greenhouse gas

By Steve Morse - Labor Rise for Climate, Jobs, Justice, and Peace, November 2022

We who work and have worked with our hands, bodies and minds to build, manufacture and repair are committed to our own well-being and that of our families. Our unions have often fought successfully toward this goal, delivering on wages and pensions.

It’s time to face another commitment we owe our families and the next generation: to work for a healthy planet and for justice.

The Climate Crisis is now. We know about the melting glaciers, rising sea levels, droughts, floods, heat waves, fires and hurricanes. Youth, including our own children and grandchildren, are ready to fight for a livable planet, and many are already doing so. Our unions must stand with them.

By staff - Labor Network for Sustainability, September 30, 2022

The US Department of Transportation recently proposed a Greenhouse Gas Rule requiring state departments of transportation to measure greenhouse gas emissions and establish targets to lower those emissions. The Labor Network for Sustainability, as part of its transit justice work, signed on to a letter urging adoption of the rule. It read in part:

The transportation sector is the largest contributor to greenhouse gas emissions in the United States. There is no time to waste as record amounts of federal taxpayer funds are already flowing to states thanks to the infrastructure law.

The Georgetown Climate Center summed up the stakes in a recent issue brief: “The Infrastructure Investment and Jobs Act [IIJA] could be an important part of the U.S. response to climate change. Or it could lead to more greenhouse gas pollution than the trajectory we are currently on. Where the actual outcome falls within that range will depend on the decisions made by state, federal, regional, and local governments about how to spend the money made available by IIJA.”

IIJA is a historic investment in our nation’s infrastructure, and the public has a right to know how those funds affect our climate future.

The climate crisis is not coming; it is here now. And given that urgency, we ask for your support in quickly finalizing this rule to meet the moment of crisis we are in.

You can review the proposed rule here and the full letter and signers here.

By C.J. Polychroniou - Truthout, August 23, 2022

California has a well-established reputation as a national and global climate leader, but despite its remarkable successes in cutting emissions between 2006 and 2016, it has recently begun showing signs of having lost its way.

California is increasingly falling behind on its emissions reduction targets, and its existing policies have now been deemed insufficient to hit its 2030 target of reducing carbon emissions 40 percent below 1990 levels by 2030, according to new modeling from the climate policy think tank Energy Innovation.

“Compared to historical trends, California will need to more than triple the pace of emissions reductions to hit its 2030 target of reducing greenhouse gas (GHG) emissions 40 percent below 1990 levels by 2030,” the Energy Innovation report states.

The report is disappointing news, representing a weakening of the climate action that began with California’s passage of AB 32 in 2006. Otherwise known as the Global Warming Solutions Act, AB 32 was a landmark program in the struggle to reduce greenhouse gas emissions. Up until 2006, the United States was the largest emitter of carbon dioxide emissions in the world, and California was the second highest state in terms of total greenhouse gas emissions.

By Gabriela Calugay-Casuga - Rabble, July 4, 2022

The Canadian Union of Postal Workers (CUPW) claims that Canada Post is placing an undue burden on Rural and Suburban Mail Carriers (RSMCs) that is also harming the environment. As Canadians from coast to coast are feeling the pinch at the pumps, RSMCs are paying out of their own pockets to do their delivery routes. RSMC vehicles are left out of Canada Post’s plan to move their fleet to electric, which means that there is no end in sight. 

As the thousands of RSMCs continue to shoulder the burden of gas, they struggle to serve the more than 8,000 routes they cover. In 2021, over six million Canadian residents, or 17.8 per cent of the population, lived in rural areas, according to Statistics Canada. Including relief employees, there are more than 11,000 RSMCs who cover 8,129 routes, according to CUPW National President Jan Simpson. 

Amidst rising gas prices, CUPW members launched a petition urging the government to act on the high gas prices. 

“The members who initiated the petition tell us that the additional cost for gas cuts into their earnings, and that some of them have to consider changing jobs because they can’t afford to keep delivering the mail,” Simpson said in an email to rabble.ca. “It’s an extra burden on top of the costs of maintenance and insurance to keep their own vehicles on the road for work.” 

According to a press release by CUPW, RSMCs are currently compensated for their mileage up to the CRA cap for non-taxable automobile allowances for 2022, which is 61 cents per kilometer up to 5000 kilometers. The release says that this cap was set in December 2021, which means it is based on 2021 inflation figures. 

The tax-exempt per-kilometer allowance limit is reviewed annually against inflation to ensure that it continues to roughly reflect the average costs involved in business driving. Any changes to cost components that arise during a year will typically be reflected in the limit that applies in the following year.

Simpson said that RSMCs collectively drive more than four million kilometers daily. She calculated that at an average consumption of 13 liters per 100km, that would be more than 62,000 liters of fuel used daily.

“This burden does not belong on the individual worker,” Simpson said. 

The large amount of fuel used by RSMCs falls under Canada Post’s Scope 3 emissions, which means they are not considered direct emissions caused by Canada Post. Scope 3 is supposed to be for emissions by contractors and suppliers that Canada Post does not have control over. Simpson said, Canada Post makes the routes, and tracks the distances for compensation. 

CUPW said in their press release that RSMC emissions should be included in Scope 1 which encompasses emissions that Canada Post is directly responsible for. 

Due to the classification of RSMC vehicle emissions, the more than 11,000 RSMCs are left out of Canada Post’s plan to move to electric vehicles. This means Canada Post RSMCs will continue to use tens of thousands of liters of fuel daily. This not only maintains the cost burden on workers, it also means that Canada Post will not truly have net zero greenhouse gas emissions by 2050. 

Simpson said that the burden of responsibility should shift from the worker to the corporation. 

“If Canada Post Corporation were responsible for equipping RSMCs with vehicles and fuel, then the workers wouldn’t have to worry about the cost of the gas they need to do their job,” Simpson said. “It would also bring the RSMCs’ emissions into CPC’s scope 1 emissions, which would increase their incentive to electrify more of the delivery fleet. Or there may be other solutions we could find to make Canada Post responsible for rising fuel costs, which would also increase their incentive to improve fuel economy and emissions.”

By Jeremy Brecher - Labor Network for Sustainability, July 2022

People are acting at the local and state level to create jobs, reduce greenhouse gas pollution, and equalize transportation by expanding and electrifying public transit, electrifying cars and trucks, and making it safe to walk and bike. It’s a crucial part of building the Green New Deal from Below.

More than a quarter of greenhouse gases [GHGs) emitted in the US come from transportation – more than from electricity or any other source.[1] Pollution from vehicles causes a significant excess in disease and death in poor communities. Lack of transportation helps keep people in poor communities poor.

Proposals for a Green New Deal include many ways to reduce the climate, health, and inequality effects of a GHG-intensive transportation system. “Transit Oriented Development” (TOD), “smart growth,” and other forms of metropolitan planning reduce climate-and-health threatening emissions while providing more equal access to transportation. Switching from private vehicles to public transit reduces GHG emissions by more than half and substantially reduces the pollution that causes asthma and other devastating health effects in poor communities. Changing from fossil fuel to electric vehicles also greatly reduces emissions. Expanded public transit fights poverty and inequality by providing improved access to good jobs. And expansion of transit itself almost always creates a substantial number of good, often union jobs. Every $1 billion invested in public transit creates more than 50,000 jobs.[2]

Plans for a Green New Deal generally include substantial federal resources to help transform our transportation system.[3] The 2021 “bipartisan” Infrastructure Investment and Jobs Act provided $20 billion over the next five years for transit projects. But meanwhile, efforts at the community, local, and state level have already started creating jobs reducing transportation pollution – models of what we have called a Green New Deal from Below.[4]

These Green New Deal from Below programs are often characterized by multiple objectives – for example, protecting the global climate, improving local health, providing jobs, and countering inequality. And they often pursue concrete ways to realize multiple goals, such as “transit-oriented development” that builds housing near transit to simultaneously shift travel from cars to public transit and to expand access to jobs and urban amenities for people in low-income communities.

By staff - European Trade Union Institute, June 14, 2022

IndustriAll policy brief on the energy crisis

In a policy brief, IndustriAll union analyses the causes and effects of the recent energy price increases with a thorough criticism of the response measures being taken at the EU level. The policy brief notes that the observed rise in energy prices in the EU in 2021 was mainly driven by price developments in EU and international commodity markets, while the gas price on wholesale markets has reached unprecedented levels. It also adds that the impact of the commodity price increase on electricity goes beyond the share of the related commodities in the power generation due to the applied price-setting mechanism. This means that an electricity mix made of a majority of decarbonised sources, but requiring fossil-based sources to ensure part of its supply, is also exposed to the price increase of fossil-based electricity. Europe`s structural dependence on energy imports has even increased in the last decades, as in 2019, 61% of its gross energy consumption relied on imported energy products. IndustriAll also points to the investment challenge the EU is facing: beyond the electricity grid investment needs, reaching the EU 2030 emission reduction target would require €438 bn of additional annual investment, equivalent to 2.7-3% of GDP, while current investment commitments are massively falling short of this. The paper also claims that, not least due to market liberalisation, the EU has a fragmented energy supply chain where final consumers bear risk. An overview is provided about the response measures member states have undertaken to alleviate the effect of the price increases on consumers, from the temporary reduction of energy-related taxes and levies to handouts and `energy cheques`. The EU has recently published a toolbox to tackle energy prices. This document lists the initiatives that Member States can implement within the framework of the EU Energy and Single Market rules. Compensation measures and direct support for poor end-users, safeguards against disconnections, tax reductions, reform of the renewable support schemes, and the provision of state aid to companies and industries are among the most important recommendations to Member States.

IndustriAll argues that while reaching climate neutrality must remain the EU’s main objective, the current geopolitical situation and its impact on energy supplies and costs demand the mobilisation of all available means to secure affordable energy for all in the coming months.

IndustriAll Just Transition Manifesto

IndustriAll Europe launched a Just Transition Manifesto as the measures of the Fit for 55 package that implement European Green Deal objectives are taking their final shape. The union stresses that 25 million industrial workers in Europe potentially face restructuring and job losses due to the green transformation - exacerbated by the COVID-19 crisis, digitalisation, trade and market developments and a volatile geopolitical situation.

The manifesto is calling to policymakers Europe to ensure a transition to a green economy that is fair and just to ALL workers, and that does not destroy but preserves and creates good quality jobs. It speaks out for a transition that is anticipated, managed and negotiated with workers for every aspect that concerns them. For achieving this, the union demands a comprehensive Just Transition framework that provides guarantees for adequate resources, is based on effective policy planning, promotes and strengthen workers’ rights, and involves trade unions through intense social dialogue. 

The main demands of the manifesto are:

• An industrial policy fit for ambitious climate goals and good quality jobs.
• Adequate resources to fund the transition.
• Stronger collective bargaining and social dialogue to negotiate the transitions.
• A toolbox of workers’ rights and companies’ duties to anticipate and shape the change.
• Tackling new skills needs and a right to quality training and life-long learning for every worker to support the Just Transition.

By Paul Prescod - Jacobin, June 2, 2022

Climate and labor activists are coming together to hammer out ambitious but realistic plans for massively expanding the clean-energy sector in a way that also creates good union jobs. For both paychecks and the planet, it’s the only path forward.

The stalling of President Joe Biden’s “Build Back Better” agenda raises serious concerns for those looking to the federal government for strong action on climate change. Much of the more ambitious climate-related aspects of the legislation have already been gutted — and the fact that it still can’t pass a Congress with a Democratic majority is a worrying sign for the future.

But despite the dysfunction at the federal level, there are encouraging developments occurring at the state level. Increasingly, climate and labor activists are coming together to hammer out ambitious but realistic plans for massively expanding the clean-energy sector in a way that creates family-sustaining union jobs.

These state-based efforts are often facilitated by the Climate Jobs National Resource Center. States like New York, Connecticut and Maine have managed to get real buy-in from the building trades on a vision that defies the false jobs versus environment dichotomy. Recently, the Illinois legislature passed landmark climate legislation that puts the state on a path to reaching 100 percent clean energy by 2050, all with the full support of the Illinois AFL-CIO.

Rhode Island has now joined the party. Earlier this year Climate Jobs Rhode Island, a broad labor-environmental coalition, released a report titled “Building a Just Transition for a Resilient Future: A Climate Jobs Program for Rhode Island.” The report, compiled in partnership with the Worker Institute at Cornell, takes a comprehensive approach to limiting carbon emissions — containing recommendations on retrofits, public transportation, renewable energy, and climate resilience.

The Rhode Island initiative is a good model for activists in other states to consider. In addition to meaningfully addressing climate change, there’s no doubt that this program would result in the creation of tens of thousands union jobs. It points the way forward for both the climate and labor movements, which must join together in order for the working class to have any hope of a sustainable future.

By various - American Federation of Teachers, May 31, 2022

Presidents of United Auto Workers and American Federation of Teachers rally members to call on state and local governments to procure union-built electric school buses.

By staff - Labor Network for Sustainability, May 2022

A growing convergence between climate protection and worker justice is embodied in a new report from Warehouse Workers for Justice titled “For Good Jobs and Clean Air: How a Just Transition to Zero Emission Vehicles Can Transform Warehousing.”

Warehouse Workers for Justice (WWJ) is a worker center founded in 2008 to win “stable, living wage jobs with dignity” for the hundreds of thousands of workers in Illinois’ logistics and distribution industry. WWJ “provides workshops about workplace rights, unites warehouse workers to defend their rights on the job, builds community support for the struggles of warehouse workers and fights for public and private policies that promote full-time work at decent wages in the warehouse industry.”

The new report, which includes both scientific information and vivid accounts by warehouse workers themselves, documents the toxic, diesel-driven air quality, public health, and labor impacts of warehousing at the nation’s largest inland port, Will County, IL. Its findings were generated by community-driven air quality monitoring, truck counting, and interviews.

The report finds that through environmental racism and poor labor standards, companies like Amazon put their predominantly Black and Latine workers at a “double jeopardy” of exploitation on the shop floor and toxic air pollution in the community.

The report shows that the transition to electric trucks creates an opportunity to uplift labor standards for warehouse workers and truckers while mitigating diesel-related public health crises — but only if the shift to EVs adequately prioritizes workers and residents.

By Yonah Freemark, Billy Fleming, Caitlin McCoy, Rennie Meyers, Thea Riofrancos, Xan Lillehei, and Daniel Aldana Cohen - Climate and Community Project, February 2022

The transportation system is the connective tissue that transforms pockets of communities into a networked society. It links home, school, work, and play. It drives economic growth, social mobility, and employment opportunities. 

The transportation sector currently emits more carbon pollution than any other sector in the US economy. The automobiles we drive, the trucks, trains, and ships that deliver our goods, the airline flights we take, and other transportation activities account for about 28 percent of US greenhouse gas emissions. The passage of President Biden’s Infrastructure Investment and Jobs Act is replete with new funding for state and local highway expansion, and seems likely to further exacerbate the sector’s emissions. More than 120 years after electric vehicles briefly achieved popularity in the 1900s, petroleum products still power over 91 percent of today’s transportation system. Americans collectively drive more than three trillion vehicle miles per year, most of those as a single driver in an automobile. Life in the United States is organized around personal automobiles powered by petroleum. For a Green New Deal in transportation to be possible, that has to change. A climate-safe future requires a swift and just decarbonization of the transportation sector, a major expansion of public and active transportation, and the parallel decarbonization of the electricity sector.

Transportation often exacerbates social inequity and racial injustice within and between communities. Its infrastructure speeds the movement of those who are better off, to the detriment of those who are most in need. In far too many communities, governments, planners, and engineers prioritize vehicles over people and efficiency in travel time at the cost of quality of life. Choices made by elected officials and transportation agencies about how funds are allocated at the federal, state, and local levels have played a major role in reinforcing these outcomes over the past century.

In 2021, Congress passed the Infrastructure Investment and Jobs Act – the centerpiece of President Biden’s Bipartisan Infrastructure Framework. It provides substantial new funds for intra-city public transit, intercity passenger rail, and new electric vehicle charging infrastructure. It also includes $7.5 billion in new discretionary funding for innovative transit projects in the RAISE program (formerly BUILD and TIGER), along with new incentives for roadway repair and maintenance. However, the bill also allocates $350 billion towards new road and highway projects that will be administered by state and local departments of transportation. Much of this funding is likely to be spent on highway expansion projects. In short, the Infrastructure Investment and Jobs Act is poised to invest in a small number of innovative, low-carbon public transit projects alongside a massive new investment in roads and highways – locking in higher emissions for the sector than those that predated the bill. In other words, the Infrastructure Investment and Jobs Act could invest dramatically more on highway expansion than on innovative, low-carbon public transit projects. That dynamic has to change.

In this report, we propose a series of critical opportunities for new transportation-related policies to improve equal access, mobility, and opportunity in our transportation system, reduce emissions, support global climate cooperation, and develop long-lasting infrastructure and workforce development strategies on a changing planet. We argue for a move away from past policies that encouraged the release of greenhouse gases and other air pollutants while furthering social inequity. Crucially, this report aims to shift the conversation surrounding the transportation sector and decarbonization from focusing exclusively on electric vehicles and high-speed rail to addressing the many disparate parts of America’s transportation system. This includes a focus on intra- and intercity rail in addition to high-speed rail; an approach to electric vehicles that pairs supply-side policies (e.g. manufacturing tax credits) with a more progressive demand-side approach that benefits low and middle-income households with few public transit options instead of wealthy, coastal city residents who tend to purchase high-end luxury electric vehicles (e.g. Tesla).

Instead, the transportation system should be viewed as a strategic lever for investing in good-paying low-carbon jobs, justice, and a decarbonized economy. We build on the important progress Congress members have made through their introduction of bills such as the Moving Forward Act to identify a series of policies that would further that ambition.

Read the text (PDF).