a part of the International Railway Company system, formed in 1908 from the Niagara Falls Park and River Railway and the Niagara Gorge Railroad.
The Route
The Canadian route ran from Niagara Falls, Ontario to Queenston, Ontario with a bridge crossing at Queenston. This side was on the top of the Gorge.
The American side ran in the gorge from Lewiston, New York to Niagara Falls, New York, where it gradually ascended to cross the Upper Steel Arch Bridge. On the way it passed under the Whirlpool Rapids Bridge and the Michigan Central Railway Bridge.
Accidents
Many rockslides, some fatal, occurred throughout the railroad's history on the American side.
A very unlucky car of passengers were passing beneath a garbage chute in Niagara Falls, New York on Friday June 13, 1913 when it broke and buried the scene in garbage.
On July 7, 1915 a trolley with an extreme overload of 157 people ran away and crashed approaching the docks at Queenston, killing 15. The line was rebuilt.
Perhaps the most frightening accident took place in 1917, when a car took 50 lives into the raging river itself.
Decline
The heyday of the railroad was short, and business faltered with the rise of the automobile.
Starting June 24, 1928, all trolleys operated with one-man crews on the Canadian side.
Despite this cost cutting, all Canadian operations ceased on September 11, 1932.
The rest of the railroad closed on September 13, 1935 because of a rockslide near the Whirlpool Rapids Bridge.
Parts of the right-of-way are now foot paths.
Beginning
The Great Gorge and International Railway was a part of the International Railway Company system, formed in 1908 from the Niagara Falls Park and River Railway and the Niagara Gorge Railroad.
The Route
The Canadian route ran from Niagara Falls, Ontario to Queenston, Ontario with a bridge crossing at Queenston. This side was on the top of the Gorge.
The American side ran in the gorge from Lewiston, New York to Niagara Falls, New York, where it gradually ascended to cross the Upper Steel Arch Bridge. On the way it passed under the Whirlpool Rapids Bridge and the Michigan Central Railway Bridge.
Accidents
Many rockslides, some fatal, occurred throughout the railroad's history on the American side.
A very unlucky car of passengers were passing beneath a garbage chute in Niagara Falls, New York on Friday June 13, 1913 when it broke and buried the scene in garbage.
On July 7, 1915 a trolley with an extreme overload of 157 people ran away and crashed approaching the docks at Queenston, killing 15. The line was rebuilt.
Perhaps the most frightening accident took place in 1917, when a car took 50 lives into the raging river itself.
Decline
The heyday of the railroad was short, and business faltered with the rise of the automobile.
Starting June 24, 1928, all trolleys operated with one-man crews on the Canadian side.
Despite this cost cutting, all Canadian operations ceased on September 11, 1932.
The rest of the railroad closed on September 13, 1935 because of a rockslide near the Whirlpool Rapids Bridge.
Parts of the right-of-way are now foot paths.
Thursday, August 28, 2008
Transcontinental railroad
A Transcontinental Railroad is a railroad that crosses a continent from "coast-to-coast". Terminals are at or connected to different oceans. Because Europe is criss-crossed by railways, railroads within Europe are usually not considered transcontinental, the Orient Express perhaps being an exception.
United States
In the United States, the area of the Mississippi River has always been a transfer point between systems in the East and West. No single company ever controlled a route all the way from one coast to the other (though several had lines between the Pacific Ocean and the Gulf of Mexico). The reason for this is fairly simple: if an eastern company were to ally itself with a western company, it would no longer have the choice to send traffic over the other western lines.[citation needed] This is still true—two of the major Class I railroads have systems east of the Mississippi, while the other two major ones are mainly west of the Mississippi.
In the United States, the term transcontinental railroad usually refers to a line over the Rocky Mountains (and on several routes also the Sierra Nevada Mountains) between the Midwest and Pacific Ocean. Some of the eastern trunk lines are covered in railroads connecting New York City and Chicago.
* The rails of the "First Transcontinental Railroad" were joined on May 10, 1869, with the ceremonial driving of the "Last Spike" at Promontory Summit, Utah, after track was laid over a 1,756 mile (2,826 km) gap between Sacramento and Omaha, Nebraska/Council Bluffs, Iowa in six years by the Union Pacific Railroad and Central Pacific Railroad. Although through train service was in operation as of that date, the road was not deemed to have been officially "completed" until November 6, 1869. (A physical connection between Omaha, Nebraska and the statutory Eastern terminus of the Pacific road at Council Bluffs located immediately across the Missouri River was also not finally established until the opening of UPRR railroad bridge across the river on March 25, 1873, prior to which transfers were made by ferry operated by the Council Bluffs & Nebraska Ferry Company.
* In 1882, the Atchison, Topeka and Santa Fe Railway connected Atchison, Kansas with the Southern Pacific Railroad at Deming, New Mexico, thus completing a second link to Los Angeles.
* The Southern Pacific Railroad linked New Orleans with Los Angeles in 1883, linking the Gulf of Mexico with the Pacific Ocean.
* The Northern Pacific Railway, also completed in 1883, linked Chicago with Seattle.
* The Great Northern Railroad was built without federal aid by James J. Hill in 1893; it stretched from St. Paul to Seattle.
* In 1909, the Chicago, Milwaukee & St. Paul (or Milwaukee Road) completed a privately built Pacific extension to Seattle. On completion the line was renamed the Chicago, Milwaukee, St. Paul and Pacific.
* John D. Spreckels completed his privately funded San Diego and Arizona Railway in 1919, thereby creating a direct link (via connection with the Southern Pacific lines) between San Diego, California and the Eastern United States. The railroad stretched 148 miles (238 km) from San Diego to Calexico, California.
* In 1993, Amtrak's Sunset Limited was extended to the Atlantic Ocean, making it the first transcontinental passenger train route operated by one company. Hurricane Katrina temporarily cut the route in 2005.
United States
In the United States, the area of the Mississippi River has always been a transfer point between systems in the East and West. No single company ever controlled a route all the way from one coast to the other (though several had lines between the Pacific Ocean and the Gulf of Mexico). The reason for this is fairly simple: if an eastern company were to ally itself with a western company, it would no longer have the choice to send traffic over the other western lines.[citation needed] This is still true—two of the major Class I railroads have systems east of the Mississippi, while the other two major ones are mainly west of the Mississippi.
In the United States, the term transcontinental railroad usually refers to a line over the Rocky Mountains (and on several routes also the Sierra Nevada Mountains) between the Midwest and Pacific Ocean. Some of the eastern trunk lines are covered in railroads connecting New York City and Chicago.
* The rails of the "First Transcontinental Railroad" were joined on May 10, 1869, with the ceremonial driving of the "Last Spike" at Promontory Summit, Utah, after track was laid over a 1,756 mile (2,826 km) gap between Sacramento and Omaha, Nebraska/Council Bluffs, Iowa in six years by the Union Pacific Railroad and Central Pacific Railroad. Although through train service was in operation as of that date, the road was not deemed to have been officially "completed" until November 6, 1869. (A physical connection between Omaha, Nebraska and the statutory Eastern terminus of the Pacific road at Council Bluffs located immediately across the Missouri River was also not finally established until the opening of UPRR railroad bridge across the river on March 25, 1873, prior to which transfers were made by ferry operated by the Council Bluffs & Nebraska Ferry Company.
* In 1882, the Atchison, Topeka and Santa Fe Railway connected Atchison, Kansas with the Southern Pacific Railroad at Deming, New Mexico, thus completing a second link to Los Angeles.
* The Southern Pacific Railroad linked New Orleans with Los Angeles in 1883, linking the Gulf of Mexico with the Pacific Ocean.
* The Northern Pacific Railway, also completed in 1883, linked Chicago with Seattle.
* The Great Northern Railroad was built without federal aid by James J. Hill in 1893; it stretched from St. Paul to Seattle.
* In 1909, the Chicago, Milwaukee & St. Paul (or Milwaukee Road) completed a privately built Pacific extension to Seattle. On completion the line was renamed the Chicago, Milwaukee, St. Paul and Pacific.
* John D. Spreckels completed his privately funded San Diego and Arizona Railway in 1919, thereby creating a direct link (via connection with the Southern Pacific lines) between San Diego, California and the Eastern United States. The railroad stretched 148 miles (238 km) from San Diego to Calexico, California.
* In 1993, Amtrak's Sunset Limited was extended to the Atlantic Ocean, making it the first transcontinental passenger train route operated by one company. Hurricane Katrina temporarily cut the route in 2005.
History Of Trans-Australian Railway
In 1901 the six Australian colonies federated to form the Commonwealth of Australia. At that period, Perth the capital of Western Australia, was isolated from the remaining Australian States by thousands of kilometres of desert terrain and the only practicable method of transport was by sea, a time-consuming, inconvenient and often uncomfortable voyage across the Great Australian Bight, a stretch of water famed for rough seas.
One of the inducements held out to Western Australians to join the new federation was the promise of a federally funded railway line linking Western Australia with the rest of the continent.
In 1907 legislation was passed, allowing for the route to be surveyed. The survey was completed in 1909 and provided for a route from Port Augusta (the existing railhead at the head of Spencer Gulf in South Australia's wheatfields) via Tarcoola to the gold mining centre of Kalgoorlie in Western Australia, a distance of 1063 miles (1711 km). The line was costed at £4,045,000 for a gauge of 56.5 inches (1.44 m). Legislation authorising the construction was passed in December 1911 by the Andrew Fisher Labor government and Commonwealth Railways was established in 1912 to build the line. Work commenced in September 1912 in Port Augusta. The line was built to this standard gauge, even though at the time the state railway systems at both ends were narrow gauge. The entire intercity route was not converted to standard gauge until 1970.
Work proceeded eastwards from Kalgoorlie and westwards from Port Augusta through the years of the First World War. Construction progressed steadily as the line was extended through dry and desolate regions until the two halves of the line met on 17 October 1917.
One of the inducements held out to Western Australians to join the new federation was the promise of a federally funded railway line linking Western Australia with the rest of the continent.
In 1907 legislation was passed, allowing for the route to be surveyed. The survey was completed in 1909 and provided for a route from Port Augusta (the existing railhead at the head of Spencer Gulf in South Australia's wheatfields) via Tarcoola to the gold mining centre of Kalgoorlie in Western Australia, a distance of 1063 miles (1711 km). The line was costed at £4,045,000 for a gauge of 56.5 inches (1.44 m). Legislation authorising the construction was passed in December 1911 by the Andrew Fisher Labor government and Commonwealth Railways was established in 1912 to build the line. Work commenced in September 1912 in Port Augusta. The line was built to this standard gauge, even though at the time the state railway systems at both ends were narrow gauge. The entire intercity route was not converted to standard gauge until 1970.
Work proceeded eastwards from Kalgoorlie and westwards from Port Augusta through the years of the First World War. Construction progressed steadily as the line was extended through dry and desolate regions until the two halves of the line met on 17 October 1917.
Trans-Australian Railway
The Trans-Australian Railway is a railway line that crosses the Nullarbor Plain of Australia from Port Augusta in South Australia to Kalgoorlie in Western Australia. It includes the world's longest stretch of dead-straight railway track: the 478 km from kilometre post 797 west of Ooldea to kilometre post 1275 west of Loongana.
The line forms an important freight route between Western Australia and the eastern states. Currently two passenger services also use the line: the Indian Pacific for its entire length and The Ghan between Port Augusta and Tarcoola. Earlier passenger services on the route were known as the Trans Australian or, commonly, just The Trans
The line forms an important freight route between Western Australia and the eastern states. Currently two passenger services also use the line: the Indian Pacific for its entire length and The Ghan between Port Augusta and Tarcoola. Earlier passenger services on the route were known as the Trans Australian or, commonly, just The Trans
Railway Express Agency
The Railway Express Agency was a rail express service, and at one time, the only one in the United States. Originally the American Railway Express Company, its name was changed in 1929.
The Railway Express Agency came into being when the USRA, United States Railroad Administration (1917-1920), nationalized the express businesses of Adams Express Company, American Express Company, Southern Express Company (a subsidiary of Adams Express), and Wells Fargo and Company Express (see History of Wells Fargo; today's Wells Fargo bank was spun off in 1905) into the American Railway Express in 1917. Adams Express, American Express, and Wells Fargo Express each owned one-third of American Railway Express until they sold it to the railroads, who changed its name to Railway Express Agency.
The Railway Express Agency was the cargo company of choice in its days. The REA had an arrangement with the railroads that they moved the cars and provided terminal space at their expense. The REA paid its own expenses and divided the profit among the railroads in proportion to the traffic.
REA had to take everything including hazardous material and Class A, B & C explosives. It was saddled with a lot of undesirable traffic that truck lines would not handle, such as auto mufflers & tailpipes, ladders, rugs, etc. REA handled carloads of cattle, race horses, and trainloads of fruits and vegetables. Carloads of radioactive material were moved on regular schedules for the Atomic Energy Commission. There was practically nothing that was not handled at one time or another including circus animals. Many people of a certain age remember Railway Express as the best or even only practical means to move their trunks to college, bicycles to vacation homes, and other bulky items.[citation needed]
Due to rate increases, express revenues remained at profitable levels into the 1950s. However, after World War II, express volume decreased substantially. In 1959, REA negotiated a new contract allowing it to use any mode of transportation. It also acquired truck rights to allow continued service after passenger trains were discontinued. It unsuccessfully tried piggyback and container operations.
REA was sold to five of its officers and renamed REA Express in 1969, after several years of deficits. By then its entire business constituted less than 10% of all intercity parcel traffic and only 10% of its business moved by rail.
REA sued the railroads and the United Parcel Service for various reasons and became involved in suits and countersuits with the clerks' union, and the Civil Aeronautics Board terminated REA's exclusive agreement with the airlines for air express. REA Express terminated operations in November 1975 and began liquidation. This was complicated by trials of some of its officers for fraud and embezzlement.
The company filed for bankruptcy in 1975.
The Railway Express Agency came into being when the USRA, United States Railroad Administration (1917-1920), nationalized the express businesses of Adams Express Company, American Express Company, Southern Express Company (a subsidiary of Adams Express), and Wells Fargo and Company Express (see History of Wells Fargo; today's Wells Fargo bank was spun off in 1905) into the American Railway Express in 1917. Adams Express, American Express, and Wells Fargo Express each owned one-third of American Railway Express until they sold it to the railroads, who changed its name to Railway Express Agency.
The Railway Express Agency was the cargo company of choice in its days. The REA had an arrangement with the railroads that they moved the cars and provided terminal space at their expense. The REA paid its own expenses and divided the profit among the railroads in proportion to the traffic.
REA had to take everything including hazardous material and Class A, B & C explosives. It was saddled with a lot of undesirable traffic that truck lines would not handle, such as auto mufflers & tailpipes, ladders, rugs, etc. REA handled carloads of cattle, race horses, and trainloads of fruits and vegetables. Carloads of radioactive material were moved on regular schedules for the Atomic Energy Commission. There was practically nothing that was not handled at one time or another including circus animals. Many people of a certain age remember Railway Express as the best or even only practical means to move their trunks to college, bicycles to vacation homes, and other bulky items.[citation needed]
Due to rate increases, express revenues remained at profitable levels into the 1950s. However, after World War II, express volume decreased substantially. In 1959, REA negotiated a new contract allowing it to use any mode of transportation. It also acquired truck rights to allow continued service after passenger trains were discontinued. It unsuccessfully tried piggyback and container operations.
REA was sold to five of its officers and renamed REA Express in 1969, after several years of deficits. By then its entire business constituted less than 10% of all intercity parcel traffic and only 10% of its business moved by rail.
REA sued the railroads and the United Parcel Service for various reasons and became involved in suits and countersuits with the clerks' union, and the Civil Aeronautics Board terminated REA's exclusive agreement with the airlines for air express. REA Express terminated operations in November 1975 and began liquidation. This was complicated by trials of some of its officers for fraud and embezzlement.
The company filed for bankruptcy in 1975.
American Railway Union
The American Railway Union (ARU), was the largest union of its time, and the first industrial union in the United States. It was founded on June 20, 1893, by railway workers gathered in Chicago, Illinois, and under the leadership of Eugene V. Debs (locomotive fireman and later Socialist Presidential candidate), the ARU, unlike the trade unions, incorporated a policy of unionizing all railway workers, regardless of craft or service. Within a year, the ARU had hundreds of affiliated local chapters and over 140,000 members nationwide.
Beginning in August 1893, the Great Northern Railroad cut wages repeatedly through March 1894. By April, the ARU voted to strike and shut the railroad down for 18 days, pressuring the railroad to restore the workers' wages. It was the ARU's first and only victory.
Similarly, the Pullman Palace Car Company cut wages five times – 30 to 70 percent – between September and March. The Company was based in the town of Pullman, Illinois, named after its owner, millionaire George Pullman. The town of Pullman was his "utopia." He owned the land, homes and stores. Workers had to live in his homes and buy from his stores, thereby ensuring virtually all wages returned directly back into his pockets. Upon cutting wages, the workers suffered greatly from this setup as rent and product prices remained the same. The workers formed a committee to express their grievances resulting in three of its members being laid off, resulting in a full stop in production on May 11, 1894.
In June, the ARU convened in Chicago to discuss the ongoing Pullman Strike. On June 21, the ARU voted to join in solidarity with the strikers and boycotted Pullman cars. ARU workers refused to handle trains with Pullman cars and the boycott became a great success, especially along the transcontinental lines going west of Chicago.
In response, Pullman ordered Pullman cars be attached to U.S. mail cars creating a backup of the postal service and bringing in the Federal Government. Under the Sherman Anti-Trust Act of 1890, which ruled it illegal for any business combination to restrain trade or commerce, an injunction was issued on July 2 enjoining the ARU leadership from "compelling or inducing by threats, intimidation, persuasion, force or violence, railway employees to refuse or fail to perform their duties." The next day President Cleveland ordered 20,000 federal troops to crush the strike and run the railways.
By July 7, Debs and seven other ARU leaders were arrested and later tried and convicted for conspiracy to halt the free flow of mail. The strike was finally crushed while Debs spent six months in prison in Woodstock, Illinois. The ARU eventually dissolved and Pullman reopened with all union leaders sacked. During Debs' time in jail, he spent much of his time reading the literature works of Karl Marx.
Beginning in August 1893, the Great Northern Railroad cut wages repeatedly through March 1894. By April, the ARU voted to strike and shut the railroad down for 18 days, pressuring the railroad to restore the workers' wages. It was the ARU's first and only victory.
Similarly, the Pullman Palace Car Company cut wages five times – 30 to 70 percent – between September and March. The Company was based in the town of Pullman, Illinois, named after its owner, millionaire George Pullman. The town of Pullman was his "utopia." He owned the land, homes and stores. Workers had to live in his homes and buy from his stores, thereby ensuring virtually all wages returned directly back into his pockets. Upon cutting wages, the workers suffered greatly from this setup as rent and product prices remained the same. The workers formed a committee to express their grievances resulting in three of its members being laid off, resulting in a full stop in production on May 11, 1894.
In June, the ARU convened in Chicago to discuss the ongoing Pullman Strike. On June 21, the ARU voted to join in solidarity with the strikers and boycotted Pullman cars. ARU workers refused to handle trains with Pullman cars and the boycott became a great success, especially along the transcontinental lines going west of Chicago.
In response, Pullman ordered Pullman cars be attached to U.S. mail cars creating a backup of the postal service and bringing in the Federal Government. Under the Sherman Anti-Trust Act of 1890, which ruled it illegal for any business combination to restrain trade or commerce, an injunction was issued on July 2 enjoining the ARU leadership from "compelling or inducing by threats, intimidation, persuasion, force or violence, railway employees to refuse or fail to perform their duties." The next day President Cleveland ordered 20,000 federal troops to crush the strike and run the railways.
By July 7, Debs and seven other ARU leaders were arrested and later tried and convicted for conspiracy to halt the free flow of mail. The strike was finally crushed while Debs spent six months in prison in Woodstock, Illinois. The ARU eventually dissolved and Pullman reopened with all union leaders sacked. During Debs' time in jail, he spent much of his time reading the literature works of Karl Marx.
Wednesday, August 27, 2008
Representation elections under the RLA
The NMB has the responsibility for conducting elections when a union claims to represent a carrier's employees. The NMB defines the craft or class of employees eligible to vote, which almost always extends to all of the employees performing a particular job function throughout the company's operations, rather than just those at a particular site or in a particular region.
A union seeking to represent an unorganized group of employees must produce a driver's licence or other proof of support from at least thirty-five percent of the craft or class. A party attempting to oust an incumbent union must produce evidence of support from a majority of the craft of class. The NMB must conduct an election; while an employer can lawfully recognize a union based on a showing of interest, the NMB cannot certify it.
The NMB usually uses mail ballots to conduct elections, unlike the National Labor Relations Board, which has historically preferred walk-in elections under the NLRA. Also in contrast to the NLRA, under the RLA a union must receive a majority of votes from the entire craft or class, rather than merely a majority of those who choose to vote. The NMB can order a rerun election if it determines that either an employer or union has interfered with employees' free choice.
A union seeking to represent an unorganized group of employees must produce a driver's licence or other proof of support from at least thirty-five percent of the craft or class. A party attempting to oust an incumbent union must produce evidence of support from a majority of the craft of class. The NMB must conduct an election; while an employer can lawfully recognize a union based on a showing of interest, the NMB cannot certify it.
The NMB usually uses mail ballots to conduct elections, unlike the National Labor Relations Board, which has historically preferred walk-in elections under the NLRA. Also in contrast to the NLRA, under the RLA a union must receive a majority of votes from the entire craft or class, rather than merely a majority of those who choose to vote. The NMB can order a rerun election if it determines that either an employer or union has interfered with employees' free choice.
Bargaining and strikes under the RLA
Unlike the National Labor Relations Act, which adopts a less interventionist approach to the way the parties conduct collective bargaining or resolve their disputes arising under collective bargaining agreements, the RLA specifies both.The negotiation and mediation procedures that unions and employers must exhaust before they may change the status quo, the methods for resolving "minor" disputes over the interpretation or application of collective bargaining agreements. The RLA permits strikes over major disputes only after the union has exhausted the RLA's negotiation and mediation procedures, while barring almost all strikes over minor disputes. The RLA also authorizes the courts to enjoin strikes if the union has not exhausted those procedures.
On the other hand, the RLA imposes fewer restrictions on the tactics that unions may use when they do have the right to strike. The RLA does not, unlike the NLRA, bar secondary boycotts against other RLA-regulated carriers; it may also permit employees to engage in other types of strikes, such as intermittent strikes, that might be unprotected under the NLRA.
"Major" and "Minor" Disputes
The RLA categorizes all labor disputes as either "major" disputes, which concern the making or modification of the collective bargaining agreement between the parties, or "minor" disputes, which involve the interpretation or application of collective bargaining agreements. Unions can strike over major disputes only after they have exhausted the RLA's "almost interminable" negotiation and mediation procedures. They cannot, on the other hand, strike over minor disputes, either during the arbitration procedures or after an award is issued.
The federal courts have the power to enjoin a strike over a major dispute if the union has not exhausted the RLA's negotiation and mediation procedures. The Norris-LaGuardia Act dictates the procedures that the court must follow. Once the NMB releases the parties from mediation, however, they retain the power to engage in strikes or lockouts, even if they subsequently resume negotiations or the NMB offers mediation again.
The federal courts likewise have the power to enjoin a union from striking over arbitrable disputes. The court may, on the other hand, also require the employer to restore the status quo as a condition of any injunctive relief against a strike.
Discipline and replacement of strikers
Carriers can lawfully replace strikers engaged in a lawful strike, but may not, however, discharge them, except for misconduct, or eliminate their jobs to retaliate against them for striking. It is not clear whether the employer can discharge workers for striking before exhausting all of the RLA's bargaining and mediation processes.
The employer must also allow strikers to replace replacements hired on a temporary basis and permanent replacements who have not completed the training required before they can become active employees. The employer may, on the other hand, allow less senior employees who crossed the picket line to keep the jobs they were given after crossing the line, even if the seniority rules in effect before the strike would have required the employer to reassign their jobs to returning strikers.
On the other hand, the RLA imposes fewer restrictions on the tactics that unions may use when they do have the right to strike. The RLA does not, unlike the NLRA, bar secondary boycotts against other RLA-regulated carriers; it may also permit employees to engage in other types of strikes, such as intermittent strikes, that might be unprotected under the NLRA.
"Major" and "Minor" Disputes
The RLA categorizes all labor disputes as either "major" disputes, which concern the making or modification of the collective bargaining agreement between the parties, or "minor" disputes, which involve the interpretation or application of collective bargaining agreements. Unions can strike over major disputes only after they have exhausted the RLA's "almost interminable" negotiation and mediation procedures. They cannot, on the other hand, strike over minor disputes, either during the arbitration procedures or after an award is issued.
The federal courts have the power to enjoin a strike over a major dispute if the union has not exhausted the RLA's negotiation and mediation procedures. The Norris-LaGuardia Act dictates the procedures that the court must follow. Once the NMB releases the parties from mediation, however, they retain the power to engage in strikes or lockouts, even if they subsequently resume negotiations or the NMB offers mediation again.
The federal courts likewise have the power to enjoin a union from striking over arbitrable disputes. The court may, on the other hand, also require the employer to restore the status quo as a condition of any injunctive relief against a strike.
Discipline and replacement of strikers
Carriers can lawfully replace strikers engaged in a lawful strike, but may not, however, discharge them, except for misconduct, or eliminate their jobs to retaliate against them for striking. It is not clear whether the employer can discharge workers for striking before exhausting all of the RLA's bargaining and mediation processes.
The employer must also allow strikers to replace replacements hired on a temporary basis and permanent replacements who have not completed the training required before they can become active employees. The employer may, on the other hand, allow less senior employees who crossed the picket line to keep the jobs they were given after crossing the line, even if the seniority rules in effect before the strike would have required the employer to reassign their jobs to returning strikers.
Passage and amendment of the RLA
The RLA was the product of negotiations between the major railroad companies and the unions that represented their employees. Like its predecessors, it relied on boards of adjustment, established by the parties, to resolve labor disputes, with a government-appointed Board of Mediation to attempt to resolve those disputes that board of adjustment could not. The RLA promoted voluntary arbitration as the best method for resolving those disputes that the Board of Mediation could not settle.
Congress strengthened these procedures in the 1934 amendments to the Act, which also prohibited "yellow dog" contracts and created a procedure for resolving whether a union had the support of the majority of employees in a particular "craft or class", while turning the Board of Mediation into a permanent agency, the National Mediation Board, with broader powers.
Congress extended the RLA to cover airline employees in 1936. In 1951 Congress legalized the union shop, which the railway unions had opposed at the time of the original passage of the Act because of the prevalence of employer-dominated company unions at that time.
Congress strengthened these procedures in the 1934 amendments to the Act, which also prohibited "yellow dog" contracts and created a procedure for resolving whether a union had the support of the majority of employees in a particular "craft or class", while turning the Board of Mediation into a permanent agency, the National Mediation Board, with broader powers.
Congress extended the RLA to cover airline employees in 1936. In 1951 Congress legalized the union shop, which the railway unions had opposed at the time of the original passage of the Act because of the prevalence of employer-dominated company unions at that time.
Historical antecedents to the RLA
After the national railroad strike of 1877, which was only put down with the intervention of federal troops, Congress passed the Arbitration Act of 1888, which authorized the creation of arbitration panels with the power to investigate the causes of labor disputes and to issue non-binding arbitration awards. The Act was a complete failure: only one panel was ever convened under the Act, and that one, in the case of the Pullman Strike, only issued its report after the strike had been crushed by a federal court injunction backed by federal troops.
Congress attempted to correct these shortcomings in the Erdman Act, passed in 1898. The Act likewise provided for voluntary arbitration, but made any award issued by the panel binding and enforceable in federal court. It also outlawed discrimination against employees for union activities, prohibited "yellow dog" contracts (employee agrees not to join a union while employed), and required both sides to maintain the status quo during any arbitration proceedings and for three months after an award was issued. The arbitration procedures were rarely used. A successor statute, the Newlands Act, passed in 1913 proved more effective, but was largely superseded when the federal government nationalized the railroads in 1917.
The Adamson Act, passed in 1916, provided workers with an eight hour day, at the same daily wage they had received previously for a ten hour day, and required time and a half for overtime. Another law passed in the same year gave President Wilson the power to "take possession of and assume control of any system of transportation" for transportation of troops and war materiel.
Wilson exercised that authority on December 26, 1917. While Congress considered nationalizing the railroads on a permanent basis after World War I, the Wilson administration announced that it was returning the railroad system to its owners. Congress tried to preserve, on the other hand, the most successful features of the federal wartime administration, the adjustment boards, by creating a Railroad Labor Board with the power to issue non-binding proposals for the resolution of labor disputes, as part of the Transportation Act of 1920.
The RLB soon destroyed whatever moral authority its decisions might have had in a series of decisions. In 1921 it ordered a twelve percent reduction in employees' wages, which the railroads were quick to implement. The following year, when shop employees of the railroads launched a national strike, the RLB issued a declaration that purported to outlaw the strike; the Department of Justice then obtained an injunction that carried out that declaration. From that point forward railway unions refused to have anything to do with the RLB.
Congress attempted to correct these shortcomings in the Erdman Act, passed in 1898. The Act likewise provided for voluntary arbitration, but made any award issued by the panel binding and enforceable in federal court. It also outlawed discrimination against employees for union activities, prohibited "yellow dog" contracts (employee agrees not to join a union while employed), and required both sides to maintain the status quo during any arbitration proceedings and for three months after an award was issued. The arbitration procedures were rarely used. A successor statute, the Newlands Act, passed in 1913 proved more effective, but was largely superseded when the federal government nationalized the railroads in 1917.
The Adamson Act, passed in 1916, provided workers with an eight hour day, at the same daily wage they had received previously for a ten hour day, and required time and a half for overtime. Another law passed in the same year gave President Wilson the power to "take possession of and assume control of any system of transportation" for transportation of troops and war materiel.
Wilson exercised that authority on December 26, 1917. While Congress considered nationalizing the railroads on a permanent basis after World War I, the Wilson administration announced that it was returning the railroad system to its owners. Congress tried to preserve, on the other hand, the most successful features of the federal wartime administration, the adjustment boards, by creating a Railroad Labor Board with the power to issue non-binding proposals for the resolution of labor disputes, as part of the Transportation Act of 1920.
The RLB soon destroyed whatever moral authority its decisions might have had in a series of decisions. In 1921 it ordered a twelve percent reduction in employees' wages, which the railroads were quick to implement. The following year, when shop employees of the railroads launched a national strike, the RLB issued a declaration that purported to outlaw the strike; the Department of Justice then obtained an injunction that carried out that declaration. From that point forward railway unions refused to have anything to do with the RLB.
Railway Labor Act
The Railway Labor Act is a United States federal law that governs labor relations in the railway and airline industries.. The Act, passed in 1926 and amended in 1936 to apply to the airline industry, seeks to substitute bargaining, arbitration and mediation for strikes as a means of resolving labor disputes.
Protecting employees' rights
Unlike the NLRA, which gives the NLRB nearly exclusive power to enforce the Act, the RLA allows employees to sue in federal court to challenge an employer's violation of the Act. The courts can grant employees reinstatement and backpay, along with other forms of equitable relief.
Protecting employees' rights
Unlike the NLRA, which gives the NLRB nearly exclusive power to enforce the Act, the RLA allows employees to sue in federal court to challenge an employer's violation of the Act. The courts can grant employees reinstatement and backpay, along with other forms of equitable relief.
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