UTU United Transportation Union 20-55 Years Train Lapel Hat Pins Book LOT (B)

Description: UTU - United Transportation Union Pins You are buying everything in the pictures Show your support for the United Transportation Union with these lapel pins, each representing a different membership year milestone. The pins are a great addition to any collection or perfect for wearing to show your pride in the organization. These pins are a piece of historical memorabilia that any Trade Union or Fraternal Organization enthusiast would love to have. Get your hands on these pins today and proudly display your support for the UTU. Please see pics as they are part of the description. The original owner was an employee of the L&N Railroad, who had retired years ago. Virgil was born in Evansville, Indiana on March 22, 1943. Virgil retired from L&N, now called CSX Rail Road after 37 years of service as a conductor, brakeman, and flagman. An absolute must have for any Railroad Collector We take great pride in customer satisfaction and accurate descriptions. If you receive the item and it is not as described, please let us know immediately so we may rectify the issue to your satisfaction. Your positive feedback and your satisfaction are very important to us ********************************************************************************* History The United Transportation Union (UTU) was a broad-based, transportation labor union that represented about 70,000 active and retired railroad, bus, mass transit, and airline workers in the United States. The UTU was headquartered in Cleveland, Ohio. On August 11, 2014, it merged with the Sheet Metal Workers' International Association (SMWIA) to form the International Association of Sheet Metal, Air, Rail and Transportation Workers, known by the acronym SMART. The UTU was the largest railroad operating union in North America, with more than 500 locals. The UTU represented employees on every Class I railroad in the United States, as well as employees on many American regional and shortline railroads. It also represented bus and mass transit employees on approximately 45 bus and transit systems and had grown to include airline pilots, flight attendants, dispatchers and other airport personnel. The UTU was very interested in the airline sector and hoped to expand its representation with pilots and flight attendants. The UTU believed it is a viable alternative to other aviation labor unions because the UTU operated under the belief that it has been proficient in interpreting and enforcing provisions of the Railroad Labor Act (RLA), under which airlines also operate. Membership was drawn primarily from the operating crafts in the railroad industry and includes conductors, brakemen, switchmen, ground service personnel, locomotive engineers, hostlers and workers in associated crafts. More than 1,800 railroad yardmasters also are represented by the UTU. The UTU's 8,000 bus and transit members include drivers, mechanics and employees in related occupations. History In 1968 exploratory talks among the four brotherhoods interested in forming one transportation union proved fruitful and plans were formulated for merging of the four operation unions into a single organization to represent all four operating crafts. The four unions were the Brotherhood of Locomotive Firemen and Enginemen, the Brotherhood of Railroad Trainmen, the Order of Railway Conductors and Brakemen, and the Switchmen's Union of North America.[2] The first three of these were considered fraternal orders, as well as labor unions.[3] In August 1968, the union presidents announced that after nine months of planning, a tentative agreement had been reached on all phases of unity. It was further announced that the name of the new organization would be the United Transportation Union and the target date for establishing the UTU was January 1, 1969. In Chicago on December 10, 1968, the tabulation of the voting revealed an overwhelming desire by the members of the four crafts to merge into a single union, and the United Transportation Union came into existence on January 1, 1969.[2] The new union had 230,000 members. The first president was Charles Luna, formerly president of the Brotherhood of Railroad Trainmen.[4] By 1978 the Union had 240,000 members in 1,000 branches.[5] In 1970, the International Association of Railway Employees joined the UTU.[6] In 1971 the UTU Insurance Association assumed the insurance and welfare plans of the brotherhoods who had formed the UTU. The UTU held its first national convention in August 1971 in Miami Beach, Florida. Al Chesser, National Legislative Director of the UTU, was elected to succeed Luna, who was retiring.[7] In 1985, the Railroad Yardmasters of America joined.[citation needed] Presidents 1969: Charles Luna 1971: Al Chesser 1979: Fred Hardin 1991: G. Thomas DuBose 1995: Charlie Little 2001: Byron Boyd 2004: Paul Thompson 2008: Mike Futhey The Seaboard System Railroad, Inc. (reporting mark SBD) was a US Class I railroad that operated from 1982 to 1986. Since the late 1960s, Seaboard Coast Line Industries had operated the Seaboard Coast Line and its sister railroads—notably the Louisville & Nashville and Clinchfield—as the "Family Lines System". In 1980, SCLI merged with the Chessie System to create the holding company CSX Corporation; two years later, CSX merged the Family Lines railroads to create the Seaboard System Railroad. In 1986, Seaboard renamed itself CSX Transportation, which absorbed the Chessie System's two major railroads the following year. The Seaboard System's roots trace back to SCL Industries, a holding company created in 1968 that combined the Seaboard Coast Line's subsidiary railroads into one entity. In 1969, SCL was renamed Seaboard Coast Line Industries, which was known as the Family Lines System from 1972-1982, to better compete with the Southern Railway System. this entity adopted its own logo and colors, but each railroad maintained its own identity. Over time, this caused confusion among customers. In comparison to the neighboring Chessie System, which had four railroads, the Family Lines had six railroads.[1] In 1971 SCL bought out the remaining shares and made the Louisville & Nashville a subsidiary. On November 1, 1980, Seaboard Coast Lines Industries and Chessie System merged under the holding company CSX Corporation. Over the following seven years, the Chessie and Seaboard's various railroads were gradually merged into one. The first step came on December 29, 1982, when the Seaboard Coast Line and Louisville & Nashville (under the Family Lines entity) were merged to form the Seaboard System Railroad, Inc. Considered as a "temporary railroad", the Seaboard System quickly began to merge the smaller railroads that were owned under the Family Lines System entity. This included the Georgia Railroad and the Clinchfield Railroad (1983), South Carolina Pacific Railway (April 30, 1984), Louisville, Henderson & St. Louis Railway (July 1984), Gainesville Midland (1985), Atlanta & West Point Railroad (June 1986) and the Columbia, Newberry & Laurens (June 1986). These mergers simplified equipment and management alongside the Chessie System railroads (Chesapeake & Ohio, Baltimore & Ohio, Western Maryland). The Seaboard System renamed itself CSX Transportation on July 1, 1986. On April 30, 1987, the Baltimore & Ohio Railroad was merged into the Chesapeake & Ohio. Finally, on August 31, 1987, the Chesapeake & Ohio (still under the Chessie System entity for corporate reasons) was merged into CSX Transportation. All the major railroads under CSX Corporation were now one company.[3] (The Western Railway of Alabama would remain an operating subsidiary until December 2002, when it was finally merged into CSX.[4]) The Family Lines logo included the six systems that were grouped under the name. Equipment colors and painting After creation of the Family Lines name, SCLI begin painting locomotives in a standardized paint scheme. When the Seaboard System came into being, the new scheme retained the grey, red, and yellow colors were of the Family Lines scheme. The new Seaboard System also had a new logo featuring a coupled variation font of ITC Eras Demi. The first locomotive to be decorated with the new Seaboard System paint scheme was Uceta GP16 #4802 in October 1982. Because the merger did not occur until December, locomotives after October 1982 were to receive the Seaboard System paint scheme with the existing railroad's reporting marks applied.[1][3] When the merger officially took effect on January 1, 1983, all former reporting marks were to be either removed or patched with SBD initials. Shortly before taking delivery of the L&N specified EMD SD50's, Seaboard adopted a Swis721[5] type font for reporting marks and numbers, instead of the customized Seaboard Coast Line lettering seen on pre-1983 repaints. To simplify its locomotive roster and meet Chessie System specifications, Seaboard introduced a numbering system that partially became meshed within the Chessie System locomotive fleet, and removed any existing Mars Lights or Gyralights from locomotives. ***************************************************************************************** S-Motor was the class designation given by the New York Central to its ALCO-GE built S-1, S-2, S-2a and S-3 electric locomotives. The S-Motors hold the distinction of being the world's first mass-produced main line electric locomotives with the prototype #6000 being constructed in 1904. The S-Motors would serve alone until the more powerful T-motors began to arrive in 1913, eventually displacing them from main line passenger duties. From that point the class was assigned to shorter commuter trains and deadhead rolling stock between Grand Central Terminal and Mott Haven coach yard. Some examples, including the prototype later renumbered #100, would serve in this capacity through the Penn Central merger in 1968, only being retired in the 1970s as long distance passenger traffic to Grand Central dried up. History Unit 6000 hauling a train with various railway officials, 1904 After a disastrous 1902 accident in the Park Avenue Tunnel the New York legislature passed a law banning steam locomotives within the city limits effective in 1908. Seeing an opportunity, the railroad decided this could mean a chance to completely rebuild its congested Midtown Manhattan stub end terminal and yard facilities. The electrification project would see not only the construction of the Grand Central Terminal itself, but miles of completely underground platforms and yard tracks which would not have been possible with exhaust-producing steam locomotives. Having already found success with the world's first main line electrification project in Baltimore in 1895, ALCO and General Electric were tasked with designing a new locomotive for the project with Alco building the engine and GE supplying the electrical equipment. The initial prototype locomotive, delivered as Class L #6000, was in the 1-D-1 configuration with 4 gearless "bi-polar" type traction motors which used the axle shaft as the motor armature. Between October 1904 and July 1906 #6000 racked up 50,000 miles (80,000 km) in test on a track near both Alco and GE plants in Schenectady, New York. The advantages of the new locomotive were striking. It was only half the length of a standard steam locomotive with tender and weighed only two thirds as much, but could provide more power, especially when starting trains on steep grades. It was capable of rapid acceleration and deceleration, ideal for the Hudson and Harlem lines’ numerous, closely spaced commuter rail stations. The locomotive required no turntable and could be reversed for service in the opposite direction in a matter of seconds. With the tests complete an order was placed for 34 additional locomotives to be delivered in the 3400 series and classed T-2 with the original being re-classed T-1. Unfortunately, two days into the new electric service in 1907 a train led by two T-2 class locomotives number 3407 and 3421 derailed on a curve on the Harlem Line killing 24 and injuring 140. The investigation identified design flaws involving the long rigid wheelbase and its performance at high speed. The solution was to convert the entire class to use 2 axle leading and trailing trucks to better guide the locomotive around curves. Units already delivered were modified to fit the extra wheels and units not delivered were modified in the factory. Again the class was changed from T to S. Finally in 1908 an additional batch of 12 locomotives, class S-3, were ordered to support the electrification being extended to North White Plains on the Harlem Line. The original S-Motor, former No. 6000, awaiting restoration south of Albany, NY in 2012. With weight split between powered and unpowered axles the S motors were never completely satisfactory at pulling long heavy trains at high speed. The 1907 accident only made matters worse with additional unpowered axles being added and new speed restrictions imposed. Finally in 1913 the new class of T-Motors arrived, displacing the S Motors from first line service. For the next 60 years the S-motors were assigned to short local commuter trains and empty equipment movements between Grand Central and the Coach Yards at Mott Haven. They were later re-numbered into the 1100 series and ultimately the 100 series with some examples surviving the Penn Central merger. The combination of the New Haven's new 60 unit strong electro-diesel FL-9 to handle short commuter trains and the drastic reduction in long distance passenger trains using the Mott Haven coach yards eventually ended these niche applications as well. Their final assignment was switching service in the underground yards of Grand Central Terminal. The last S motor, #115, was finally retired from Conrail commuter operations in 1981 after 75 years in service, being replaced by GE E-10 steeplecab units acquired second hand from the Niagara Junction Railroad after Conrail took control of that operation.[1] Three S-Motors were preserved including the prototype #100. Two are in museums, #113 at the National Museum of Transportation, and #115 at the Illinois Railway Museum; however, #100, owned by the Mohawk and Hudson chapter NRHS, is stored outside on an abandoned rail spur in Glenmont, New York awaiting funds for restoration. The locomotive was recently secured for transport to the Danbury RailwEphemera is a word used by appraisers often to cover those objects that don’t fit into general categories such as fine and decorative art or glass and porcelain and can be grouped together as everything left over or oddities needing valuation to finalize an estate or collection value. In the matter of paper ephemera we are referring primarly to magazines, comic books and even dime store novels and other similar publications that were meant to be read and then disposed of later. Much of this material when first published did not register among the balance of the collecting public and endless stories exist of people who bought every issue of Superman or Mad Magazine in their youth only to discover that their parents had thrown them away years later. Today collecting of paper ephemera has become a major field driven by the Baby Boomer generation as well as those born in the 60s and 70s. Collectors use grading companies to slab (place in plastic) and grade their copies of comic books and magazines considered rare such as Golden Age issues of Batman and Superman or the earliest issues of Mad Magazine and even TV Guide. The higher the grade the more valuable the issue. The subject of grading will be addressed in the next post. “ephemera” are vintage printed or written items which originally served some specific purpose and were not expected to be retained or preserved, but which are now cherished. A few decades ago much of it was called “Paper Americana”, though ephemera is not necessarily American. Or even paper: these days the field has been expanded to include such things as tobacco tins, photographs, radio premiums, textile swatches, vinyl record albums, items made of celluloid or wood. Also included are various items which were indeed likely to have been saved, such as wedding invitations, marriage certificates, passports, birth certificates, wills, deeds, divorce papers, stock certificates, promissory notes, and many other vintage documents. Book, Catalog, Advertisement, Textbook, newspaper picture, sign art rarity Antique Vintage, Old, Retro, Distressed, MCM, Mid-century Modern, Collectible, Collecting Collection, relic Rustic Historic Memorabilia Rare Classic Early, Authentic, Aged, Ancient, Last , Historical, Bygone Era, Artifact, , Antiquated, Archaic, Rarity, Primitive Valuable, Uncommon, Unique, Prized, One Of A Kind, Hard To Find, Desirable, Exclusive, Only, Sought After, Museum Piece, Souvenir, Curious, Keepsake, Treasure, Unique Pieces Decorative Design Designed Fabulous Grand Elegant Beautiful Timeless, Classical, Traditional, Inspired, Whimsical, Luxurious, Enticing, Classic, Beautiful, Glorious, Garnished, Superb, Distinctive, Aesthetic, Charming, Fascinating, Sensational, Fabulous, Wonderful, Lovely, Great, Fantastic, Stunning, Incredible, Delightful, Sensational, Fabulous, Wonderful, Lovely, Great, Fantastic, Drool-worthy, Stunning, Incredible, Enjoy, Appreciate, Delightful, Fun, Precious, Glowing, Luxurious, Enticing, Classic, Beautiful, Glorious, Garnished, Superb, Distinctive, Aesthetic, Charming, Fascinating, Make You Smile, Striking, Dramatic, Cheerful, Statement Piece, Lovable, Special, Sure To Please, Colorful, Muted, Perfect, Superlative, Understated, Serene, Eye Candy, Attractive, Graceful, Tasteful, Discerning, Refined, Dignified, Cultivated, Distinguished, Decorous, Conversation Piece Curio, Memento, Remember, Heirloom, Specimen, Trophy, Keepsake Industry, Industrial, Steam Punk Steampunk Company Factory, Style, Architecture, Architectural Architect Machine Warehouse Abandoned, Retro, Pop Culture, Hardware, Junk Metalwork Embellish, Restoration, Repurposed, Repurpose, Renovation, Renovate, Restore, Remodel, Refurbish, Versatile, Customized, Supplies, Salvage, Salvaged, Art, Artsmith, Rusty, Ornamental , Salvage, Metalwork Iron, Bronze, Brass, Copper Patina Iron, Steel, Scrap, Craftworks Supplies Junk Hardware Metal Relic, Sculpture Welded, Machinery, Engine, Mechanical The origins of the caboose appear to date back to the 1840s when Nat Williams, a conductor of the Auburn & Syracuse Railroad (a later affiliate of the New York Central).He became fed up with cramped and uncomfortable quarters to do paperwork (a common job of the conductor, whose responsibility is general oversight and control of a train, passenger or freight). This was usually done within either a free space on a passenger car or combine/baggage car. To fix this problem, Williams found an unused boxcar and, using a simple box and barrel as a seat and desk, set up shop to do his duties. Not only did he find there was plenty of room to work but also figured he could use the unused space to store tools (flags, lanterns, spare parts, etc.) and other essentials when needed.

Price: 44.99 USD

Location: Boonville, Indiana

End Time: 2025-01-05T20:57:18.000Z

Shipping Cost: 7.75 USD