Welcome to the IWW Environmental Unionism Caucus

"Judi Bari did something that I believe is unparalleled in the history of the environmental movement. She is an Earth First! activist who took it upon herself to organize Georgia Pacific sawmill workers into the IWW…Well guess what friends, environmentalists and rank and file timber workers becoming allies is the most dangerous thing in the world to the timber industry!"

--Darryl Cherney, June 20, 1990.

The Cost of Caring for the Land: Attacks on Communities in Resistance in Mexico

By Analy S. Nuño - It's Going Down, January 12, 2018

In the last decade, indigenous and mestizo communities in Michoacán, Jalisco, and Colima have confronted developers, mining and other extractive industries, governmental authorities, and criminal gangs to protect their territories from dispossession and destruction. Along the way, they have come up against threats, disappearances, criminalization, and death.

The body of the P’urhépecha indigenous woman Guadalupe Campanur Tapia was found on January 16th, around the 15th kilometer of the Carapan-Playa Azul highway, in a place known as Irapio. She had disappeared several days earlier.

Guadalupe, 32, was a woman who had broken the mold of her community by joining the group of forest defenders and participating actively in the search for security, justice, and territorial reclamation. The journalist Alejandra Guillén, author of the book Guardians of the Territory: Security and Community Justice in Cherán, Nurío, and Ostula, defined her as “one of the critical voices who pointed out internal contradictions — because she knew that the struggle is built day by day, starting with the small and the everyday things.”

Guadalupe was the founder of the Community Patrol, the movement against illegal logging, and a member of the “Cherán K’eri: Knowing and Recognizing our Territory” project.

On many occasions, she carried out searches for community members who had been reported as disappeared. Her murder is the latest in a series of killings of activists and land defenders in the region, including Jalisco, Colima, and Michoacán, whose natural resources are targeted by both capitalist interests and criminal groups.

“This can be interpreted as a message to intimidate and silence those who genuinely aim to re-value life through community actions that go beyond resistance. It is also a means of terrorizing women, and, on top of everything, it fits within a broader ethnocidal technique intended to diminish the struggle for life carried on by the P’urhépecha community of Cherán,” wrote her friend, Carolina Lunuen.

Still, the attacks occurring in this region are only a sampling of the systematic attacks that have been carried out against social leaders, activists, and land defenders nationwide in the last decade.

A national coalition demands transit justice

By Kacie Harlan - Socialist Worker, February 14, 2018

JUST OVER 62 years ago, Rosa Parks defied Jim Crow segregation that consigned Black passengers to sit in the back of the bus. Her act of resistance spurred the African American community to organize the 381-day-long Montgomery Bus Boycott, one of the most important events of the civil rights movement.

Half a century later, Park's civil disobedience has inspired a national coalition of labor, civil rights and environmental groups to organize Transit Equity Day.

According to the Labor Network for Sustainability, Transit Equity Day "is a collaborative effort of several organizations and unions to promote public transit as a civil right and a strategy to combat climate change." The coalition chose Parks' birthday of February 4 for the day of action, but observed it on February 5 this year since it was a weekday.

While the coalition is small and the day of action made few headlines, Transit Equity Day is a good first step toward a badly needed public transit movement in the U.S.

The Dirty Truth Behind New York’s Transit Crisis

By staff - League for the Revolutionary Party, January 14, 2018

Editor's Note: The IWW does not advocate organizing through political parties, and instead proposes organizing a revolutionary union of the working class. That said, the criticisms made in this article are sound and the overall demands entirely reasonable.

This is an edited version of a Revolutionary Transit Worker pamphlet distributed at transit workers’ meetings and at protests against the MTA in Fall 2017.

Underfunded and deep in debt, New York City’s subway system is falling apart. Derailments, fires, electrical failures and equipment malfunctions have become everyday events, multiplying the perennial problems of overcrowding, delays and cancellations. On-time performance has dropped precipitously, from 84% in 2012 to 63% in April 2017; monthly delays are up to 70,000 from 28,000 in 2012.[1] The purpose of the subway system ought to be to get workers to work rapidly and enable people to get around the city cheaply. But its six million daily riders cannot be confident of getting to work on schedule or to get anywhere reliably.

While the entire riding public suffers from the long-lasting and deepening crisis, the worst effects fall disproportionately on the working class and especially poor people of color. Their subway stations are the least maintained, and many workers in the “outer boroughs” have to take slow-moving buses to even get to the subways. Frequent fare hikes hit hardest those who can least afford them, forcing more and more people to jump the turnstiles and risk arrest. And under Mayor Bill de Blasio’s “Broken Windows” policy, which directs police to crack down on minor violations in poor neighborhoods, the cops seize tens of thousands of mostly young people of color every year for fare evasion.[2]

The effects of the transit crisis on the riding public are obvious and intolerable, but the system’s workforce is also under severe stress. Management has been increasing pressure on workers to maximize effort, while allowing decades of understaffing as well as often dirty and unsafe working conditions. The Metropolitan Transit Authority (MTA) has only recently started necessary large-scale hiring, with plans to bring on 2700 new Maintenance of Way and Car Equipment workers. But there is no plan to alleviate the burden on train operators and conductors, bus drivers, station agents and cleaners, whose numbers are far too low for the system to operate in anything close to a humane way. And all transit workers face forced overtime as well as demands to sacrifice working conditions, wages and benefits.

The spike in subway delays, derailments, and fires gave rise to the tabloid label “Summer of Hell” in 2017, the culmination of a long-term failure to modernize the system. Governor Andrew Cuomo responded by declaring the subways to be in a “state of emergency.” At the same time, Cuomo and de Blasio both denied responsibility, each claiming that the other was in charge. The truth is that the MTA is a nominally independent agency of New York State, set up to insulate politicians from being held accountable by voters for the system’s failures. In its present form, however, the governor and his upstate allies control a majority of the votes on the MTA board (the mayor controls a few). So the buck ultimately stops with Cuomo.[3]

And Cuomo is no friend of the subways. When public outrage at delays and overcrowding spiked last summer, Cuomo grandstanded that “New York is going to put its money where its mouth is” and trumpeted a $1 billion cash infusion for the MTA. But that pledge was a flat-out lie, since he was really cutting funding for subways by more than a billion dollars! He had already cut $65 million from the MTA’s budget by reducing the state’s annual reimbursement for the $320 million in annual funding it had lost in 2011 when Cuomo granted new tax exemptions to a range of business enterprises. And after his pledge, Cuomo had the MTA cut $1.2 billion from its subways budget, funds that had been earmarked for improving the signaling and communications systems.

That money was redirected toward favored projects that serve his capitalist backers – like the ill-conceived AirTrain to LaGuardia Airport that would head away from the central business district and be no faster than the current bus-to-subway connection, in order to benefit corporate developments around Willetts Point in Queens. Cuomo also took a profusion of self-promoting bows when the Second Avenue line opened in January 2017. This line runs only to Manhattan’s higher-income Upper East Side, with fancy stations built to make ample profits for developers. It does not go to the Lower East Side, East Harlem and the central Bronx, working-class neighborhoods served by the elevated lines that the new line was originally designed to replace. Indeed, since the 1950s there have been no new lines and few extensions in the outer boroughs where 80 percent of the city’s population, including most workers, live.

Further, in 2016 Cuomo had declared that the state would fulfill its budgetary commitments to the MTA’s capital plan only once all other possible sources of funding had been exhausted. Then he got the state to dramatically raise the MTA’s debt-ceiling by $55 billion, to an astronomical total of $123 billion, so that it could issue more bonds to Wall Street profiteers. Of course, demanding other possible sources of funding sets the stage for more service cuts, attacks on transit workers’ wages and working conditions as well as more fare hikes every couple of years.[4]

It’s not just Cuomo. The Flushing line extension, built under the city’s previous mayor, billionaire Republican Michael Bloomberg, was designed to service property development near the Hudson River waterfront. De Blasio likewise has joined the real estate party and is pushing projects which will encourage new luxury housing and shops, including a streetcar line, the Brooklyn-Queens Connector (BQX), along the East River waterfront. This project will encourage new luxury housing and shops; it threatens the homes of hundreds of thousands of mostly Black, Latino and Asian working class people, who are protesting the gentrification project vociferously. There is a crying need for Brooklyn-Queens crosstown lines, but workers are right to oppose the BQX that is planned at their expense.

Cuomo, de Blasio and a succession of prior governors and mayors have presided over the underfunding and decay of the transit system in order to satisfy the profit demands of the capitalists they serve. Real estate tycoons have demanded that funding for the system’s maintenance and development be deprioritized in favor of projects and lines that will enhance the profitability of their investments. And Wall Street bankers insist that the system be increasingly financed by bond issues that guarantee them regular returns, rather than through progressive taxes that they would have to pay. Debt and interest payments to Wall Street now account for almost 20% of the MTA’s budget. Thus, despite capitalism’s financial crises and long-term stagnation (see below), New York’s public transit system has become a source of steady profits for capitalist parasites.

The Earth and us: ways of seeing

By Gabriel Levy - People and Nature, February 13, 2018

Review of: Christophe Bonneuil and Jean-Baptiste Fressoz, The Shock of the Anthropocene: the Earth, history and us (London: Verso, 2017)

Think again, and differently, about the relationship between human society and the natural world. That is the challenge offered by Christophe Bonneuil and Jean-Baptiste Fressoz.

They question accepted ideas about “environmental crisis” and “sustainable development”, and urge us to subvert the “unifying grand narrative of the errant human species and its redemption by science alone”.

But this is not an iconoclastic rant. It is a scholarly discussion of the science behind the Anthropocene concept, and its implications for history, for the study of society, and for our ideas about the world in the broadest sense.

A central theme is the reflection of the terrifying accumulation of damage to the natural world by human activity over the past two centuries in the history of ideas. The dominant trends, to divide natural history from human history and to push the natural world out of economics, have been resisted.

The fact of the Anthropocene, Bonneuil and Fressoz argue, requires a new synthesis of forms of knowledge. They avoid offering any simplistic, pat “solution” to the disastrous rift between human society and the natural world. Instead, they point to new ways of looking at it that, collectively, may help us to change it.

This review summarises the authors’ explanation of the Anthropocene concept; considers their points about the history of ideas; comments on the sketches they have drawn for studying Anthropocene history; and asks what socialists, specifically, might take from this book.

Aviation expansion: the global cost of the carbon jet set

By staff - Reel News, February 9, 2018

Film Length: 21:46 A new global network has been launched to combat and coordinate action against the frightening expansion plans of the aviation industry. The plans are driven by the super rich flying increasingly frequently to their tax havens – and if they go ahead there is no chance of stopping runaway climate change. Fortunately there is growing resistance everywhere from a coalition of local residents, environmentalists and trade unionists, determined to stop the plans while protecting the futures of the workers who work in the industry – from hunger strikes in South Korea to the stunning victory in Notre-Dame-Des-Landes, Nantes.

NUMSA condemns Eskom in Bloemfontein for exposing workers to unsafe working conditions

By Phakamile Hlubi-Majola - NUMSA, February 12, 2018

The National Union of Metalworkers of South Africa (NUMSA) condemns the management of Eskom in Bloemfontein for exposing workers to unsafe working conditions. On Friday our members picketed outside Eskom’s Customer Network Centre (CNC) to hand over a memorandum of demands. One of the key demands is the immediate re-instatement of a female senior store worker to the Eskom Centre. The store worker is anemic and contracted aluminum poisoning whilst working at Eskom’s (CNC). Her doctors have advised that she should not be working at the CNC because the aluminum is making her sick. As a result she was temporarily placed at the Eskom Centre and her condition improved. But the management team have ignored this advice from her doctor. They have refused to pay her salary for January and are victimizing her through a disciplinary process. They insist she must return to the CNC or she will be dismissed.

We condemn this blatant disregard for a workers health and safety. We must remind Eskom that last year another one of their employees, Thembisile Yende was killed at the workplace. She too had been exposed to an unsafe working environment. When she complained to her seniors at the plant about her conditions, they ignored her. She was strangled to death and her body was found locked in her office at the Substation where she worked. Her colleague David Ngwenya, has been arrested and charged for her murder.

It seems Eskom is not interested in ensuring that workers are protected and their safety is guaranteed. The victimization of this worker must cease immediately! Furthermore we demand that she be re-instated to the Eskom Centre where she was working. Our memorandum of demands also details a list of grievances which our members have against the firm.

Rail union RMT responds to Jo Johnson speech

By Mick Cash - RMT, February 12, 2018

General Secretary Mick Cash said:

"If you were serious about cracking on with the phasing out of diesel trains you wouldn't be scrapping key ele‎ctrification projects which will mean the commissioning of more diesel operated fleet. That scrapping of long-planned electrification rail works by Chris Grayling makes a mockery of Jo Johnson's "aspiration" to scrap diesel units by 2040.

"There is also the question of who pays for this. There must be no free ride for Britain's rip-off private rail companies at the tax payers expense.

"The bottom line is that if we hadn't had over two decades of privatisation and profiteering on Britain's railways we wouldn't have ended up jammed in the slow lane. The money siphoned off by the spivs and speculators would have enabled us to keep pace and build a railway fit for purpose.

"Instead of promises of jam tomorrow we need to tackle the crisis on Britain's railways today and that means a planned service, publicly owned and free from the exploitation that has left the British passenger paying the highest fares in Europe to travel on clapped out, rammed out and unreliable trains where private profit comes before public safety."

Corbyn calls for “public, democratic control and ownership” of energy in order to transition to renewables

Jeremy Corbyn speech to Alternative Models of Ownership Conference - Trade Unions for Energy Democracy, February 11, 2018

Disclaimer: The IWW does not organizationally participate in electoral campaigns, but while we remain skeptical of the efficacy of Corbyn's call for nationalization absent a militant, rank-and-file, independent workers' movement, the proposal he lays out hereis something that could inspire such a movement to organize around.

It is a pleasure to close today’s conference which has shown once again that it is our Party that is coming up with big ideas.

And we’re not talking about ideas and policies dreamed up by corporate lobbyists and think tanks or the wonks of Westminster, but plans and policies rooted in the experience and understanding of our members and our movement; drawing on the ingenuity of each individual working together as part of a collective endeavour with a common goal.

Each of you here today is helping to develop the ideas and the policies that will define not just the next Labour Government but a whole new political era of real change.  An era that will be as John said earlier  radically fairer  more equal  and more democratic.

The questions of ownership and control that we’ve been discussing today go right to the heart of what is needed to create that different kind of society.

Because it cannot be right, economically effective, or socially just that profits extracted from vital public services are used to line the pockets of shareholders when they could and should be reinvested in those services or used to reduce consumer bills.

We know that those services will be better run when they are directly accountable to the public in the hands of the workforce responsible for their front line delivery and of the people who use and rely on them.  It is those people not share price speculators who are the real experts.

That’s why, at last year’s general election, under the stewardship of Shadow Business Secretary Rebecca Long-Bailey, Transport Secretary, Andy McDonald  and Environment Secretary, Sue Hayman, Labour pledged to bring energy, rail, water, and mail into public ownership and to put democratic management at the heart of how those industries are run.

This is not a return to the 20th century model of nationalisation but a catapult into 21st century public ownership.

The failure of privatisation and outsourcing of public services could not be clearer.

Nova Scotia’s Dirty Secret: The Tale of a Toxic Mill and The Book Its Owners Don't Want You to Read

By Jimmy Thomson - DeSmog.Ca, February 9, 2017

Lighthouse Beach, a white sand crescent on the north coast of Nova Scotia, was once considered the jewel of the region. People would flock there from New Glasgow and Pictou on summer weekends, visiting the lobster bar and swimming in the clear waters of the Northumberland Strait.

There had been plans for a twice-daily train that would carry visitors between the seaside, a hotel and a local yacht club. Dreams began of a destination national park. But all of these plans were choked off by the introduction of a giant pulp and paper mill in 1967 that literally transformed a large part of Pictou Landing into a toxic dump.

You can smell it usually before you can see it: clouds of sulphur belching from the Abercrombie Point Pulp and Paper Mill smokestacks. For decades, the plant pumped contaminated water into the strait, using Boat Harbour, once an idyllic tidal lagoon used for fishing and clam digging, as a settling pond for highly toxic effluent.

It was also once my family’s home.

My family settled over 200 years ago in this piece of Mi’kmaq First Nation territory, eventually transferring their own property into government care for — as they were told — protection for future generations.

Waves now roll in on Lighthouse Beach dark brown and foamy, the colour of Guinness, where I — like so many other kids in the area — learned to swim and sail.

The story of Pictou Landing is one of desperation, of corruption and incompetence. So perhaps it’s no surprise that when Canadian journalist and anthropologist Joan Baxter tried to tell it, old forces of power moved in to silence her. The mill’s owners tried to banish Baxter and her book The Mill: Fifty Years of Pulp and Protest from local bookstores.

Of course, that backfired in spectacular fashion: The Mill sold out two printings and became the best-selling book in Nova Scotia Chapters and Coles book stores the month it was released.

I reached Baxter at her home in Nova Scotia to talk about The Mill, the stories that were told to hide industry’s impacts from locals and the fight against years of environmental racism and degradation still plaguing the region to this day.

This interview has been edited for length and clarity.

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