transportation

By staff - International Transport Workers Federation Seafarer's Section, October 29, 2021

Bush and forest fires, floods, heatwaves, extreme storms and rising sea levels – the life-threatening events which herald dangerous climate change are already taking place around us with increasing frequency. Scientists are clear that humans’ impact on the Earth’s climate is reaching a tipping point beyond which a safe climate is in doubt.

At the heart of the problem is our reliance on greenhouse gas-producing fossil fuels to power industries like shipping, a reliance with a long history. On a global level, international cargo shipping is responsible for about three percent of global greenhouse gas emissions. From the early 1800s, coal was used to fire steam boilers for paddle steamers, which was switched to oil variants when technology improved. Fast forward to today and billions of litres of fossil fuels are used every year to power over 50,000 vessels that keep the world’s supply chain moving.

A Panamax container ship, an averaged sized cargo vessel, consumes about 63,000 gallons (286,403 litres) of marine fuel per day travelling at between 20 and 25 knots.

The global shipping industry must break its dependency on fossil fuels. The rapid expansion of international shipping over the past 50 years has been enabled by the reliance on cheap heavy fuel oil, known as bunker fuel. Key players in the industry have lobbied against restrictions on its use, despite it being one of the most polluting of all fossil fuels.

While it is true that international shipping has low carbon intensity – that is emissions per unit of moved cargo – the total emissions of the industry is very high due to the sheer volume of global maritime shipping. Until now, the focus on carbon intensity as opposed to total carbon emissions has led to false confidence about the carbon footprint of the industry compared to other sectors.

Now that more people are understanding the impact shipping is having on our climate, our industry’s reputation is being damaged. Seafarers want to be able to tell their friends and family that they’re part of a sector taking real and equitable action to curb dangerous climate change. It’s time to act.

Read the text (PDF).

By Erica Iheme and Katherine García - The Hill, October 23, 2021

This year the U.S. experienced an extreme hurricane season, with damage covering the Gulf Coast to the Northeast, all while experiencing an intense fire season and heatwaves in the West. Scientists have been clear for years: We must act to avoid the worst impacts of the climate crisis. The World Health Organization has concluded that climate change is the “single biggest health threat facing humanity.” 

At the same time, the U.S. economy has become grossly unequal and is increasingly precarious for workers. Preventing the worst outcomes of climate disaster will require big changes to our economy, which runs on the burning of fossil fuels predominantly in low-income neighborhoods and communities of color. But we can and must shift to a clean energy economy and ensure that we have the high-quality, stable careers that we need.

Transportation is the largest source of climate-disrupting pollution in the U.S. Fortunately, electric vehicle (EV) technology has progressed to the point where we can now start replacing tens of millions of fossil-fuel vehicles with EVs. A bold investment will help ensure a transition which, if done thoughtfully, will spur the development of an innovative and high-road EV manufacturing sector with good jobs for hundreds of thousands of Americans. The alternative is to delay and massively hurt our environment, miss a golden opportunity to spur good job creation, and worst of all, leave behind low-income families and kids who bear the brunt of air pollution.

In the Build Back Better Act, the House has proposed restoring and extending the $7,500 tax credit for consumers who purchase an electric vehicle (EV). It also offers an additional $4,500 credit for vehicles built by workers who have the rights and protections of union representation. This is a wise policy, since unions are a highly effective way to achieve good jobs by allowing fair negotiations over wages, benefits, safety, and working conditions. 

It’s clear that non-union automakers don’t agree, and have been lobbying hard against these popular EV tax incentives. They claim that their workers have freely chosen against joining a union. But our research and experience on the ground show that this is far from the case. There’s a reason why 65 percent of Americans support unions, yet only about 10 percent of workers actually have one. Workers have been unable to have free and fair elections at their places of work. 

A recent survey found that 43 percent of workers surveyed at a bus factory in Alabama had concerns they wanted to raise but didn’t because they were afraid of retaliation from managers. It turns out that these fears are well-founded, as 52 percent of the surveyed workers had in fact suffered retaliation after filing a complaint.

For decades, corporations have done everything in their power to create fear in the workplace.

By various - Climate Jobs NY, October 4, 2020

By staff - Unity Consulting, ASLEF, RMT, TSSA, and Unite the Union, October 29, 2021

Scotland cannot meet its environmental obligations without a world-class rail service that shifts people and goods from cars and lorries onto trains.

This requires a service that is fully staffed, with affordable fares, stations that are accessible and trains that are clean, green and attractive.

What is needed is an ambition for Scotland’s railways that is expansive, that encourages people to make rail their first travel choice and increases freight capacity.

Our long-term vision for Scotland's railways:

• It should be a publicly operated and governed system run as public service and not for private profit
• A system that helps Scotland meet its wider environmental and public policy ambitions
• A railway that is supported by public subsidy
• Is fully staffed
• That reinvests in rail infrastructure, to help grow the economy.
• Takes ScotRail (and the Serco operated Caledonian Sleeper) back under public ownership permanently
• A railway that is part of a wider integrated public transport system with through ticketing
• Is part of an industrial strategy that recognises rail services are a vital part of Scotland’s economy helping create jobs and growth
• Has a democratic regulatory and governance structure
• Has a cross representation of Scottish society and rail interests at the heart of decision making
• Has representation from all four trade unions on the board of the new operator
• Has local political representatives on the board
• Has passenger representatives on the board

Read the text (PDF).

By Dayton Martindale - Truthout, September 27, 2021

Airport employees and community allies protest a proposed expansion of Los Angeles International Airport on September 14, 2021; image by author.

“Are you scared you’re going to lose all your jobs ’cause there will be no planes?”

The audience chuckled at MSNBC host Chris Hayes’s first question for Sara Nelson, international president of the Association of Flight Attendants, at a March 2019 special on the Green New Deal. Nelson, an ardent climate advocate, dismissed the notion out of hand: “We still have to get around.” The real threat to flights, she insisted, is an increase in extreme weather events. It is climate inaction, then, that could keep planes from flying, rather than climate action.

Across the Atlantic, the messaging is notably different. Environmentalists across the U.K. and France have campaigned against airport expansions, and the Swedish language now has a word (flygskam) for the climate shame felt by those who fly. In August 2019, Swedish climate change activist Greta Thunberg chose to ride a boat to New York to reduce emissions and draw attention to the crisis.

So, will we have to keep any airplanes on the ground? The answer is complicated, depending on how quickly certain technologies become widespread, how willing we are to tolerate financial and environmental costs of jet fuel alternatives, and whether we aim to eliminate greenhouse gas emissions entirely or merely reach “net-zero” emissions (in which scenario we would continue to emit, but attempt to offset the climate impact through carbon capture and storage).

But there is a growing consensus that even in technologically optimistic scenarios, some constraints on demand will be necessary to curtail the expected growth in flights over the decades to come. Many climate activists argue that because these technologies are uncertain, we should start reducing flights as soon as possible. And some early indications — such as an ongoing union-led fight against an airport expansion in Los Angeles — suggests that the climate movement’s most powerful ally against rampant growth in air travel may be labor.

Few demonstrators at the Los Angeles International Airport (LAX) during a September 14 rally held greenhouse gas emission foremost in their minds as they decried the proposed expansion. The 50 or so protesters — most wearing the shirt of either SEIU United Service Workers West (SEIU-USWW) or Unite Here Local 11 — were more vocal about issues such as health care, wages, and the impact of air pollution and traffic congestion at their jobs and in their neighborhoods. The two unions, representing thousands of food, custodial and passenger service employees at the airport, were joined by Sunrise LA and other community and environmental groups outside a meeting of the Los Angeles Board of Airport Commissioners (BOAC).

An SEIU-USSW press release argues that the current plans to expand LAX “ignore the needs of workers at the airport as well as those who are most impacted by it: nearby neighborhood residents,” but they do not oppose the expansion outright. Instead, the labor groups want to see a community benefits agreement — an enforceable contract between the airport and community groups that allows workers and residents to provide substantive input, ensuring any airport development respects economic and environmental justice. If this demand is not met, SEIU-USWW President David Huerta tells Truthout, the union “could transition into direct opposition.”

Any solution must ensure worker voices are heard, says Sunrise LA spokesperson Josiah Edwards. Airport employees kept LAX running through the pandemic for inadequate pay, and already bear a heavy environmental burden. That they are not invited to the BOAC’s closed-door meetings is “a clear instance of environmental injustice,” Edwards says.

Open Letter - various organizations, September 2021

We are a broad statewide coalition of 90 organizations, companies, and individuals, advocating for better and more equitable access to Electric Vehicle (EV) charging infrastructure in California. Recognizing that over half of California’s greenhouse gas emissions come from transportation, the state has set a clear path to electrify California’s light duty vehicle fleet. California’s built environment, however, fails to provide sufficient or equitable access to the EV charging infrastructure required to make this necessary transition. Since November of 2020, we have been involved in the CALGreen stakeholder engagement process, and from the beginning our mandate has been to ensure that every new multi-family housing unit with parking has access to some level of residential EV-ready charging. 

Read the text (PDF).

By Elizabeth Perry - Work and Climate Change Report, August 31, 2021

Pembina Institute and the School of Resource and Environmental Management at Simon Fraser University published All Hands on Deck: An assessment of provincial, territorial and federal readiness to deliver a safe climate on July 24. Although completed before the election call, the report is a timely and helpful assessment of where we stand, what our ambitions should be, and reminds us that GHG emissions reduction is not up to the federal government alone. The report examines each province, territory and the federal government on 24 indicators across 11 categories, and concludes, in summary:

“The approach to climate action in Canada is piecemeal. It also lacks accountability for governments who promise climate action but don’t have timelines or policies to match the urgency of the situation. Despite the fast-approaching 2030 target, 95% of emissions generated in Canada are not covered by either a provincial or territorial 2030 target or climate plans independently verified to deliver on the 2030 target. No jurisdiction has developed pathways to describe how net-zero can be achieved.”

The report states that Canada’s overall greenhouse gas (GHG) emissions have dropped by only 1% between 2005 and 2019, and forecasts a national emissions reduction of 36% below 2005 levels by 2030, even accounting for the measures announced in A Healthy Environment and a Healthy Economy plan, released in Dec. 2020. Despite the major impact of economy-wide carbon pricing and the phase-out of coal-fired electricity, emissions from other sources, particularly from transportation and oil and gas production, have increased since 2005.

Taken in an international context, Canada has the third highest per capita emissions among the 36 OECD countries (approximately 1.6 times the OECD average), and was the second highest per capita emitter amongst the G7 countries in 2018. Perhaps most troubling, Canada is not moving fast enough to change – it has one of the lowest percentage reductions in GHG emissions per capita between 2005 and 2018. The All Hands on Deck report offers specific recommendations for improvement for each province, as well as the following sixteen objectives that all jurisdictions should act on, listed below:

By Judy Asman - Labor Network for Sustainability, July 20, 2021

The network of transit riders, community organizations, environmental groups, and labor unions responsible for organizing Transit Equity Day annually on Rosa Parks’ birthday to declare transit equity as a civil right have issued an Open Letter to Congress in support H.R. 3744, the “Stronger Communities Through Better Transit Act,” drafted by Rep. Henry C. (Hank) Johnson (D: GA-04) and introduced to the House Committee on Transportation and Infrastructure in early June. Twenty-five organizations have signed on to the letter including the Amalgamated Transit Union, Institute for Policy Studies Climate Policy Program, the Sierra Club, the NAACP Niagara Falls Branch, Central Florida Climate Action, Pittsburghers for Public Transit, and the Labor Network for Sustainability.

“We see transit equity as a civil right, workers’ right and climate-justice issue; and are committed to ensuring equitable access to public transit throughout the United States. Expanding public transit can help combat the causes of climate change and also fight economic injustice by providing greater accessibility in marginalized communities and ample training and job growth for transit workers,” the letter says. It adds:

“H.R. 3744, would authorize $20 billion annually from fiscal years 2023 through 2026 in operating assistance to transit agencies to improve frequencies, extend service hours, or add new high-frequency transit service. It also aims to prioritize that service to disadvantaged communities, areas of persistent poverty, and places with inadequate transit services.

“Workers and communities need better access to affordable, reliable public transit to meet essential needs and to help address climate disruption. Our economy will not grow without it. Communities of color will continue to be disproportionately left behind—today, people of color comprise 60 percent of transit ridership. Transit workers will continue to shoulder the pressures that come with infrequent bus service, lack of safety in transition beyond the COVID-19 pandemic, and possible job loss when new technologies are implemented without proper worker training. The Stronger Communities Through Better Transit Act will not single-handedly ensure transit equity; however, it is a critical step in securing a more reliable, safe, and frequent transit future for communities across the country.”

By Nichole Dusyk, Isabelle Turcotte, Thomas Gunton, Josha MacNab, Sarah McBain, Noe Penney, Julianne Pickrell-Barr, and Myfannwy Pope - Pembina Institute, July 22, 2021

Unlocking a prosperous future for all will require bold, ambitious action on climate from governments across Canada.

To measure readiness to act on climate, Pembina Institute in collaboration with Simon Fraser University’s School of Resource and Environmental Management assessed the performance of provinces, territories, and the federal government on 24 policy indicators across 11 categories. The indicators represent foundational climate policies and measures to reduce emissions in key sectors of the economy. Governments were invited to review the accuracy and completeness of the data and summary for their region prior to publication.

The assessment shows that there have been important examples of climate leadership and success across the country. Yet, progress made — for example with economy-wide carbon pricing and the phase-out of coal-fired electricity — has been offset by emissions increases elsewhere. In particular, emissions from transportation and oil and gas production have been on a steady upward trajectory since 2005. As a result, Canada’s overall greenhouse gas (GHG) emissions have dropped by only 1% between 2005 and 2019. Modelling that includes the federal climate policy published in December 2020 shows a national emissions reduction of 36% below 2005 levels by 2030 — still short of the federal government’s commitment to reduce emissions by 40-45% by 2030.

Read the Report (PDF).