has come up with that kind of an approach, which is not shut you down and get rid of you; but work to become self-sustaining, which is what we've been doing anyway for the last 8 years, every year, moving closer and closer-with 72 percent toward the 100 percent accomplished so far. So I was very pleased with that. On the labor thing, I'd like to say that the argument that Amtrak is antilabor, and is baiting labor, and is just trying to cause a confrontation, could not be wronger. I have dealt with labor negotiations myself for 20 years, here and at Southern Railway as well. I always felt that the most important thing a railroad has is its people; its working people, its labor, as well as its management. I feel that now. Every 3 years when the contracts are up, there are going to be hard negotiations-always have been. We have filed some section 6 notices, as they are called, which they feel extreme. They have filed some section 6 notices, which, frankly, I think are extreme. What one does is try to negotiate these out. We seem to have been at an impasse on these last negotiations. And as a result, we have both jointly asked for a mediation intervention. Now, the Federal Mediation Board is there just for that purpose, to try to get people together—and that's what we want to do. I'm very anxious to settle these things on a fair and reasonable basis. But we have a problem here of making sure that we cannot agree to anything that is going to in effect put us out of business, or come close to it, or reverse our moving toward self-sufficiency. That basically is my feeling. I am anxious to work with labor. I am not antilabor. I never have been, and I have a long reputation in the railroad industry for that. Mr. LUKEN. The gentleman's time has expired. In that connection I have written questions to submit on some labor questions but, without objection, these written questions will be presented to Amtrak. Mr. CLAYTOR. Thank you, sir. [Testimony resumes on p. 119.] [The following responses were supplied by Amtrak to questions presented by the subcommittee:] DATA REQUEST NO. 1 "managerial" employee and the number of such employees for years Data Request No. 1 is for a listing of each category of Because of changes in computer record Amtrak has provided these data for FY 1986, 1981 through 1988. FY 1987 and FY 1988. keeping, data from prior to FY 1986 was not consistent and proved inaccurate. DATA REQUEST 2 Data Request 2 asks for a comparison of managerial payroll to total payroll. These data are provided for FY 1986 through FY 1988. Because of changes in Amtrak's computer record keeping, data from prior to FY 1986 were inconsistent. The information below is derived directly from the data presented in reponse to Data Request No 1. Because job titles do not always fit cleanly into general job classifications (such as Manager or Supervisor), assumptions have been made in deriving data for Data Request Nos. 1 and 2 that may produce slightly different results than other data Amtrak has provided the Committee or other Congressional Committees in the past. DATA REQUEST NO. 3 to FY 1984 were not consistent and proved inaccurate. Amtrak has provided these data for FY 1984 through FY 1988. Because of changes in computer record keeping, data from prior makes up Amtrak's total contract employee population and for various data concerning each craft for years 1981 through 1988. Data Request No. 3 is for a listing of each craft which REPORT DATE AUGUST 15, 1989 NATIONAL RAILROAD PASSENGER CORPORATION |