health and safety

By Sharon Zhang - Truthout, March 21, 2022

On Monday, hundreds of Chevron workers in the San Francisco Bay Area went on strike after voting down the company’s latest contract offer, which workers say contained insufficient wage raises.

The contract, covering over 500 workers, was struck down by United Steelworkers (USW) Local 5 members on Sunday. Workers were forced to go on strike after the company said that it had already offered its “last, best and final” contract, according to the union.

“It’s disappointing that Chevron would walk away from the table instead of bargaining in good faith with its dedicated work force,” Mike Smith, USW’s National Oil Bargaining Program chair, said in a statement. “USW members continued to report for work throughout the pandemic so our nation could meet its energy needs. They deserve a fair contract that reflects their sacrifice.”

The company has brought in workers to replace the union members, which it has been training for a year. The latest contract expired in February and workers have been operating under a rolling daily extension, according to the union.

The refinery workers say that one of the main reasons for the strike is insufficient wage raises. USW, which currently represents about 30,000 oil workers in negotiations with oil and chemical employers, reached a national agreement with refiners in February to raise wages by 12 percent over four years.

Local 5 had asked for an additional pay bump of 5 percent in order to account for higher costs of living in the San Francisco area, where it’s estimated that individuals must make at least $80,000 a year just to survive.

By Hannah Wilton and Davida Sotelo Escobedo - California Climate Agriculture Network, June 24, 2022

TIC’s work always comes back to strengthening relationships with members of the local community — giving everyone the means to stay in a place, liberated from the pains of poverty.

“I’m from here and hope to live here for the rest of my life,” Chester remarks. “Being committed to place allows you to go deep where you live and not be worried about moving on to the next professional step or location. We’re here and we want our community to be a better place — for our children and grandchildren and everyone else’s children and grandchildren.”

Why We Can’t Build a Fire-Resilient Future Without Worker Justice

Navigating the threat of wildfire is an ongoing reality of life in Sonoma County. From 2017 to 2020, fires burned more than 300,000 acres across the county, resulting in devastating losses to ecosystems, homes, communities, and human lives.¹ Recent years of extreme wildfire events have not only transformed the land itself, but also shifted the priorities of the public, management agencies, and local governing bodies around the essential need for fire adaptation and mitigation.

This work looks different everywhere, but in Sonoma County (SC) where over half the land area is forest and woodlands, there has been a strong focus on “vegetation management” – a set of practices that alter vegetation to reduce wildfire risk, promote public safety, and support healthy ecosystems.² Often, the goal is to reduce high “fuel load” or flammable vegetation that cause fires to build heat and intensity, through strategies like understory thinning, grazing, clearing along evacuation routes, and prescribed fire. Vegetation management is important in light of extractive land use patterns and decades of fire suppression that have disrupted or altogether eliminated natural disturbance regimes, leading to dense vegetation overgrowth. The removal of fire as a keystone process from California’s landscapes is also inextricably tied to colonization and the criminalization of traditional fire stewardship practiced by Native communities for thousands of years.

To reduce immediate wildfire risk, hazardous fuels reduction is needed at every scale – first, vegetation must be managed around homes to create “defensible space” delineated by a 100-foot perimeter around a structure³, and second beyond 100 feet into adjacent vegetation or wildland. Homeowners are on the hook for defensible space with California law and insurance companies, yet more and more attention is going toward the forest and wild areas beyond in order to create wildfire resiliency at a landscape-scale. Through such targeted vegetation management strategies, humans can take an active stewardship role in healing ecosystems and building fire adaptability for animal and plant life, forest health, and communities.

By staff - Union of Concerned Scientists, February 17, 2022

What happened: Officials at the Environmental Protection Agency (EPA) directed agency staff to alter certain chemical safety studies in a way that downplayed the chemical’s health risks. EPA officials have pressured staff to alter hazard information, undermine research, and remove scientific information on potentially toxic chemicals.

Why it matters: By interfering with chemical safety studies, EPA officials undermined one of the major ways by which the federal government protects people from exposure to toxic chemicals. Not only does this action violate the Toxic Substances Control Act (TSCA), but it also endangers the health and safety of communities across the US, especially underserved communities.

Officials at the Environmental Protection Agency (EPA) are pressuring agency employees to tamper with the risk assessments of dozens of hazardous chemicals by excluding evidence of adverse health impacts. Reports of deleted language and major revisions in chemical risk assessments against the consent of agency scientists in response to higher management violates the rules and regulations as outlined by the Toxic Substances Control Act (TSCA) of 1976 which states the EPA is required to uphold the “reporting, record-keeping, and testing requirements and restrictions relating to chemical substances and/or mixtures.”

Four EPA scientists who worked at the agency's Office of Chemical Safety and Pollution Prevention stated that they had experienced numerous incidents in which management and staff pressured them or their colleagues to alter risk assessments in a way that fell out of line with the best available scientific evidence. In a complaint submitted to the EPA inspector on behalf of the four scientists, these unauthorized interferences include deleted language identifying potential adverse effects of toxic chemicals, major revisions that alter the conclusions of a toxic chemical’s toxicity, and risk assessments being assigned to inexperienced employees to avoid pushback.

Adopted by Unanimous Vote: February 16, 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 ILWU NCDC supports the public ownership of the rail infrastructure of the U.S., Canada, and Mexico, 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 ILWU NCDC urge all of its members to voice their support for this proposal; and

Be it Further Resolved that the ILWU NCDC urges all ILWU locals and IBU regions to take a similar stand; and

Be it finally Resolved that the ILWU NCDC 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.

By Joty Dhaliwal and Nathan Swedlow - Labor Notes, February 15, 2022

Throughout the pandemic, transit workers have kept our cities in motion. In California’s East Bay, even when most residents were isolating at home, AC Transit bus operators were on the front lines ensuring that people could get where they needed to go, including to other essential jobs.

Bus operators spend hours every day in close contact with strangers. More than 200 transit workers have perished from Covid, including members of the Amalgamated Transit Union (ATU) and the Transport Workers Union.

Despite this tragedy, and while it has touted their essential work in the press, AC Transit has yet to award hazard pay to front-line employees. The agency currently has a budget surplus of well over $66 million dollars, thanks to the federal relief money it received.

The following photographs and testimonials are taken from four interviews where members of East Bay Democratic Socialists of America spoke with AC Transit bus operators about their experiences on the front lines of the pandemic and the largely unacknowledged sacrifices and risks that come with the job.

By Lin Nelson - Labor Notes, February 14, 2022

Despite the short flurry of support (it seems so long ago) for workers on the front lines, many of the folks who help hold our health and the economy together feel abandoned and used up. The Covid calamity and the escalating climate crisis are creating worker sacrifice zones.

In December, more than 700 workers and allies from across the country made their way (online) to the 10th annual Council on Occupational Safety and Health conference, where they shared stories about the conditions that make going to work a risky affair.

Heat and climate were major threads. We might be in the chill-blast of winter now, but we remember the summer’s heat, from fires in British Columbia to evacuated towns in Oregon to the blistering heat in Washington farmlands.

Outdoor workers were at the center of risk this year. Many were sent into floods and fires—to harvest food, to fight the infernos in the West, or to do dangerous storm cleanup throughout the South and Midwest.

These workers grappled with urgent but often inaccessible health alerts about temperature, air quality, signs of heat stress and fire risk. Many didn’t have the benefit of unions, protective legislation, or functioning public agencies, and faced reprimand or firing if they spoke up about their concerns.

By Joel Britton - The Militant, February 14, 2022

RICHMOND, Calif. — “Power in solidarity” read one of the signs carried by the more than 100 members of United Steelworkers Local 5 outside the main gate of the Chevron oil refinery here Jan. 27. The maintenance workers and process operators mobilized to press the union’s demand for a “significant” wage increase in the national oil bargaining negotiations with industry representative Marathon Petroleum. This is crucial to help workers meet the effects of rising prices.

And they were putting the company on notice that they’re ready to strike over working conditions and other local issues at Chevron, issues that are negotiated refinery by refinery after wages and other industrywide issues are settled.

On Jan. 31 the union rejected the company’s latest proposal — a 3% wage raise for each of next three years — and offered to keep working as long as further negotiations are fruitful.

“The corporations are making profits galore,” BK White told the Militant. White, an operator for 28 years and Local 5 vice president, highlighted how Chevron has taken advantage of the COVID-19 pandemic to cut back on preventative maintenance. “The public will pay for these decisions,” pointing to the history of serious fires and explosions at the refinery.

Short staffing and lots of forced overtime, increasing burden of the costs of medical care, tightened disciplinary measures, and the soaring cost of living were among the issues the unionists discussed on the picket line with worker-correspondents for the Militant.

On Jan. 28 Steelworkers union negotiators rejected Marathon’s offer of a pay hike of only 1.3% for each of three years of new agreements for the 30,000 refinery and chemical-plant workers represented by the union. The current contract, which expires at midnight Jan. 31, had included 3.5% wage increases for the first two years and 4% in the final year.

Marathon’s “wage proposals to date are paltry,” the union said in a public statement. “In light of their earnings and dividends to shareholders, they are offensive.”

By Ron Kaminkow, et. al. - More Perfect Union, February 3, 2022

By Joe DeManuelle-Hall - Labor Notes, February 2, 2022

Contract negotiations covering 115,000 rail workers in the U.S. are expected to heat up in 2022.

Workers are seething over the impact of extreme cost-cutting measures. Rail unions are escalating through the slow steps of negotiations under the Railway Labor Act—toward a resolution, a strike, or a lockout.

Rail remains one of the most heavily unionized industries in the country, and rail workers maintain the arteries of the economic system.

In 2018, U.S. railroads moved 1.73 trillion ton-miles of freight, while trucks moved 2.03 trillion. (One ton-mile is one ton of freight moved one mile.) A slim majority of rail freight consists of bulk commodities, ranging from grain to mined ores to automobiles; slightly less is made up of consumer goods.

COST-CUTTING FRENZY

In the flurry of reporting on what’s slowing down the supply chain, little has been said about one contributing factor—the years-long squeeze that major railroads have put on their operations and workforces.

Precision Scheduled Railroading is a nebulous term that has come to cover many measures aimed at cutting costs and increasing profits. (Although the name refers to trains operating on a set schedule, that’s just one piece.) All the railroads engage in elements of it.

PSR is basically the railroad version of lean production—the methodology of systematic speedup and job-cutting that caught on in manufacturing in the ’80s and spread to many industries.

The railroads have done it by cutting less-profitable routes; closing and consolidating railyards, repair barns, and other facilities; running fewer, longer trains; and laying off tens of thousands of workers while demanding the remaining workers do more.

Class I railroads—the companies with annual revenues over $900 million—employed fewer workers this January than any month since 2012, falling below even the early-pandemic slump.

Railroads have cut as many as 35 percent of workers in some titles over the past several years. Overall there were 160,795 Class I rail workers in December 2015, and only 114,499 by December 2021.

At the same time, individual freight trains were hauling, on average, 30 percent more tonnage in 2020 than in 2000.

But all these practices add up to a system that doesn’t function well under pressure—the pressure of a global pandemic, or even just the pressure of normal operations. In stretched-out, just-in-time supply chains with no room for error, delays cascade into more delays.