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DONATE TO HELP PEOPLE AFFECTED BY HURRICANE HARVEY

With tens of thousands of Texans displaced by Hurricane Harvey, it is important that Americans band together to help our own. Below is a list of charities accepting donations to help with disaster relief efforts.

Click here to offer a place to stay for those displaced.

RISCH OP-ED: BIGGER TRUCKS DESTROY ROADS

Risch

SMART TD National Legislative Director John Risch recently wrote an opinion editorial, published by Inforum, about how larger trucks destroy roads and take away important railroad jobs.

“Beyond destroying our roads, increasing the weight of trucks will shift freight traffic from our state’s railroads and onto our state’s highways,” Risch wrote. “Railroads build and maintain their own tracks and even pay property taxes on rail lines while no one pays property taxes on roads. The existing 105,500 lb. trucks do not pay for the damage they cause to our roads today.”

Click here to read the full op-ed by Risch.

42 hurt in SEPTA train crash outside Philadelphia

PTRAIN
 JOSEPH KACZMAREK / FOR THE INQUIRER AND DAILY NEWS SEPTA officials look over the damaged train cars, Tuesday Aug. 22, 2017, at 69th Street Transportation Center in Upper Darby Pa. According to SEPTA officials a train from the Norristown High Speed Line arriving at the transportation center shortly after midnight struck an unoccupied train car that was sitting at the station platform, injuring 42 people.
A SEPTA Norristown High Speed Line train carrying passengers ran into an unoccupied train early Tuesday inside the 69th Street Transportation Center in Upper Darby, injuring 42 people, officials said.

The train was carrying 41 passengers and the operator when the crash occurred about 12:15 a.m., said Heather Redfern, a SEPTA spokeswoman. The National Transportation Safety Board took over the investigation Tuesday morning, said Eric Weiss, a spokesman for the federal agency. A lead investigator was at the scene Tuesday morning, and a 10-member team was traveling from Washington, D.C., to assist.

The operator is a member of the United Transportation Union Local 1594. Waverly Harris, the local’s president, said he did not have enough information to comment on the crash Tuesday morning.

Upper Darby emergency officials mobilized for a mass casualty incident after the call came in for the crash, responding immediately with about 20 ambulances. The injured were taken to eight area hospitals.

High Speed Line trains were operating between Norristown and Upper Darby on Tuesday morning, running about every 20 minutes with no express service, SEPTA said. The 13.4-mile High Speed Line moves about 11,000 people each work day, according to SEPTA route statistics, between 69th Street and Norristown. The 26 cars on the route’s fleet went into service in 1993 and 1994, SEPTA reported.

A man who said he was a passenger on the train and identified himself only as Ronnie from Havertown told YC News and other reporters at the scene that the train overshot the Gulph Mills and Bryn Mawr Stations and had to back up. Ronnie said he believed the problem was the brakes and not the operator.

At least one rider voiced apprehension about riding on the line in the wake of the crash.

“Scared. Just a little bit,” said Tyeisha Bagwell, 27, of Frankford. “Because I got to take this train every day.”

The High Speed Line is equipped with Automatic Train Control, a system that establishes safe braking distances, a SEPTA spokesman said. It was not clear Tuesday whether ATC should have been able to prevent the collision from happening.

The 69th Street Terminal was the scene of another crash in February. In that incident, a SEPTA Market-Frankford Line derailed in a rail yard when it crashed into a stopped train, seriously injuring one of the operators. An NTSB investigation into that incident is still ongoing and the train’s operator has retired, according to a union representative.

Despite its name, the Norristown High Speed Line, like the PATCO High Speed Line in New Jersey, is not a European- or Japanese-style “fast train.” Its electrified light rail trains operate on a 13.4 mile right of way with 22 stations. The line’s express trains take 26 minutes to cover the distance while making stops at 17 stations.

by Jason Laughlin & Joseph A. Gambardello - Staff Writers

CSX Layoffs Fuel Rumors Local Yard May Shut

Half of employees at Riverdale site let go amid changes

Railroad giant CSX recently laid off half its operating employees at Barr Yard, its primary Chicago switching yard. (AP 2014)

By Robert Channick

Chicago Tribune

Railroad giant CSX, which is under fire from regulators for operating changes that have disrupted its freight service nationwide, laid off more than 60 employees this week at its primary Chicago switching yard, according to the workers union.

The furloughed engineers, conductors and switchmen represent about half of the operating employees at Barr Yard, a switching facility in south suburban Riverdale that funnels most of CSX freight traffic through Chicago.

In conjunction with the layoffs, CSX reportedly has diverted some freight traffic to other switching yards, fueling rumors that Barr Yard may close entirely.

“When you talk about half of the workforce being laid off, then you start to really worry about the future of the facility itself,” said Bob Guy, Illinois legislative director for the transportation division of the International Association of Sheet Metal, Air, Rail and Transportation Workers union, which represents CSX operations employees.

Rob Doolittle, a spokesman for Jacksonville, Fla.-based CSX, did not confirm the layoffs but said in an email Wednesday that the company is making changes to its operations in Chicago.

“CSX is in the process of reviewing its operations throughout the Chicago region to identify ways to optimize the movement of freight among CSX facilities and with partner organizations,” Doolittle said.

He said no decision has been made to close Barr Yard “at this time” and that CSX is informing employees who may be affected by changes “as they occur.”

Long a key switching yard for the Baltimore & Ohio Chicago Terminal, Barr Yard became part of CSX when it absorbed the defunct B&O line in the 1980s.

The changes at Barr Yard dovetail with a national cost-cutting strategy being implemented by E. Hunter Harrison, a veteran railroad executive who was named CEO of CSX in March. Those efforts have disrupted service, sent frustrated customers to competitors and last month drew a letter of concern from the federal Surface Transportation Board.

The board admonished Harrison for complaints of increased transit times, loaded and empty rail cars sitting “for days” at switching yards, and other delays that have caused customers to curtail production.

“We have acknowledged that some customers are experiencing service issues as transitions are being implemented in various locations around the network, and last week Mr. Harrison sent a letter to customers apologizing for those issues and restating our commitment to working with customers to resolve service issues as quickly as possible,” Doolittle said.

Locally, some CSX freight traffic has been diverted from Barr to the massive Belt Railway Co. switching yard in Bedford Park near Midway Airport. CSX is among several railroads that jointly own the Belt Railway yard.

“If you’re going to close a huge switching facility, then you’re going to put pressure elsewhere on the system,” Guy said. “Those (trains) have to go somewhere.”

Harrison, 72, a lifelong railroad executive, joined CSX from Canadian Pacific Railway, where he was lured out of retirement to take the throttle in 2012. He is credited with increasing profits and cutting costs at Canadian Pacific, a strategy he also employed during previous CEO runs at Canadian National Railway and Illinois Central Railroad.

Dubbed “precision scheduled railroading,” Harrison’s plan is designed to move “more freight faster by optimizing the use of all available assets,” Doolittle said Thursday.

The formula, which includes layoffs, yard closings and longer freight trains, has apparently met with more resistance at CSX. In his July 31 letter to customers, Harrison blamed employee pushback over the cost-cutting measures for the recent service disruptions.

“The pace of change at CSX has been extremely rapid, and while most people at the company have embraced the new plan, unfortunately, a few have pushed back and continue to do so,” Harrison said. “This resistance to change has resulted in some service disruptions.”

John Risch, the national legislative director of the SMART union’s transportation division, said CSX employees are not responsible for the disruptions.

“There’s one person to blame, and it’s E. Hunter Harrison,” Risch said. “He’s the guy that plunged into this thing forcefully and just decided to make major changes, and they’re not very well thought through.”

Pennsylvania town evacuated after CSX freight train derails, catches fire

By Associated Press.  A fire burns at the site of a freight train derailment Wednesday in Hyndman, PA. A freight train carrying hazardous materials partly derailed early Wednesday, setting train cars and a garage on fire and prompting emergency officials to evacuate nearby residents.

HYNDMAN, Pa. — Nearly three dozen cars of a freight train carrying hazardous materials careened off the tracks in a small Pennsylvania town Wednesday, igniting fires in some rail cars and a garage and forcing emergency officials to evacuate the whole town.

 No injuries were reported.

At least 32 cars on the CSX freight train derailed about 5 a.m. in Hyndman, about 100 miles southeast of Pittsburgh, said CSX spokesman Rob Doolittle. The train was traveling from Chicago to Selkirk, New York.

At least one car containing liquid petroleum gas, and one containing molten sulfur leaked and caught fire, Doolittle said. A residential garage struck during the derailment also caught fire, officials said.

It was not immediately known what caused the train run off the rails, and the fire continued to burn hours after the derailment.

The only confirmed structure fire was at the garage, but video from the scene seems to show more extensive damage.

Aerial footage of the derailment shows a number of cars stacked nearly perpendicular to the tracks while others landed in a burning, zig-zag pattern in a residential area where some structures seemed crushed and other ablaze.

Hyndman resident Jim Shaffer told the (Cumberland) Times-News he was awakened by the sound of crashing rail cars.

“It woke me up. It was louder than a thunderstorm,” he said. “I heard the cars banging into each other. Then I heard the fire whistle.”

Bedford County 911 coordinator Harry Corley said officials ordered everyone within a 1-mile radius of the derailment to leave hours after the derailment. The order encompasses the entire town of Hyndman, and residents have been directed to a local church for help with lodging and food.

Gov. Tom Wolf said officials were conducting air and ground studies to determine possible health effects. The governor was traveling to the derailment’s command center Wednesday afternoon.

A number of roads are closed, and some flight restrictions are in place.

Amtrak suspended train service between Pittsburgh and Washington, providing buses to take passengers between the two stations.

“CSX apologizes for the impact that this incident is having on the residents of Hyndman,” Doolittle said.

Hyndman is a town of just over 800 residents near the Maryland border.

“CSX’s top priority is to work cooperatively with first responders and other officials to protect the public’s safety, and CSX personnel are on the scene assisting first responders, providing information about the contents of the train and expertise on responding to railroad incidents,” Doolittle said.

CSX chief executive attributes service disruptions to employee push-back

Eric M. Johnson

SEATTLE (Reuters) - CSX Corp Chief Executive Hunter Harrison has apologized to customers for service disruptions that he attributed to some railroad employees resisting changes at the company, according to an email seen by Reuters.

On Tuesday, Cowen & Co analysts said more than 80 percent of shippers they surveyed have experienced problems with CSX and nearly 40 percent have switched some freight to rival Norfolk Southern, and 67 percent have transferred freight to a trucker.

Harrison's email, addressed to "our valued customer," was sent on Monday and acknowledged customer complaints with the railroad's service since he took control in March amid high expectations from investors and analysts.

One shipper told Cowen that the transition under Harrison "has been a complete disaster" for service operations.

"Car velocity has drastically declined, putting our ability to serve our customers and maintain empty supply to our plants in serious jeopardy," the shipper said.

Harrison, who led turnarounds at Canadian Pacific Railway Ltd and Canadian National Railway Co, told customers he was facing resistance to aggressive cost-cutting measures he promised for CSX.

"The pace of change at CSX has been extremely rapid, and while most people at the company have embraced the new plan, unfortunately, a few have pushed back and continue to do so," Harrison wrote on Monday in the email to customers seen by Reuters.

"This resistance to change has resulted in some service disruptions. To those customers that have experienced such issues, we sincerely apologize," he said.

John Risch, a spokesman for the transportation division of the SMART Union, which represents CSX operations employees, said "significant delays" had been caused by Harrison's changes, such as doubling the size of trains and shutting down hump yards where a freight train's cars are separated onto different tracks.

"No one is more to blame for CSX's service disruptions than the man who ordered the dramatic changes to operations and that's Hunter Harrison," Risch said by email.

Harrison vowed in his memo to address the "internal personnel matters" and said the company was recommitted to finding affected customers and fixing service issues.

Last week, the main U.S. rail regulator, the Surface Transportation Board, sent a letter to Harrison citing a litany of complaints about CSX's service, including unpredictable or lengthier transit times and circuitous rail car routing times.

CSX spokesman Rob Doolittle said he had no comment on Harrison's message to customers.

Shares of CSX were down 1.8 percent at $48.44 in afternoon trading.

TIGER, Amtrak spared in THUD bill

The U.S. Senate Committee on Appropriations approved its FY2018 Transportation, Housing and Urban Development, and Related Agencies Appropriations Act, which prioritizes funding for many transportation projects.

 

The bill provides more than $19.47 billion in discretionary appropriations for the U.S. Department of Transportation for FY2018, which is $978 million above the FY2017 enacted level. The legislation also preserves funding for the Transportation Investment Generating Economic Recovery (TIGER) program, which received $550 million in the bill ($50 million above the FY2017 enacted level). As well, the bill provides $92.5 million for the Consolidated Rail Infrastructure and Safety Improvement grants program, of which $35.5 million is for initiation or restoration of passenger rail; $26 million for Federal-State Partnership for State of Good Repair grants, and $5 million for Restoration and Enhancement grants.

The U.S. House version of the FY2018 THUD bill would eliminate the TIGER program and redirect the funds toward Federal-State Partnership for State of Good Repair grants.

The Senate THUD bill would fund the Federal Railroad Administration (FRA) with $1.97 billion; $122 million above the FY2017 enacted level. Amtrak would also be funded at $1.6 billion for the Northeast Corridor and National Network, continuing service for all current routes. The bill also provides $250.1 million for FRA safety and operations, as well as research and development activities.

The Federal Transit Administration (FTA) is appropriated $12.12 billion, $285 below FY2017 enacted levels with transit formula grants totaling $9.733 billion, consistent with the FAST Act. The bill provides a total of $2.133 billion for Capital Investment Grants ("New Starts"), fully funding all current "Full Funding Grant Agreement" (FFGA) transit projects, which is $280 million below the FY2017 enacted level.

The bill also includes $272 million for the Pipeline and Hazardous Materials Safety Administration to help address safety concerns related to recent pipeline and crude oil by rail accidents.

"Our economy and the well-being of the American people benefit from responsible investments in American infrastructure and community development. This bill continues federal funding to support these objectives," said Appropriations Committee Chairman Thad Cochran (R-Miss.).

"Our bill strikes the right balance between thoughtful investment and fiscal restraint, thereby setting the stage for future economic growth," said U.S. Sen. Susan Collins (R-Maine), chairman of the Senate Transportation, Housing and Urban Development Appropriations Subcommittee. "Our bill strikes the right balance between thoughtful investment and fiscal restraint, thereby setting the stage for future economic growth."

Bill Would Give Yardmasters Hours of Service Protection

By R G Edmonson | July 19, 2017

WASHINGTON — A bill that would include yardmasters among railroad employees covered by the Hours of Service Act was recently filed in the U.S. House of Representatives.

Yardmasters often work shifts as long as 16 hours, and more 24-hour shifts are on the rise, according to the bill's sponsor, U.S. Rep. Rick Nolan, D-Minn. Yardmasters traditionally managed one rail yard, but now they have been assigned to oversee several yards.

“Yardmasters in the rail industry work demanding jobs,” Nolan said in a news release. "All of our nation's yardmasters deserve these necessary and common sense protections to ensure their safety.”

The Hours of Service Law limits on-duty time to 12 hours, along with mandatory rest periods. It now covers operating personnel, dispatchers, and signal maintainers. Nolan's bill was filed June 29, and referred to the House Transportation and Infrastructure Committee. Nolan's news release says the bill has been endorsed by International Association of Sheet Metal, Air, Rail, and Transportation Workers, the AFL-CIO and Transportation Trades Department.

RAIL WORKERS DIED FIGHTING FOR BASIC HUMAN RIGHTS: ANNIVERSARY OF RAILROAD STRIKE OF 1877

John Risch, SMART TD’s National Legislative Director, spoke with Jaisal Noor of realnews.com on the significance of the 140th anniversary of the first national railroad strike that began July 14, 1877, also known as the Great Railroad Strike and Great Upheaval.  More than 100,000 workers participated in the strike, which lasted 45 days. It is estimated that over 100 workers died and thousands more were injured.

Risch points out that though immense labor victories have been hard fought and won since that time, the struggle for workers’ rights continues.

Click here to read the article.

ACT NOW!  Contact your legislator to protect rail worker rights: Click here to go to the SMART TD Legislative Action Center   and take a couple of minutes to send a clear message to Congress:

  • YES to Two-person crews (Safe Freight Act)
  • YES to Yardmaster Protection Act
  • NO to AMTRAK budget cuts
  • NO to so-called Right to Work laws…that destroy unions

RRB: UNEMPLOYMENT AND SICKNESS BENEFITS FOR RAILROAD EMPLOYEES

The Railroad Retirement Board (RRB) administers the Railroad Unemployment Insurance Act, which provides two kinds of benefits for qualified railroaders: unemployment benefits for those who become unemployed but are ready, willing and able to work; and sickness benefits for those who are unable to work because of sickness or injury. Sickness benefits are also payable to female rail workers for periods of time when they are unable to work because of pregnancy and childbirth. A new benefit year begins each July 1.

The following questions and answers describe these benefits, their eligibility requirements, and how to claim them.

1. What are the eligibility requirements for railroad unemployment and sickness benefits in July 2017?

To qualify for normal railroad unemployment or sickness benefits, an employee must have had railroad earnings of at least $3,637.50 in calendar year 2016, counting no more than $1,455 for any month. Those who were first employed in the rail industry in 2016 must also have at least five months of creditable railroad service in 2016.

Under certain conditions, employees who do not qualify on the basis of their 2016 earnings may still be able to receive benefits in the new benefit year. Employees with at least 10 years of service (120 or more months of service) who received normal benefits in the benefit year ending June 30, 2017, may be eligible for extended benefits, and employees with at least 10 years of service (120 or more months of service) might qualify for accelerated benefits if they have rail earnings of at least $3,637.50 in 2017, not counting earnings of more than $1,455 a month.

In order to qualify for extended unemployment benefits, a claimant must not have voluntarily quit work without good cause and not have voluntarily retired. To qualify for extended sickness benefits, a claimant must not have voluntarily retired and must be under age 65.

To be eligible for accelerated benefits, a claimant must have 14 or more consecutive days of unemployment or sickness; not have voluntarily retired or, if claiming unemployment benefits, quit work without good cause; and, when claiming sickness benefits, be under age 65.

2. What is the daily benefit rate payable in the new benefit year beginning July 1, 2017?

Almost all employees will qualify for the maximum daily benefit rate of $72. Benefits are generally payable for the number of days of unemployment or sickness over four in 14-day claim periods, which yields $720 for each two full weeks of unemployment or sickness. Sickness benefits payable for the first 6 months after the month the employee last worked are subject to tier I railroad retirement payroll taxes, unless benefits are being paid for an on-the-job injury. (Claimants should be aware that as a result of a sequestration order under the Budget Control Act of 2011, the RRB will reduce unemployment and sickness benefits by 6.9 percent through September 30, 2017. As a result, the total maximum amount payable in a 2-week period covering 10 days of unemployment or sickness will be $670.32. The maximum amount payable for sickness benefits subject to tier I payroll taxes of 7.65 percent will be $619.04 over two weeks. Future reductions, should they occur, will be calculated based on applicable law.)

3. How long are these benefits payable?

Normal unemployment or sickness benefits are each payable for up to 130 days (26 weeks) in a benefit year. The total amount of each kind of benefit which may be paid in the new benefit year cannot exceed the employee’s railroad earnings in calendar year 2016, counting earnings up to $1,879 per month.

If normal benefits are exhausted, extended benefits are payable for up to 65 days (during 7 consecutive 14-day claim periods) to employees with at least 10 years of service (120 or more cumulative service months).

4. What is the waiting-period requirement for unemployment and sickness benefits?

Benefits are normally paid for the number of days of unemployment or sickness over four in 14-day registration periods. Initial sickness claims must also begin with four consecutive days of sickness. However, during the first 14-day claim period in a benefit year, benefits are only payable for each day of unemployment or sickness in excess of seven which, in effect, provides a one-week waiting period. (If an employee has at least five days of unemployment or five days of sickness in a 14-day period, he or she should still file for benefits.) Separate waiting periods are required for unemployment and sickness benefits. However, only one seven-day waiting period is generally required during any period of continuing unemployment or sickness, even if that period continues into a subsequent benefit year.

5. Are there special waiting-period requirements if unemployment is due to a strike?

If a worker is unemployed because of a strike conducted in accordance with the Railway Labor Act, benefits are not payable for days of unemployment during the first 14 days of the strike, but benefits are payable during subsequent 14-day periods.

If a strike is in violation of the Railway Labor Act, unemployment benefits are not payable to employees participating in the strike. However, employees not among those participating in such an illegal strike, but who are unemployed on account of the strike, may receive benefits after the first two weeks of the strike.

While a benefit year waiting period cannot count toward a strike waiting period, the 14-day strike waiting period may count as the benefit year waiting period if a worker subsequently becomes unemployed for reasons other than a strike later in the benefit year.

6. Can employees in train and engine service receive unemployment benefits for days when they are standing by or laying over between scheduled runs?

No, not if they are standing by or laying over between regularly assigned trips or they missed a turn in pool service.

7. Can extra-board employees receive unemployment benefits between jobs?

Yes, but only if the miles and/or hours they actually worked were less than the equivalent of normal full-time work in their class of service during the 14-day claim period. Entitlement to benefits would also depend on the employee’s earnings.

8. How would an employee’s earnings in a claim period affect his or her eligibility for unemployment benefits?

If a claimant’s earnings for days worked, and/or days of vacation, paid leave, or other leave in a 14-day registration period are more than a certain indexed amount, no benefits are payable for any days of unemployment in that period. That registration period, however, can be used to satisfy the waiting period.

Earnings include pay from railroad and nonrailroad work, as well as part-time work and self-employment. Earnings also include pay that an employee would have earned except for failure to mark up or report for duty on time, or because he or she missed a turn in pool service or was otherwise not ready or willing to work. For the benefit year that begins July 2017, the amount is $1,455, which corresponds to the base year monthly compensation amount used in determining eligibility for benefits in each year. Also, even if an earnings test applies on the first claim in a benefit year, this will not prevent the first claim from satisfying the waiting period in a benefit year.

On the other hand, earnings of no more than $15 a day from work which is substantially less than full-time and not inconsistent with the holding of normal full-time employment may be considered subsidiary remuneration and may not prevent payment of any days in a claim. However, a claimant must be sure to report all full and part-time work on each claim, regardless of the amount of earnings, so the RRB can determine whether the work affects benefits.

9. How does a person apply for and claim unemployment benefits?

Claimants can file their applications for unemployment benefits, as well as their subsequent biweekly claims, by mail or online.

To apply by mail, claimants must obtain an application from their labor organization, employer, local RRB office or the agency’s website at www.rrb.gov. The completed application should be mailed to the local RRB office as soon as possible and, in any case, must be filed within 30 days of the date on which the claimant became unemployed or the first day for which he or she wishes to claim benefits. Benefits may be lost if the application is filed late.

To file their applications — or their biweekly claims — online, claimants must first establish an RRB online account at www.rrb.gov. Instructions on how to do so are available by visiting the Benefit Online Services section of the RRB’s website. Employees are encouraged to establish online accounts while still employed so the account is ready if they ever need to apply for these benefits or use other select RRB Internet services. Employees who have already established online accounts do not need to do so again.

The local RRB field office reviews the completed application, whether it was submitted by mail or online, and notifies the claimant’s current railroad employer, and base-year employer, if different. The employer has the opportunity to provide information about the benefit application.

After the RRB office processes the application, biweekly claim forms are mailed to the claimant, and are also available on the RRB’s website, as long as he or she remains unemployed and eligible for benefits. Claim forms should be signed and sent on or after the last day of the claim. This can be done by mail or electronically. The completed claim must be received by an RRB office within 15 days of the end of the claim or the date the claim form was mailed to the claimant or made available online, whichever is later. Claimants must not file both a paper claim and an online claim form for the same period(s).

Only one application needs to be filed during a benefit year, even if a claimant becomes unemployed more than once. However, a claimant must, in such a case, request a claim form from an RRB office within 30 days of the first day for which he or she wants to resume claiming benefits. These claims may then be filed by mail or online.

10. How does a person apply for and claim sickness benefits?

An application for sickness benefits can be obtained from railroad labor organizations, railroad employers, any RRB office or the agency’s website. An application and a doctor’s statement of sickness are required at the beginning of each period of continuing sickness for which benefits are claimed. Claimants should make a special effort to have the doctor’s statement of sickness completed promptly since no claims can be paid without it.

The RRB suggests that employees keep an application on hand for use in claiming sickness benefits, and that family members know where the form is kept and how to use it. If an employee becomes unable to work because of sickness or injury, the employee should complete the application and then have his or her doctor complete the statement of sickness. Employees should note that they must indicate on the application whether they are applying for sickness benefits because they were injured at work or have a work-related illness. They must also indicate whether they have filed or expect to file a lawsuit or claim against a third party for personal injury. If a claimant receives sickness benefits for an injury or illness for which he or she is paid damages, it is important to be aware that the RRB is entitled to reimbursement of either the amount of the benefits paid for the injury or illness, or the net amount of the settlement, after deducting the claimant’s gross medical, hospital, and legal expenses, whichever is less.

If the employee is too sick to complete the application, someone else may do so. In such cases, a family member should also complete Form SI-10, “Statement of Authority to Act for Employee,” which accompanies the statement of sickness.

After completion, the forms should be mailed to the RRB’s headquarters in Chicago by the seventh day of the illness or injury for which benefits are claimed. However, applications received after 10 days but within 30 days of the first day for which an employee wishes to claim benefits are generally considered timely filed if there is a good reason for the delay. After the RRB receives the application and statement of sickness and determines eligibility, biweekly claim forms are mailed to the claimant for completion and return to an RRB field office for processing. The RRB also makes claim forms available for completion online by those employees who establish an online account. The claim forms must be received at the RRB within 30 days of the last day of the claim period, or within 30 days of the date the claim form was mailed to the claimant or made available online, whichever is later. Benefits may be lost if an application or claim is filed late.

Claimants are reminded that while claim forms for sickness benefits can be submitted online, applications must be returned to the RRB by mail. Doctors’ statements of sickness can be submitted by mail or fax. Faxes must include a cover sheet from the doctor’s office.

11. Is a claimant’s employer notified each time a biweekly claim for unemployment or sickness benefits is filed?

The Railroad Unemployment Insurance Act requires the RRB to notify the claimant’s base-year employer each time a claim for benefits is filed. That employer has the right to submit information relevant to the claim before the RRB makes an initial determination on the claim. In addition, if a claimant’s base-year employer is not his or her current employer, the claimant’s current employer is also notified. The RRB must also notify the claimant’s base-year employer each time benefits are paid to a claimant. The base-year employer may protest the decision to pay benefits. Such a protest does not prevent the timely payment of benefits. However, a claimant may be required to repay benefits if the employer’s protest is ultimately successful. The employer also has the right to appeal an unfavorable decision to the RRB’s Bureau of Hearings and Appeals.

The RRB also conducts checks with other Federal agencies and all 50 States, as well as the District of Columbia and Puerto Rico, to detect fraudulent benefit claims, and it checks with physicians to verify the accuracy of medical statements supporting sickness benefit claims.

12. How long does it take to receive payment?

Under the RRB’s Customer Service Plan, if a claimant filed an application for unemployment or sickness benefits, the RRB will release a claim form or a denial letter within 10 days of receiving his or her application. If a claim for subsequent biweekly unemployment or sickness benefits is filed, the RRB will certify a payment or release a denial letter within 10 days of the date the RRB receives the claim form. If the claimant is entitled to benefits, benefits will generally be paid within one week of that decision.

However, some claims for benefits may take longer to handle than others if they are more complex, or if an RRB office has to get information from other people or organizations. If this happens, claimants may expect an explanation and an estimate of the time required to make a decision.

Claimants who think an RRB office made the wrong decision about their benefits have the right to ask for review and to appeal. They will be notified of these rights each time an unfavorable decision is made on their claims.

13. How are payments made?

Railroad unemployment and sickness insurance benefits are paid by the U.S. Treasury’s Direct Deposit program. With Direct Deposit, benefit payments are made electronically to an employee’s bank, savings and loan, credit union or other financial institution. New applicants for unemployment and sickness benefits will be asked to provide information needed for Direct Deposit enrollment.

14. How can claimants get more information on railroad unemployment or sickness benefits?

Claimants with questions about unemployment or sickness benefits, or who are seeking information about their claims and benefit payments, can contact an RRB office by calling toll-free at 1-877-772-5772. Claimants can also access an online service, “View RUIA Account Statement” in the Benefit Online Services section of www.rrb.gov, which provides a summary of the unemployment and sickness benefits paid to them. To use this feature, claimants must first establish an online account.

Persons can find the address of the RRB office serving their area by calling 1-877-772-5772, or by visiting www.rrb.gov. Most RRB offices are open to the public on weekdays from 9:00 a.m. to 3:30 p.m., except on Wednesdays when offices are open from 9:00 a.m. to 12:00 p.m. RRB offices are closed on Federal holidays.