public sector workers

By Karim Bukhadurov and Jeff Ruch - Great Talks, July 3, 2021

By Saurav Sarkar - Labor Notes, June 3, 2021

Not long ago, workers at the Environmental Protection Agency were battling the Trump Administration’s many attempts to interfere with both their agency’s mission and their rights on the job.

Under Trump, the EPA reduced union officials’ official time, restricted the ability to bring grievances, and took away office, meeting, and storage space. Now, with most of those changes undone and the Trump era behind them, EPA workers have begun to work towards a different goal: divesting their federal retirement investment program—the world’s largest defined-contribution plan—from fossil fuel stocks.

“For EPA employees, this is something that is near and dear to our hearts,” said Nicole Cantello, an EPA lawyer and president of Government Employees (AFGE) Local 704.

EPA workers issue and enforce regulations, make grants, conduct research and education, and provide technical assistance for environmental cleanup. They’re probably more aware than most workers of the urgency of the climate crisis, given that they collect greenhouse gas data, regulate vehicle emissions, and educate the public about the issue.

Even limiting global warming to 1.5 degrees Celsius above pre-industrial levels—the goal of the 2015 Paris Climate Agreement—will result, according to a landmark 2018 U.N. report, in heat waves, more droughts, more intense hurricanes and flooding, a rise in sea levels, harm to ecosystems, lower food crop yields, deforestation, and other damaging consequences.

An increase of 2 degrees or more will have far more devastating effects.

So it’s no wonder EPA workers aren’t happy, about, as Cantello put it, “being forced to invest in instruments that have fossil fuels and [greenhouse gas] emissions that are attached them.”

By Derek Seidman - Labor Notes, June 2, 2021

With its contracts expiring in 2022, the Canadian Union of Postal Workers is stepping up the fight for its own vision of the post office of the future.

It’s a model for exactly the kind of Green New Deal campaign that U.S. unions should be launching now for a post-Covid economic recovery.

For several years, CUPW and its allies have proposed a visionary plan called Delivering Community Power. It advances a big but simple idea: take Canada Post, an institution that’s already publicly owned and embedded in communities, and reinvent it to drive a just transition into a post-carbon economy.

The post office would help to jump-start green vehicle production and infrastructure; it would provide free Internet access for all; it would create a nationwide system of public banking. And all these measures would help to shore up and expand the post office as a unionized, community-centered alternative to the proliferation of Amazon delivery vans.

By David Yao - Labor Notes, April 28, 2021

The question of whether the Postal Service acts as a business or as a public service is playing out once again—this time in the discussion over fighting climate change.

The Postal Service has more than 200,000 delivery vehicles, many of which are 30 years old and overdue for replacement. They expose workers to exhaust fumes that are a rarity elsewhere in 2021. Hundreds have caught fire, in part due to age. The question of what to replace them with has become a topic of debate.

The Postal Service has a large carbon footprint, starting with its vehicles. While it set ambitious “goals,” such as decreasing petroleum use by 20 percent from 2005 to 2015, in fact it increased petroleum use by nearly 20 percent during that period, and another 10 percent by 2018. Then there’s the contract fleet of over-the-road truckers who haul mail long distances—these trucks used three times as much gas or diesel as the Postal Service’s own fleet did.

The Biden administration’s January Executive Order on the Climate Crisis called for a transition to zero-emission vehicles for all government vehicles, including the postal fleet. But in February the Postal Service made its long-awaited decision to award the contract for replacement vehicles—accepting the proposal of military contractor Oshkosh Truck for a 90 percent gas-powered fleet, rather than the competing all-electric vehicle proposal from Workhorse Group.

The decision to stick with mainly fossil fuel-powered vans would be a missed opportunity to reduce the Postal Service’s output of the greenhouse gases that cause climate change. Thirteen Congressional representatives have called on the Postal Board of Governors to delay implementation of the contract until there is a full review, citing in part Biden’s call for zero-emission vehicles.

The Postal Service’s 10-year plan, released in March, states that it would need $8 billion in Congressional funding to enable the Postal Service to transition to a completely electric fleet by 2035. The Biden administration’s newly released infrastructure proposal does provide funding to electrify government vehicles, but at this point it is unclear whether a divided Congress would approve that proposal, or in what form.

By Staff - Fossil Free California, March 11, 2021

California Public Employees Retirement System still holds $8.5 million in thermal coal producers in violation of SB 185, a 2015 state law on thermal coal divestment. This act requires CalPERS to divest from companies that earn the majority of their revenue from thermal coal production.

When the fund divested from several coal companies in 2017, it stayed invested in three thermal coal companies that met the criteria—Exxaro, Adaro, and Banpu—because “they had indicated plans to transition their business models to adapt to clean energy generation (such as through a decrease in reliance on thermal coal mining as a revenue source).”

However, four years later, all three of these companies continue to make well over 50% of their revenue from thermal coal (according to data from the Global Coal Exit List at coalexit.org) and show few signs of transitioning their business models. In fact, all of these companies have documented expansion plans for their coal operations. Although South Africa-based Exxaro Resources recently announced that it will not acquire more thermal coal assets, it already owns more than 31 billion tons of recoverable coal, which is more than enough to create a “tipping point” for Earth’s climate.

All three coal companies have demonstrated contempt for the lives of communities displaced or impacted by their mining operations. Exxaro, in South Africa, displaces communities from mining sites in violation of the South African Constitution and with insignificant compensation leaving many communities to struggle to even find necessities like food while their air and water is irreparably poisoned.

Similarly, Adaro, an Indonesian company, strip mines forested land and continues to displace native people, threatening their lives and cultures. Adaro was also responsible for the deaths of 24 children working in mines and continues polluting surrounding areas such that water becomes undrinkable, and farmers have to abandon their land. Finally, Banpu, a Thai company, builds mines across Asia. They use open ponds to collect pollutants which inevitably enter the ground water and destroy crops. Farmers in Thailand reported being forcibly bought out and eventually forced to move because the added cost of purchasing clean water combined with the destruction of their livelihood was too much.

Join Fossil Free California and allies to call on CalPERS to finish its mandated thermal coal divestment by immediately adding Exxaro, Adaro, and Banpu to the thermal coal exclusion list.

Send Letter to CalPERS

By Wild Earth Guardians - YouTube, February 24, 2021

By Leo Blain - Labor Network for Sustainability, January 2021

What were you doing when you were 15? Homework, sports, parties, dances: these are standard fare for 15 year-olds. 

Claudette Colvin was no standard 15-year old, though. When she was 15, she sat down on a Montgomery, Alabama bus and refused to give up her seat to a white person. She was arrested and wrongfully charged with assault and battery. Despite being just 15 at the time of her arrest, Colvin was booked into a cell in Montgomery’s adult jail. When Colvin’s pastor, Reverend H.H. Johnson bailed her out the evening of her arrest, he told her that she had “just brought the revolution to Montgomery.”

And, she did it on March 2, 1955: Nine months before Rosa Parks’ similar and much more famous action. 

Colvin brought a lawsuit along with three other women that went all the way to the U.S. Supreme Court and led to the legal desegregation of the Montgomery bus system. When the Montgomery bus system was desegregated Colvin wasn’t invited on the first desegregated bus. Neither was Parks. In fact, none of the women who were among the first to be arrested in protest of the segregated bus system were invited. Five men took the first ride: Martin Luther King Jr., E. D. Nixon, Ralph Abernathy, and Glenn Smiley, and Colvin’s lawyer, Fred Gray. [2]

Spurred by what she had learned in Black history classes at school, Colvin was the first person to be arrested for refusal to surrender in Montgomery. She was the first person in Montgomery to make a legal claim that transit segregation violated her constitutional rights. The contemporary civil rights movement starts with Claudette Colvin’s act of near-unconscionable bravery, yet she has been largely erased from the history books. 

After Colvin’s arrest, she was ostracized by many community members and struggled to find work after high school. She got pregnant soon after her arrest, and due to her pregnancy and the preference of civil rights leaders for Rosa Parks as the face of the boycott, Colvin was largely cast aside by the very movement she had sparked. Ultimately, her perception in Montgomery became untenable and she moved to the Bronx where she worked in relative obscurity as a nurse. 

In recent years, though, Ms. Colvin has found a champion in movement leaders such as Samuel Jordan, founder of the Baltimore Transit Equity Coalition. For Jordan, telling Colvin’s story is both long overdue and a critical piece of his work towards transit equity in Baltimore and nationwide. Baltimore has a pattern of public transit policy that is harmful to marginalized residents and has been used to manipulate Black youth. If Claudette Colvin’s story of taking a bold stand against transit inequity can get the attention it deserves, maybe the young people who are victims of transit inequity today can have their voices heard too. 

By Judy Asman - Labor Network for Sustainability, February 2021

Right: Placards created by Charleston, South Carolina-based transit riders advocacy group Best Friends of Low Country Transit that were displayed on bus seats to honor Rosa Parks on her Birthday, Transit Equity Day. To see full media coverage of actions like these, click here.

With nearly eight hours of testimony by more than 50 essential workers and riders, both live and pre-recorded, the Community Hearing on Transit Equity, which took place on Feb. 3 and Feb. 4, provided an intentional space for those wanting to share their plights brought on by transit service cuts during the pandemic and with greater threats to transit funding.

The Hearing kicked off with an opening panel, welcoming movement leaders such as International Secretary-Treasurer Kenneth Kirk of the Amalgamated Transit Union—a founding union of Transit Equity Day, which takes place on Feb. 4, Rosa Parks’ birthday, each year. International Secretary-Treasurer Kirk lifted up Ms. Parks’ act of resistance, which taught us: “Each of us must choose, whether to move or not,” as he underscored transit equity as a civil right. He also talked about transit to reduce greenhouse gas emissions, with busses emitting “80% less carbon dioxide” than cars and that busses can also offset traffic congestion.

Kathi Zoern, a transit rider in Wasau, Wisconsin, who is visually impaired, called her bus pass her “car keys to independence.” Passionately emphasizing that transit and transit workers are “essential,” Zoern, stressed that those living in “outlying communities,” three miles from a bus stop, who are unable to drive or who cannot afford a car “cannot get to work, go to school, shopping, medical appointments or go to places to socialize.”

Jonathan Smith, President, New York Metro Area Postal Union Local 10, of the American Postal Workers Union, reminded viewers and listeners that postal workers help to “preserve democracy, and we are proud to do it.” He added, “Many of our members rely on the bus and the train to get to work and to their families, and their families also rely on these services as well. If it were not for the transit in our city, we would not be able to process your mail.”

The hearing also highlighted collaborations that have formed as a result of frustrations with transit authorities and extreme pressure on transit workers with limited funding. In San Francisco, disability rights activist and journalist Zach Karnazes and Roger Marenco, President of the Transport Workers Union of America Local 250A, teamed up to organize for fair access to transit by disabled riders, often challenged by tight schedules for bus operators.

Then there are the impacts on young people who depend on public transit to get to school. During the final hour of the hearing with the American Federation of Teachers–moderated by Jane English, Program Manager on the Environmental Climate Justice Program, NAACP–Carl Williams, President of Lawndale Federation of Classified Employees and Vice President of American Federation of Teachers, and Wayne Scott, President of Colorado Classified Employees Association, talked about the extreme consequences of students living in areas where there are service cuts in transportation–these include the need to shut down campuses that become unreachable to students and even higher risks of higher drop-out rates.

A riveting closing presentation by Randi Weingarten, President of the American Federation of Teachers, tied the social isolation of COVID to lack of transit and light rail, especially within rural areas. President Weingarten, whose union recently endorsed the Green New Deal and the THRIVE Agenda, talked about the need for revamping transit systems not just for mass accessibility but to support climate. “There is an opportunity here as well. It’s not just new jobs but it’s also revamping them in a way that we can reduce our carbon footprint,” President Weingarten said, recounting that AFT’s pension system was a foundational investor in the modernization of La Guardia Airport, an effort recognized for its transition to renewable energy “and the jobs that came about from building all of that.”

To watch both days of the Community Hearing on Transit Equity in English and Spanish, as well as all of the submitted pre-recorded testimonies, visit bit.ly/savetransit2021.

By various - Southern Workers Assembly, July 12, 2020

Transit workers, particularly in the public sector, have been on the frontlines of struggle in the midst of both the ongoing COVID-19 pandemic and the Black Lives Matter uprising. Numerous successful job actions, work stoppages, and strikes have been held by workers in Birmingham, Alabama; Greensboro, North Carolina; and Richmond, Virginia, among many other cities throughout the South and the U.S.

These struggles have largely elevated health and safety demands for adequate personal protective equipment (PPE), better sanitizing of buses and transit centers, and social distancing - for transit workers and passengers alike - alongside calls for hazard pay. Many frontline essential workers rely on public transit to get to and from their jobs, a reality that has been reflected in many of the fights that have broken out in transit during this period.

Because of the failure of reactionary state governments that have capitulated to the demands of capital and other right-wing forces who have called for a quick return to business as usual, alongside the woefully inadequate for profit healthcare system in this country, COVID-19 cases are once again spiking across the U.S. and particularly in the South.

In April, the Southern Workers Assembly launched the Safe Jobs Save Lives campaign to advance the organization of workers at the workplace and to build solidarity formations such as local workers assemblies, particularly in light of the many struggles breaking out in response to the crisis and a system that values profit above all else. The SWA views the development of this type of organization as critical to confront the two pandemics facing workers, particularly Black workers - COVID-19 and racism.

What can all workers learn from the struggles waged by transit workers during this period? How can we continue to build a regional Safe Jobs Save Lives campaign, alongside the formation of workers unity council and workers assemblies? Join us for the discussion that will take up these and other questions.

By Deja Thomas, Lola Smallwood-Cuevas, and Saba Waheed - Center for the Advancement of Racial Equity (CARE) at Work - June 2020

This report highlights the validity of public sector work as a solution in the response and recovery to the Covid-19 pandemic on Black people across communities in Los Angeles County. Covid-19 disproportionately impacts Black workers and communities. History shows that even once a disaster is over, Black workers and Black people across communities continue to disproportionately feel its impact far longer than other communities.

Through the most recent government data and relevant literature, this report demonstrates why and how public sector jobs should be a tool used to address the Black jobs crisis and the recovery from Covid-19, particularly in Los Angeles County.

Download (PDF).