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IWW delivers a grievance letter to Plymouth vegan cafe over unfair dismissal of a trans employee

By Tom Anderson - Canary, March 7, 2023

On Friday 3 March, workers from the Industrial Workers of the World (IWW) trade union delivered a grievance letter to Power Plant Vegan Cafe in Plymouth.

It said:

Today, a group of workers from Bristol IWW attended the Power Plant Vegan Cafe in Plymouth to deliver a grievance letter to the management on behalf of one of our union members. It is alleged that this member was unfairly dismissed, treated in a way that violated the 2010 Equal Rights Act, and was not provided with a safe working environment.

The union has requested a meeting with the cafe owners within the next week.

Bay Area IWW General Membership Branch Endorses Resolution in Support of Public Ownership of the Railroads

Adopted unanimously - Bay Area IWW General Membership Branch, March 2, 2023

Whereas, rail infrastructure the world over is held publicly, as are the roads, bridges, canals, harbors, airports, and other transportation infrastructure; and

Whereas, numerous examples of rail infrastructure held publicly have operated successfully across North America for decades, usually in the form of local/ regional commuter operations and state-owned freight trackage; and

Whereas, due to their inability to effectively move the nation’s freight and passengers during WWI, the U.S. government effectively nationalized the private rail infrastructure in the U.S. for 26 months; and

Whereas, at that time it was agreed by shippers, passengers, and rail workers that the railroads were operated far more effectively and efficiently during that time span; and

Whereas, every rail union at that time supported continued public ownership (the “Plumb Plan”) once the war had ended; and

Whereas, specifically, when the rank & file rail workers were polled by their unions in Decem­ber 1918, the combined totals were 306,720 in favor of continued nationalization with just 1,466 in favor of a return to private ownership; and

Whereas, the entire labor movement at that time was in favor of basic industry being removed from private hands, with the delegates to the 1920 AFL Convention voting 29,159 to 8,349 in fa­vor, overruling the officialdom of the AFL and its conservative position; and

Whereas, in the face of today’s crumbling infrastructure, crowded and clogged highways and city streets, poor air quality, lack of transportation alternatives and deepening climate crisis, ex­panded rail transportation – for both freight and passenger - presents a solution to these social ills and problems; and

Whereas, the rail industry today however is contracting – rather than expanding – at a time when we need more trains, trackage, rail workers, and carloads, not fewer; and

Whereas, the private rail industry is moving 5 to 10% less freight than it did 16 years ago, and in recent years has shuttered diesel shops and classification yards, and has drastically reduced the number of employees; and

Whereas, the private rail freight industry is generally hostile to proposals to run any additional passenger trains on their tracks – despite having legal common carrier obligations to do so - making it difficult if not impossible to expand the nations’ passenger rail network; and

Whereas, the rail industry has come to focus solely on the “Operating Ratio” as a measure of their success, and in doing so have engaged in massive stock buybacks and other measures that deliver short-term gains for stockholders but at the expense of the long-term health and vitality of the industry; and

Whereas, the Class One carriers’ failures to move freight effectively have contributed greatly to the ongoing supply chain crisis, resulting in some of the highest inflation rates in many years; and

Whereas, these “Fortune 500” corporations have raked in record profits, in both “good” years and “bad”, right through the “Great Recession,” the pandemic, and otherwise, right up to the most recent Quarterly financial announcements; and

Whereas, during these years of record profits, these same Class One carries have:

  • Failed to solicit nor accept new but “less profitable” freight traffic.
  • Forwarded less freight than 16 years ago.
  • Stonewalled practically every attempt by Amtrak and other agencies to add passenger ser­vice.
  • Failed to run Amtrak passenger trains on time, despite regulation and law to do so.
  • Downsized the infrastructure, physical plant, and capacity.
  • Eliminated nearly a third of the workforce.
  • Outraged shippers and their associations by jacking up prices, providing poor service, and
  • assessing new demurrage charges.
  • Thumbed their nose at state and federal governments.
  • Blocked road crossing and increased derailments by the implementation of extremely long trains.
  • Threatened and attempted at every turn to run trains with a single crew member.
  • Opposed proposed safety measures, from Positive Train Control (PTC) to switch point indi­cators;
  • the End-of-Train Device (EOT) to Electronically Controlled Pneumatic Brakes (ECP).
  • Taken a hostile stance towards the myriad unions, refused the bargain in good faith, consist­ently demanding concessions, all the while expecting these “essential workers” to labor through the pandemic without a wage increase.

Therefore, be it Resolved that the BAY AREA IWW GENERAL MEMBERSHIP BRANCH supports the public ownership of the rail infrastructure of the U.S., Canada, and Mexico, under democratic workers’ control, to be operated henceforth in the public interest, placed at the service of the people of all three nations; and

Be it Further resolved that the BAY AREA IWW GENERAL MEMBERSHIP BRANCH urge all of its members to voice their support for this proposal; and

Be it Further Resolved that the BAY AREA IWW GENERAL MEMBERSHIP BRANCH urges all other IWW branches, industrial unions, and chartered bodies to take a similar stand; and

Be it finally Resolved that the BAY AREA IWW GENERAL MEMBERSHIP BRANCH urges all labor unions, environmental and community groups, social justice organizations, rail advocacy groups and others to push for a modern publicly owned rail system, one that serves the nation’s passengers, shippers, communities, and citizens.

Chapter 6 : If Somebody Kills Themselves, Just Blame it on Earth First!

By Steve Ongerth - From the book, Redwood Uprising: Book 1

Download a free PDF version of this chapter.

Haul it to the sawmill, Got to make a buck,
Your blades are worn and dangerous, Better trust your luck,
Don’t stop for the workers’ safety, Never fear the worst,
‘Cause if somebody kills themselves, Just blame it on Earth First!,
L-P…

—Lyrics excerpted from L-P, by Judi Bari, 1990.

“Anybody who ever advocated tree spiking of course has to rethink their position.”

—Darryl Cherney, June 1987.[1]

Earth First! received much negative press for its advocacy of biocentrism, the notion that all species (including humans) were intrinsically valuable. Their slogan “No Compromise in Defense of Mother Earth!” was forceful and militant, and given the misanthropic leanings of some of its cofounders, it was often taken to mean that they valued the lives of nonhuman species above humans—even if it meant the suffering or death of the latter—which wasn’t actually the case. The situation was complicated further by Earth First!’s advocacy of monkeywrenching: industrial “ecotage” which included everything from deflagging roads to putting sugar in the fuel tanks of earth moving and/or logging equipment. Earth First! cofounder Dave Foreman described monkeywrenching thusly:

“It is resistance to insanity that is encapsu­lated in Monkeywrenching…(it) fits in with the bioregional concept. You go back to a place and you peacefully re-inhabit it. You learn about it. You become a part of the place. You develop an informal and al­ternative political and social struc­ture that is somehow apart from the sys­tem… it’s also a means of self-empowerment, of finding alternative means of relat­ing to other people, and other life forms…there is a funda­mental difference between ecodefense resistance and classic revolutionary or terrorist behavior.” [2]

Such a description, while informative, was hardly likely to silence critics on the right. The most controversial of these controversial tactics by far, was Earth First!’s advocacy of “tree spiking”, the act of driving large nails into standing trees in order to deter timber sales. [3]

Why are Urban Ore Workers Trying to Unionize?

By Zack Haber - Medium, February 15, 2023

Workers say they want higher wages, scheduling reform, a just cause clause for terminations, and a say in how the company is run.

Workers at Berkeley’s popular salvaged goods store, Urban Ore, filed a petition to the National Labor Relations Board (NLRB) stating their intention to form a union through the Industrial Workers of the World on February 2.

That same day, an instagram account associated with the union drive posted a statement voicing support for the store and its mission of stopping waste while also pushing for higher wages and scheduling reform for workers.

“We are proud to work at Urban Ore, and we want to make it even better,” reads the statement. “Urban Ore allows its customers a more sustainable alternative for shopping, and we want it to provide more sustainable jobs.”

On February 5, workers held a rally to support their union drive outside of the store. Members of East Bay DSA and several unions, such as ILWU, Bay Area TANC, and the National Union of Health Care Workers, accompanied the workers.

The NLRB will soon hold a secret ballot election for the store’s 25 union eligible employees. If a majority votes to approve the union, it will be officially recognized.

Benno Giammarinaro, who works in Urban Ore’s merchandise receiving department, said he’s “definitely optimistic” employees will secure enough yes votes to unionize. As part of their union petition filing, a majority of the store’s employees have already submitted signed cards indicating a desire to form a union.

Mary Van Deventer told this reporter that her and fellow Urban Ore co-owner Dan Knapp would not do an interview. She did, however, email a written statement from the store saying it “respects the rights of its employees to unionize if that is what a majority desire.”

Workers want higher wages, which they say Urban Ore can afford to pay

Van Deventer’s statement also said the company offers “very competitive pay.” Urban Ore pays its non-managerial staff a base wage of $13.60 an hour, which is less than Berkeley’s minimum wage of $16.99. But these employees also get fluctuating additional wages as a portion of the store’s gross income goes to them. In January, this proportion was raised from 10% to 15%. This year the owners estimate the income share to provide a $9.25 boost to the base wage, meaning that, in total, they expect workers to make around $22.85 per hour.

Urban Ore worker Sarah Mossler said that she’s not against income sharing, but that the current model often leaves her worried about whether or not she can pay her bills.

Independent study by CENIT warns of problems with automation

By staff - International Transport Workers’ Federation, February 13, 2023

The full automation of port terminals does not bring improvements neither in the productivity of the concessionary companies nor in the ports that host them. This is the main conclusion drawn from an exhaustive and comprehensive independent report produced by the Centre for Innovation in Transport (CENIT) on behalf of the International Dockers' Council (IDC) and the International Transport Workers’ Federation (ITF).

According to the authors of this study, fully automated terminals do not represent better productivity rates than traditional terminals. In addition, CENIT experts point out the high vulnerability to cyber-attacks, greater exposure to hackers and, consequently and a higher rate of insecurity for goods and ports.

Sergi Saurí, Director of CENIT, said that “in the port sector it has always been assumed that full automation would bring better productivity rates, but based on the current real experiences, there is no evidence to support that.”

CENIT also point out the high level of upfront capital costs and additional maintenance costs for automated terminals. In addition, the research points out inherent dangers such as the power concentration on the part of the concessionary companies, which implies a price control, and consequently, a loss of sovereignty and control by the public administrations and national governments.

Likewise, automation negatively impacts economic and tax sustainability, entails practices that affect free competition in that they grant more power to shipping companies, improve revenues only for their shareholders, and raise the danger of monopolistic practices. This also leads to a decrease in rates, and therefore a reduction in port revenues leading to a significant loss of resources.

Regarding the social sustainability of the workforce, the study points to negative impacts for port automation including the loss of thousands of jobs for both terminal workers and the supply and auxiliary companies, and the lack of adaptability to rapidly respond to unexpected situations. These types of terminals, located in more socially advanced countries are guilty of social dumping and practices where remote maintenance tasks are outsourced to countries with fewer freedoms and rights for workers and with much lower salaries. In this sense, automation has a direct impact on tax revenue for the state, as it will mean lower tax collection and higher social security costs due to job losses, not just at the port but also in the surrounding community.

Where Do Railroad Workers Go from Here?

By Jay, Marilee Taylor, John Tormey, Matt Parker, and Maximillian Alvarez - In These Times, February 10, 2023

After a three-year saga of stalled contract negotiations between the country’s freight rail carriers and the 12 unions representing over 100,000 railroad workers, ​“pro-union” President Biden and Congress ​“averted” a national rail shutdown by overriding the democratic will of rail workers and forcing a contract down their throats. So, what happens now? 

In December, shortly after the Biden administration and Congress intervened, Working People convened a special all-railroader panel to break down the events of the last week and to discuss where railroad workers and the labor movement go from here.

Panelists include: Jay, a qualified conductor who was licensed to operate locomotives at 19 years old, and who became a qualified train dispatcher before he was 23; Marilee Taylor, who worked on the railroads for over 30 years and retired earlier this year from her post as an engineer for BNSF Railway, but is still an active member of Railroad Workers United; John Tormey, a writer and BMWED-IBT member who works as a track laborer for the commuter rail in Massachusetts; and Matt Parker, a full-time locomotive engineer who’s worked on the railroads for 19 years and also serves part-time as Chairman on the Nevada State Legislative Board of the Brotherhood of Locomotive Engineers and Trainmen.

Union Says Chevron Fired Several Richmond Refinery Workers Who Went on Strike

By Ted Goldberg - KQED, February 5, 2023

Chevron has fired five workers who went on strike at the oil giant’s Richmond refinery last spring, according to their union. The apparent termination of United Steelworkers Local 5 employees at one of the West Coast’s major oil refining facilities prompted the union to file complaints with federal labor regulators.

The workers Chevron fired — two during the walkout and three in the months that followed — were mostly safety operators at the refinery who played leadership roles in the strike, according to union president Tracy Scott.

The firings “were unjust,” Scott said.

One of those fired was B.K. White, a top union negotiator who became the face of the labor action and had worked at the refinery for nearly three decades.

“You could just tell it was retaliatory or punitive in nature,” said White, vice president of USW Local 5. “It appears there’s a concerted effort to break the union.”

In a complaint filed with the National Labor Relations Board, the union alleges that Chevron ordered its members to train contractors to do union-covered work and then punished them for their labor activities. The NLRB has deferred action on the Local 5's unfair labor practice charges pending arbitration of a grievance the union had already filed with the company.

News of the firings comes months after a 10-week-long strike by hundreds of USW workers. It was the first walkout at Chevron’s Richmond refinery in 40 years.

The marathon labor action ended up delivering only modest gains to workers. The contract, approved by a slim majority of union members, gave a small bump in pay and medical benefits to refinery employees who went without paychecks for more than two months.

Railroad Nationalization Must Be Part of the Green New Deal

By Mayor Seidel - Sewer Socialists, February 5, 2023

In December, Congress and the Biden Administration forced a deal on railroad workers and stripped them of their right to strike. This made two things clear: how draconian the private freight railroads are to their workers, and yet how essential they are to the functioning of the country. Equally, private railroads are not only essential to the economy, but to the climate. Transportation is responsible for more greenhouse gas emissions than any other sector, including electricity generation. Within transportation, among the modes primarily used for freight (trucks, rail, and boats), railroads were responsible for only 7% of emissions despite carrying 27% of cargo (in ton-miles). Despite being a net reducer of emissions by taking trucks off the roads, the private railroads are avowed enemies of climate action. Afraid of losing their lucrative coal-hauling traffic, the same four railroads who Congress acted on behalf of have spent millions to lobby against climate action and deny climate change. Capitalists who bankroll climate deniers own the most important system of low-carbon infrastructure on the continent.

The effects of the existing freight railroads on climate change, both good and ill, are minuscule compared to the unrealized potential that they hold. The railroads would have a higher share of freight traffic if not for the shortsighted management of their private ownership. Additionally, 57% of transportation emissions come from “light duty vehicles,” i.e. passenger cars. The strongest opportunities to eliminate car trips are in urban centers, by building inviting pedestrian spaces, safe bicycle infrastructure and robust public transit networks. At the same time, to build a credible alternative to automobile travel, these green transportation systems must be connected to one another into metropolitan and intercity rail networks. This cannot be done without the infrastructure that, outside the Northeast, is controlled by the private freight railroads.

The private railroads are hostile to passenger service, which they see as a threat to their freight operations. Amtrak publishes a “report card” each year, ranking the private freight railroads by how much they delayed passenger trains. In 2021, at least 20% of riders were delayed on more than half of state-supported routes and 14 of 15 long-distance routes. The private railroads even hold back some commuter railroad services. Several Metra lines serving suburban Chicagoland are operated under “purchase-of-service” agreements with freight railroads, leaving commuters at the mercy of their private owners. Newer systems like Virginia’s VRE that use private freight corridors must negotiate complicated and expensive agreements with host railroads to expand service. Confronting climate change must include rationalizing the relationship between freight and passenger rail service, both of which are essential to reducing greenhouse gas emissions.

Workers at Urban Ore, Berkeley’s last salvage store, announce union drive

By Iris Kwok - Berkeleyside, February 2, 2023

Workers at Urban Ore announced Wednesday that they intend to unionize.

The workers at Berkeley’s last architectural salvage store are hoping to join the Industrial Workers of the World Union 670 and have filed a petition for a union election with the National Labor Relations Board. 

Organizers said they’re hoping to address understaffing, high turnover rates, and change the business’ wage structure through unionization. The store’s current wage structure, which fluctuates based on store profit and hours worked, exacerbates understaffing because it pads paychecks, said Urban Ore employee and organizing committee member Sarah Mossler. 

“It’s dangerous, quite frankly, the work that we do when we don’t have sufficient staffing,” Mossler said. “We’re lifting huge things. I’ve definitely been in situations before where I’m helping a customer lift a stove out of the truck, and we’ve been understaffed, and there’s no one who can help me.”

Business unexpectedly boomed at Urban Ore during the pandemic amid a spike in demand for secondhand clothes. Revenue has climbed 35% since 2019, according to the business’ organizing workers.

Union organizers are confident that they have support from the majority of workers, and intend to proceed with an official vote within the next four to six weeks, depending on whether the NLRB approves their petition. (As organizers felt the union would not be received well by the store’s owners, they opted not to seek voluntary recognition and instead file directly for recognition from the National Labor Relations Board.) 

Railroads Must Be Brought Under Public Ownership

By General Executive Board - United Electrical Workers, January 30, 2023

Statement of the UE General Executive Board

Railroads are a crucial part of our nation’s infrastructure. Nearly every sector of our economy depends on goods shipped by the railroads, which haul forty percent of all long-distance freight in the U.S., measured by ton-miles. A third of all exports travel by rail. Furthermore, the greater fuel efficiency of using rail to move both people and freight means that moving more of our transportation onto the railroads will be necessary to address the existential threat of climate change.

Yet the private owners of our nation’s Class 1 railroads have shown themselves utterly incapable of facing the challenge of the climate crisis, dealing fairly with their own workers, or even meeting the most basic needs of their customers. The railroad companies cannot even be said to be in the business of moving freight; they are merely in the business of using their monopoly control over the nation’s rail infrastructure to squeeze as much profit as possible from customers and workers at the behest of their Wall Street shareholders.

Therefore, we demand that Congress immediately begin a process of bringing our nation’s railroads under public ownership. Public ownership of part or all of their rail systems has allowed many other countries to create rail systems that can move people and goods quickly, affordably, and in an environmentally sound way. With public ownership, governments can take the long view and make crucial infrastructure investments — and prevent price-gouging.

Railroads are, like utilities, “natural monopolies.” The consolidation of the Class 1 railroads in the U.S. into five massive companies over the past several decades has made it clear that there is no “free market” in rail transportation. With most customers having no other choice, and no central authority mandating long-term planning, each individual railroad company has little incentive to make investments in infrastructure and every temptation to take as much of their income as possible as profits. Even Martin Oberman, chair of the Surface Transportation Board, the federal agency that regulates rail, has called the railroads “monopolists” who are cutting services and raising prices because “that’s the easiest way for them to get rich.”

In their endless thirst for profit, the railroads have implemented a system called “precision scheduled railroading,” which simply means operating with as few staff as possible — speed-up by another name. Shippers have been complaining about the resulting poor service for years, and during the pandemic our entire economy paid the price with snarled supply lines leading to shortages and price hikes. The railroads do not even seem interested in expanding their share of the freight market, instead seeking to extract more and more short-term profit out of customers for whom rail is the only feasible way to ship their products.

The effect on railroad workers has been even more severe. In order to implement precision scheduled railroading, the companies have imposed draconian attendance policies which make it virtually impossible for railroad workers to take any time off, even for medical reasons. This intolerable state of affairs almost led to a railroad strike at the end of last year, until President Biden and Congress — clearly willing to intervene in the “market” when workers threaten to withdraw their labor — imposed a contract on the workers that did not even contain the workers’ bottom-line demand of adequate sick leave.

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