You are here

health and safety

In North Dakota’s Bakken oil boom, there will be blood

By Jennifer Gollan - Reveal News, June 13, 2015

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

In the early evening of Sept. 14, 2011, Jebadiah Stanfill was working near the top of an oil rig at a bend in the Missouri River in North Dakota. Jolted by a deafening boom in the distance, he swung around from his perch and saw a pillar of black smoke twisting into the sky.

Less than a mile away, another rig had exploded. “There’s men over there!” a worker below him shouted.

Stanfill, a compact and muscular man in his 30s, descended to the ground and hopped into the bed of a red pickup driven by a co-worker. Bruce Jorgenson, a manager overseeing the work of Stanfill and his crew, jumped into the passenger seat, and they raced to the explosion.

A few minutes later, they reached the burning rig and pulled up next to Doug Hysjulien, who was wandering in a valley and clutching the front of his underwear. The rest of his clothes were gone.

“They’re over there,” Hysjulien shouted, pointing toward the fiery rig. “Go help the other boys. They’re worse.”

Stanfill sprinted until he spotted Ray Hardy, who had been hurled into a patch of gravel. His skin was charred black and peeling. His nails were bent back, exposing the stark white bones of his fingers.

“How many people were on the rig?” Stanfill asked Hardy.

“He’s over there,” Hardy responded, gazing toward a field near the rig. Stanfill scrambled over a berm and waded through knee-high wheat until he found Michael Twinn, lying on his back naked and seared. His hair was singed and his work boots had curled up in the heat. He cried out in agony.

“The derrick man’s dead! The derrick man’s dead!” Twinn screamed.

“They were beyond burned,” Stanfill recalled. “Nothing but char. The smell of flesh burning. … It smelled of crude oil.”

Brendan Wegner, 21, had been scrambling down a derrick ladder when the well exploded, consuming him in a fiery tornado of oil and petroleum vapors. Rescuers found his body pinned under a heap of twisted steel pipes melted by the inferno. His charred hands were recovered later, still gripping the derrick ladder. It was his first day on the rig.

Hardy died the next day of his burns. Twinn had his lower legs amputated. Dogged by post-traumatic stress disorder, he killed himself in October 2013. Each left behind three children. Hysjulien suffered debilitating third-degree burns over half of his body. He is the lone survivor.

To this day, the explosion – pieced together from interviews, court documents and federal and local reports – remains the worst accident in the expansive Bakken oil fields since the boom began in 2006.

Beyond the human toll from that day, which continues to haunt Stanfill and others, the 2011 explosion offers a striking illustration of how big oil companies have largely written the rules governing their own accountability for accidents.

Read the entire article here.

EcoUnionist News #52

Compiled by x344543 - IWW Environmental Unionism Caucus, June 16, 2015

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

The following news items feature issues, discussions, campaigns, or information potentially relevant to green unionists:

Lead Stories:

Fracking the EPA:

Bread and Roses:

An Injury to One is an Injury to All:

1267-Watch:

Carbon Bubble:

Just Transition:

Other News:

For more green news, please visit our news feeds section on ecology.iww.org; Twitter #IWWEUC; Hashtags: #greenunionism #greensyndicalism

Railroad Workers United to Observe 7th Annual Railroad Workers Memorial Day On Friday, June 19th 2015

By John Paul Wright - Railroad Workers United Blog, June 9, 2015

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

On Friday, June 19th 2015 railroad workers are encouraged to wear black to work as a sign of remembrance and recognition of our fallen brothers and sisters who were killed on the job over the course of the previous year. Sponsored by Railroad Workers United, each year the event focuses on a specific theme. Because of the large number of contract and non-union railroaders who were killed the past 12 months, this year’s Railroad Workers Memorial Day will focus on these workers and their plight.

Those non-union and contract workers killed this past year include: a contract worker involved in track work on Canadian Pacific near Forreston, IL; a train crew member of The Western Group, while operating a train near Roswell, NM on former BNSF territory; two employees of a contract railcar servicing outfit while performing service in Omaha, NE; a trainman spotting cars at an industry in Pine Bluff, AR; a contract worker for BNSF unloading rail cars in Kansas City, KS; a conductor making a switch move for Alabama Warrior Railway in Birmingham, AL.

Throughout our history, railroad workers have organized into unions to improve our wages, benefits and working conditions. Improved safety has always been a major reason for railroad workers to organize. Rail carriers – like other corporations - have historically resisted employee organization and the associated demands for better wages, benefits and working conditions.

In recent decades, rail carriers – once again like many modern corporations – have devised a means by which they can circumvent the largely unionized railroad workforce. It is known as “contracting out”. Rather than keep the work in-house, the big rail carriers have opted to farm out all types of jobs to smaller, mostly non-union outfits that all-too-often offer their employees low pay, few benefits, and miserable unsafe working conditions.

Class I railroads have contracted out everything from locomotive servicing to track construction, weed spraying and brush trimming to car repair, rail inspection and train crew transport. It is hard to say just how many jobs have been contracted in this manner, in the tens of thousands perhaps. This is bad news for all railroad workers and it is an issue of grave concern to the future of our industry, our working conditions, pension, and crucially, our safety and health.

The railroad industry proudly touts its safety programs, the declining numbers of on-the-job “reportable” injuries and so forth. However, this disingenuous posturing ignores the fact that the railroad is engaged in contracting out work to outfits that often have poor safety standards and records. These contract companies employ workers – usually on the railroad’s property -- to perform the exact same work that was once performed by railroad employees. But now cynically, the railroad takes no responsibility for these workers because they are no longer in the railroad’s direct employ. The rail carriers’ attitude towards these workers is that the company is not responsible for their health and safety – even though they are on railroad property, performing the same essential work that was once done by our own employees, working in safety sensitive jobs, and making profit for the company’s bottom line. Also, the carriers know that many accidents and injuries of contract workers do not have to be reported to the FRA.

Just because the people servicing the locomotives, cutting the brush or driving the train crews are no longer directly employed by the railroad does not mean that union railroaders should turn our backs on them. Not only are they our fellow workers who work right alongside us, but our very ability to thrive and prosper is intrinsically linked to theirs! The rail labor unions must resist this “de-unionization” of these jobs, and begin to aggressively organize these contract workers.

Therefore, RWU will continue to reach out and support the efforts of all contract railroad workers to organize into a union, and we hope that all railroad union members understand that our safety is directly linked to the safety of our brothers and sisters in the contract sector.

EcoUnionist News #51

Compiled by x344543 - IWW Environmental Unionism Caucus, June 9, 2015

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

The following news items feature issues, discussions, campaigns, or information potentially relevant to green unionists:

Lead Story:

Fracking the EPA:

Bread and Roses:

An Injury to One is an Injury to All:

Carbon Bubble:

Just Transition:

Other News:

For more green news, please visit our news feeds section on ecology.iww.org; Twitter #IWWEUC

The Green Energy Revolution is Exciting; but Don't Forget the Pollution!

By Caleb Goods and Carla Lipsig-Mumme - The Conversation, June 2, 2015

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

The recent unveiling by Tesla founder Elon Musk of the low-cost Powerwall storage battery is the latest in a series of exciting advances in battery technologies for electric cars and domestic electricity generation.

We have also seen the development of an aluminium-ion battery that may be safer, lighter and cheaper than the lithium-ion batteries used by Tesla and most other auto and technology companies.

These advances are exciting for two main reasons. First, the cost of energy storage, in the form of batteries, is decreasing significantly. This makes electric vehicle ownership and home energy storage much more attainable.

The second, related reason is that these cheaper green technologies may make the transition to a greener economy easier and faster than we have so far imagined (although, as has been recently pointed out on The Conversation, these technologies are only one piece of the overall energy puzzle).

IWW Mobile Rail Workers Win AGAIN!

Press Release - Mobile Rail Workers Union, May 20, 2015

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

The workers from the Mobile Rail Workers Union have won ONCE AGAIN another round of ULP's in 2015 (Unfair Labor Practices) The full settlement details are below. We continue to fight and bargain for our first contract.

UNITED STATES GOVERNMENT NATIONAL LABOR RELATIONS BOARD SETTLEMENT AGREEMENT IN THE MATTER OF Mobile Rail Solutions, Inc.

  • Case 13-CA-129684
  • 13-CA-130242
  • 13-CA-130243
  • 13-CA-132704
  • 13-CA-137168

Subject to the approval of the Regional Director for the National Labor Relations Board, the Charged Party and the Charging Party HEREBY AGREE TO SETTLE THE ABOVE MATTER AS FOLLOWS:

POSTING AND MAILING OF NOTICE — After the Regional Director has approved this Agreement, the Regional Office will send copies of the approved Notice to the Charged Party in English and in Spanish. A responsible official of the Charged Party will then sign and date those Notices and immediately post them at the following Mobile Rail Solutions, Inc locations: Chicago (Storage Bay), G1 – Chicago (locations where notices to employees are regularly posted), G2 – Melrose Park (Storage Container), G3 – Rochelle (Storage Container).

The Charged Party will keep all Notices posted for 60 consecutive days after the initial posting. The Charged Party will also copy and mail, at its own expense, a copy of the attached Notice to all current employees and former employees who were employed at any time since December 1, 2013. Those Notices will be signed by a responsible official of the Charged Party and show the date of mailing.

The Charged Party will provide the Regional Director written confirmation of the date of mailing and a list of names and addresses of employees to whom the Notices were mailed.

COMPLIANCE WITH NOTICE — The Charged Party will comply with all the terms and provisions of said Notice.

PAYMENT OF WAGES AND BENEFITS — Within 21 days from approval of this agreement, the Charged Party will make whole the employee(s) named below by payment to each of them of the amount opposite each name. The amount payable to Ahern is for back pay and front pay wages, and as consideration, Ahern has agreed to waive any right to reinstatement.

The Charged Party will make appropriate withholdings for each named employee. No withholdings should be made from the interest portion of the backpay.

The Charged Party will also file a report with the Social Security Administration allocating the payment(s) to the appropriate time periods.

EcoUnionist News #50

Compiled by x344543 - IWW Environmental Unionism Caucus, June 4, 2015

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

The following news items feature issues, discussions, campaigns, or information potentially relevant to green unionists:

Lead Stories:

An Injury to One is an Injury to All:

Carbon Bubble:

Just Transition:

1267-Watch:

Other News:

For more green news, please visit our news feeds section on ecology.iww.org; Twitter #IWWEUC

Silent Epidemic of Workplace Chemical Exposures Rages on; New Worker Right-to-Know Database Maps All OSHA Health Inspection Readings

By Kirsten Stade - Public Employees for Environmental Responsibility, May 28, 2015

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

Washington, DC — Workplace chemical exposures are the nation’s eighth leading cause of death but the U.S. lacks any strategy for preventing the more than 40,000 premature deaths each year, according to Public Employees for Environmental Responsibility (PEER). Today the group unveiled a Worker Right-to-Know website displaying 30 years of Occupational Safety & Health Administration (OSHA) chemical exposure readings from inspections back to 1984 so workers can see what substances they encountered and to help guide OSHA in improving safeguards for worker health.

Occupational exposures kill malignantly, from cancer, neurological breakdown, cardiopulmonary disease, and other chronic maladies. While this toll claims the lives of more than 10 times the workers killed in all on-the-job accidents combined, OSHA spends in excess of 90% of its budget on safety issues.

“More Americans die each year from workplace chemical exposure than from all highway accidents, yet we have no national effort to stem this silent occupational epidemic,” stated PEER Executive Director Jeff Ruch, pointing out that allowed chemical exposure on-the-job is roughly 1000 times higher than in the general ambient environment. “In the U.S., environmental protection stops at the factory door.”

The new PEER database allows comprehensive workplace exposure data to be searched by year, by state, by establishment type and by substances detected. Individual inspection data may also be viewed. It also provides a geospatial display of all OSHA workplace monitoring sampling results. PEER hopes the readings will give workers and their doctors clues about the origins of otherwise mysterious illnesses.

These occupational risks may be on the rise as thousands of new chemicals are introduced in U.S. workplaces each year. Yet OSHA figures show a slow decline in health sampling. At its current rate of health inspections, it would take OSHA nearly 600 years to sample chemical exposure at half the nation’s industrial facilities that handle hazardous substances.

On a policy level, PEER is asking responsible agencies to come to grips with the problem by calling for –

  • OSHA to start using its own air sampling data to pinpoint where health inspections are most needed and to increase the number of such inspections; and
  • The National Institute for Occupational Safety and Health to conduct an updated national survey of occupational exposures, a survey it last did thirty-five years ago.

“Reversing this long lethal trend requires a national commitment to ‘green’ the American workplace,” added Ruch. “Above all, OSHA needs to rediscover its ‘H’ by taking affirmative steps to sharply reduce the slow poisoning of American workers.”

EcoUnionist News #49

Compiled by x344543 - IWW Environmental Unionism Caucus, May 26, 2015 (Image: Judi Bari stands defiant outside of the Oakland Federal Building, ca: 1996).

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

Special Note: Due to the recent (voluntarily, fortunately) location of this site's main administrator, some of these stories are a little delayed. We apologize for any delay in timely reporting. Bear with us; we're all working class volunteers. ;-)

The following news items feature issues, discussions, campaigns, or information potentially relevant to green unionists:

Lead Stories:

An Injury to One is an Injury to All:

Gulf South Rising:

Carbon Bubble:

Just Transition:

1267-Watch:

Other News:

For more green news, please visit our news feeds section on ecology.iww.org; Twitter #IWWEUC

Railroad Workers United statement on The Wreck of #AMTRAK188

By Ron Kaminkow - Railroad Workers United, May 19, 2015

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

It has been a week now since Amtrak Train #188 derailed at speed east of Philadelphia, PA. The last week has witnessed endless speculation as the official investigation into the cause of the derailment continues apace. Those of us in the rail industry anxiously await the findings. Meantime, regardless of what the NTSB, the FBI and other agencies discover and conclude about the tragic wreck, there are a number of facts that are worth considering.

1. It is roundly agreed by railroad executives, union officials and industry insiders that had Positive Train Control (PTC) been in place and in effect on this section of track, the wreck would most likely not have been possible. PTC would have resulted in a train brake application in order to slow the train, recognizing that its speed was excessive and therefore unable to negotiate the tight curve ahead. PTC has been mandated by Congress, but its complete implementation has been delayed on the Northeast Corridor and elsewhere for a myriad of reasons. In Amtrak’s case, one of these reasons is a lack of adequate funding from Congress.

2. Amtrak has been underfunded for decades and forced to scrape by, cutting corners and deferring maintenance, even under the microscope by a budget cutting Congress more concerned with ideological purity and political expediency than with safety and security. On the busy Northeast Corridor where the recent wreck took place, Amtrak faces a backlog of drastically needed repairs to bridges and tunnels, obsolete rail interlockings, and trains that rely at times on 1930s-era components. Repairs for the Northeast Corridor are estimated at 4.3 billion over the next 45 years, while federal funding is expected to dwindle to $872 million.

3. As a result of this constant pressure to reduce costs, on March 23rd, 2015, just six weeks prior to the wreck, Amtrak had unilaterally implemented a new scheduling arrangement for Corridor (NEC) train and engine crews over the vehement objections of its operating craft unions. the Brotherhood of Locomotive Engineers (BLET) and the United Transportation Union (UTU, now known as SMART-TD). The new schedule arrangements. designed to save the company $3 million by reducing scheduled layovers -- were condemned by both unions as a disaster in the making. Amtrak overturned a tried and true couplet system (trains paired out and back) for working crews in the NEC that had been in effect, with little modification, for decades. Prior to March 23, couplets adhered to the 90-minute layover minimum and took into account other factors including difficulty of the train in question, duration of trip, number and location of stops, timeliness etc. Now, not only has the 90-minute layover been scrapped, but crews have no guarantee of any break whatsoever!  In addition, the new arrangement allows for a different on-duty time each day of the work week, and these start times are no longer restricted to within a few hours of one another -- they can be any time of the day!

4. Simple technology has existed for nearly a century now that can aid and assist in preventing accidents such as this one. As with the wreck at Spuyten-Duyvil, NY on the Metro North railroad on December 1st, 2013, a simple transponder could have easily been located west of the curve that would have prevented the train from entering it at such an excess speed (in fact, such a transponder is in place on the approach to the curve in the westbound direction). This being one the tightest and most restricted curves on the corridor, it seems an appropriate location for such a life-saving device. Note: Since the above referenced MN wreck of, such a transponder has in fact been placed on the section of track leading to the 30 mph curve where that train derailed.

5. Amtrak Train #188. operated by lone engineer Brandon Bostian, entered the permanent speed restriction at the curve, rated for 55, at over 100 mph. Whether it was fatigue, the result of a projectile that hit the train, inattentiveness on the part of the engineer, or other factors at play, it is expected that the investigation will eventually pinpoint the cause. Nevertheless, there is the possibility that we may never know. But we know this: had there been a second crew member in the cab of the locomotive that day, it is very likely that such a second qualified crew member would have taken action to prevent the tragedy that. for whatever reason. the engineer at the controls was not able to avert.

In the past half dozen years or so we have witnessed a series of tragic train wrecks, all of which have resulted in countless injuries and loss of life. Four wrecks. Chatsworth, CA (9/12/08); Lac Megantic, Quebec (7/6/13); Spuyten-Duyvil, NY (12/1/13); and now Frankfurt Junction, PA (5/12/15) have all been attributed to some form of “operator error”. (It is worthy of mention a factor that all four of these incidents had in common; i.e. the employee in question was working alone in the cab of the locomotive or was the lone crew member). While operator error may in fact be the case, simply pointing the finger at the worker does little or nothing to assist in understanding why the error was made in the first place; nor does it help us to prevent similar such wrecks in the future. Since workers are human beings and as such, are prone to make mistakes (regardless of how many rules are written up, what discipline may be threatened or how many observation cameras may be installed), we must implement safety features that take this reality into account and thereby prevent tragedies of this nature.

Pages

The Fine Print I:

Disclaimer: The views expressed on this site are not the official position of the IWW (or even the IWW’s EUC) unless otherwise indicated and do not necessarily represent the views of anyone but the author’s, nor should it be assumed that any of these authors automatically support the IWW or endorse any of its positions.

Further: the inclusion of a link on our site (other than the link to the main IWW site) does not imply endorsement by or an alliance with the IWW. These sites have been chosen by our members due to their perceived relevance to the IWW EUC and are included here for informational purposes only. If you have any suggestions or comments on any of the links included (or not included) above, please contact us.

The Fine Print II:

Fair Use Notice: The material on this site is provided for educational and informational purposes. It may contain copyrighted material the use of which has not always been specifically authorized by the copyright owner. It is being made available in an effort to advance the understanding of scientific, environmental, economic, social justice and human rights issues etc.

It is believed that this constitutes a 'fair use' of any such copyrighted material as provided for in section 107 of the US Copyright Law. In accordance with Title 17 U.S.C. Section 107, the material on this site is distributed without profit to those who have an interest in using the included information for research and educational purposes. If you wish to use copyrighted material from this site for purposes of your own that go beyond 'fair use', you must obtain permission from the copyright owner. The information on this site does not constitute legal or technical advice.