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A neoliberal train wreck?

By Guy Miller - Socialist Worker, 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 media coverage of the deadly Amtrak train derailment in Philadelphia, which killed eight people and injured more than 200, focused on the engineer, but there is a long history of cutbacks and cost-cutting that set the stage for this catastrophe. Guy Miller, a railroad worker for 38 years with Chicago Northwestern and Union Pacific and a retired member of United Transportation Union Local 577, looks at where the blame for this tragedy really lies.

EVERY INDUSTRIAL accident is different in its details, but depressingly similar in the cover-up.

Before the dust settles and the debris is cleared away, the company spokesperson is busy framing the story and assigning blame. The media are quick to join the feeding frenzy--and the responsibility always stops at the employee farthest down the food chain. On the railroads, that employee is often the engineer.

On Amtrak run 188 on May 12, that engineer was named Brandon Bostian. Brandon's public trial began almost immediately. Philadelphia Mayor Michael Nutter didn't have--or seem to care about--any evidence, but he knew where to point the finger: "Clearly, he was reckless and irresponsible in his actions. I don't know what was going on with him. I don't know what was going on in the cab. But there's really no excuse."

At this point, the engineer's safety record is usually trotted out. In the operating department, "safety violations" litter the records of even the most conscientious employees. Improper footwear, stepping on a rail, failure to ring the bell over one of the hundreds of grade crossings--all of these mean violations placed in a personnel file. Citations are easy to come by. Like a hound dog picks up fleas, conductors and engineers pick up safety violations.

The problem with Brandon Bostian is that his record was spotless. So something else had to be dragged into the equation. That something proved to be Brandon's sexual orientation, which conservative radio host Sandy Rios and later other right-wing media incredibly declared was a "factor" in the crash.

While most people now know that Brandon was a supporter of marriage equality, few know he was a safety fanatic. In addition to the normal routine, he had his own procedures. "At work, I run through a five-item checklist after I check my engine, and before I touch anything," he wrote on Facebook. "Then a 10-item checklist before I move the train an inch."

On the day of the accident, because of over-scheduling and a delayed inbound train, Bostian had only 30 minutes between runs. When it's to their advantage, trainmasters and other company officials put constant pressure on workers to short-circuit safety inspections and "get out of Dodge." May 12 may well have been such a day.

Clearly, brother Bostian was a model employee. Just before hitting the curve at Frankford Junction, he was complying with the rulebook and ringing the engine bell through the 30th Street Station. This isn't the behavior of a reckless and irresponsible engineer. This isn't the action of someone about to accelerate from the posted speed to 106 miles per hour less than a minute later.

Whatever happened to Bostian--after suffering a concussion in the crash, he has said that he remembers little about what took place in the minutes before the derailment--we must look elsewhere to place the blame for this tragic accident.

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IN 2008, Congress instructed the nation's railroads to install Positive Train Control (PTC) by 2015. Positive Train Control is a sophisticated system for monitoring and controlling train speed, separation and collision avoidance.

From the start, the carriers dragged their feet. Rather than spend money on making it happen, they invested in a small army of lobbyists to make sure the mandate would take as long as possible to implement. The list of lobbyists is a Who's Who of Washington insiders, including former Democratic Rep. William Lipinski and Linda Daschle, wife of highly connected former Democratic Senate Majority Leader Tom Daschle.

Heedless of safety concerns and unmoved by the Metro-North accident of 2013 that killed four people in the Bronx--another accident that PTC could have prevented--these lobbyists have succeeded in buying time. Under legislation passed by the Senate Finance Committee and now pending before Congress, the deadline for implementing Positive Train Control would be extended five years until 2020.

Within hours of the crash on May 12, the Republican-controlled House Appropriations Committee approved a bill that slashed Amtrak's budget for the next fiscal year by $251 million, to $1.1 billion.

Short of PTC, there are other, older forms of train control dating back to the 1960s. In my 38 years on the railroad, I worked with two of them: Automatic Train Control (ATC) and Automatic Train Stop (ATS). Either of these systems would have prevented the derailment of Amtrak 188.

ATC was already in use on the southbound track, just on the other side of the same deadly curve that train number 188 hit at twice the speed limit. If the system had been positioned in advance of the accident site, the train would have stopped automatically if the engineer didn't respond immediately to a warning bell.

The railroad knew just how dangerous this curve was. The Frankford wreck--which is legendary among East Coast railroaders--occurred on that same curve 72 years before. On Labor Day weekend in 1943, the inbound Congressional Limited derailed at the exact same spot, resulting in the death of 79 people. So why wasn't the ATC system in place?

As recently as the late 1980s, every commuter train in the Chicago Metra system had a second person in the engine cab. Although still known as a "fireman," this second employee was in reality a second engineer. Having just one person in the cab leaves no room for unforeseen events that can have disastrous consequences. What happens if the engineer has a heart attack, a seizure, an aneurysm--or, yes, simply falls asleep?

In March 1987, during the effort to eliminate the fireman's position in the cab, Metra spokesperson Christopher Knapton told the Chicago Tribune, "One-person crews have shown no decline in safety." I doubt if the eight dead passengers in Philadelphia would second Knapton's opinion; at any rate, it's too late to ask them.

Let’s Not Forget Our Brothers on the W&LE - Fighting for All of Us!

J. P. Wright - Railroad Workers United, April 23, 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.

While the fight against the BNSF attempt at engineer only operations was big time news amongst rail workers, our brothers at the Wheeling and Lake Erie (W&LE) remain on the front lines of this critical battle, soldiering on in relative obscurity.

For several years the W&LE has been aggressively pushing engineer-only trains, and the conductors and engineers said “no thanks”. On September 13, 2013, the carrier began to run engineer-only with a manager behind the throttle, no less. In response, the BLET represented members of BOTH crafts – conductors and engineers - went on strike September 20, 2013. The strike shut down the regional carrier’s operations in Ohio and Pennsylvania before the 100+ union members were ordered back to work by a temporary restraining order.

Since that time, the W&LE remains intransigent on the engineer-only issue. The workers there remain defiant, but they have now gone seven years without a raise. Simply put, the W&LE is attempting to economically bludgeon our brothers and sisters into submission. They are no doubt feeling the pain; who wouldn’t? This is an outrage!!!

If the W&LE has their way, the major Class 1 railroads will get a much needed boost in their attempts to run engineer-only. So the stakes for all of us rail workers is a no-brainer. By logical extension, the general public has a vested interest in safe railroading operations. As some state legislatures and corporations are trying to housebreak our unions at best and bust them at worst, this is one of several battlefronts that the entire working class has a stake in. They deserve and need the solidarity and support from all of us -- rails, other workers, and the general public.

At the BLET convention last October, a rank & file delegate proposed the following resolution from the floor. It carried with unanimous support (minus one “No” vote). RWU encourages all railroaders of all unions - BLET or otherwise - to push adoption of similar resolutions in your respective locals. Then forward them on to RWU. We will send them on to the Local #292 leadership to let them know they are not alone, and that we all have their backs.

EcoUnionist News #48

Compiled by x344543 - IWW Environmental Unionism Caucus, April 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 following news items feature issues, discussions, campaigns, or information potentially relevant to green unionists:

Lead Stories:

May Day:

An Injury to One is an Injury to All:

Carbon Bubble:

Just Transition:

1267-Watch:

Bread and Roses:

Other News:

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

Two Years After West, Texas Fertilizer Plant Explosion, Are Workers Any Safer? New Report Says No

By Elizabeth Grossman - In These Times, April 17, 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 April 17, 2013, a massive fire and explosion tore through the West Fertilizer plant in West, Texas, killing 15 people—including 10 volunteer firefighters—and injuring more than 200. Fueled by the 30 or so tons of explosive ammonium nitrate on site, the blast ripped through the wooden building and its flammable contents, destroying three nearby schools, a nursing home and devastating 37 city blocks. A federal government investigation into the disaster found enormous gaps in information made available to first responders and the community about the plant’s highly hazardous materials – information that could have prevented or reduced the loss of life, injuries and damage.

Two years after this catastrophe, the Center for Effective Government has taken a look at the disclosure practices around such hazardous chemicals—and found what’s required of these facilities to still be “inadequate and insufficient.”

In a report released this week, the Center for Effective Government, a non-partisan government watchdog, examined emergency response planning and reporting on chemicals required of plants like West Fertilizer under the federal Emergency Planning and Community Right-to-Know Act of 1986 (EPCRA)—enacted in response to the 1984 release of deadly methylisocyanate gas from the Union Carbide plant in Bhopal, India that killed thousands and injured many more—and the Clean Air Act. Instead of comprehensive and coordinated reporting and planning that could help prevent the loss of life and injuries, CEG found “a patchwork of laws and regulations that cover chemicals and are supposed to be safeguarding the public,” says CEG Open Government Policy program director Sean Moulton.

“There are gaps between these programs, and West Texas, really highlighted this,” says Moulton. “It’s very hard to know what information is where and how planning is rolled out. It’s very clear that responders in West, Texas didn’t know how to respond,” he says.

Absent information about hazards at the plant, volunteer firefighters arriving on the scene were unaware of that ammonium nitrate might be in the process of exploding. There was—and still is—nothing that would have compelled anyone to alert community residents or local government that schools, healthcare facilities, homes or businesses were located near a plant housing massive quantities of explosive materials. And under current laws and regulations, nothing required the West Fertilizer company to report its use and storage of ammonium nitrate to the EPA or authorities with whom it might develop an emergency response plan...

Read the entire article here.

Inflamed Guangdong villagers smash police station over incinerator

By Staff - Want China Times, April 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.

Following the armed suppression of a protest against the building of an incinerator, tens of thousands of villagers in Luoding in southern China's Guangdong province took to the streets again on April 6 in an escalated clash in which the local police station was vandalized, reports Hong Kong's Oriental Daily News.

Last week, more than a hundred villagers demonstrated against a plan to build an incinerator proposed by a private concrete plant and believed to have been illegally approved by the local government. The protesters set up blockades on a major road near the plant, holding up signs and demanding that the project be abandoned immediately.

Police officers swarmed to the scene and attempted to dispel the crowd with tear gas and pepper spray. Physical violence erupted, resulting in casualties and dozens of arrests.

On April 6, more villagers — now numbering in the tens of thousands — returned to the streets with iron bars and sticks in hand, descending on the police station. They vandalized the property and smashed squad cars while police officers stood in formation and watched.

Villagers told the press that the concrete plant has been burning waste every day for the last two years, severely polluting the surrounding environment. The villagers believe that the situation will be even worse now that the plant has made an under-the-table agreement with the local government to build an incinerator.

According to a local villager surnamed Chen, the mayor of the county-level city of Luoding has announced that the project will be suspended.

Local residents will continue to protest until the project is officially terminated, said Chen.

EcoUnionist News #47

Compiled by x344543 - IWW Environmental Unionism Caucus, April 14, 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:

May Day:

An Injury to One is an Injury to All:

USW Refinery Strike:

Carbon Bubble:

Just Transition:

1267-Watch:

Bread and Roses:

Other News:

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

The Secret History of Tree Spiking, Part 3

By That Green Union Guy - IWW Environmental Unionism Caucus, April 11, 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.

Note: The Secret History of Tree Spiking Part 1 and Part 2 were written by Judi Bari in 1993.

Twenty-five years ago, a group of Earth First!ers, including Judi Bari, Darryl Cherney, and Earth First! co-founder Mike Roselle held a press release in Samoa, California (a small town west of Eureka, in Humboldt County, northwestern California) at the Louisiana-Pacific lumber mill and export dock. There, they issued the following statement:

In response to the concerns of loggers and mill-workers, Northern California Earth First! organizers are renouncing the tactic of tree spiking in our area. Through the coalitions we have been building with lumber workers, we have learned that the timber corporations care no more for the lives of their employees than they do for the life of the forest. Their routine maiming and killing of mill workers is coldly calculated into the cost of doing business, just as the destruction of whole ecosystems is considered a reasonable by-product of lumber production.

These companies would think nothing of sending a spiked tree through a mill, and relish the anti-Earth First! publicity that an injury would cause.

Since Earth First! is not a membership organization, it is impossible to speak for all Earth First!ers. But this decision has been widely discussed among Earth First!ers in our area, and the local sentiment is overwhelmingly in favor of renouncing tree-spiking. We hope that our influence as organizers will cause any potential tree-spikers to consider using a different method. We must also point out that we are not speaking for all Earth First! groups in this pronouncement. Earth First! is decentralized, and each group can set its own policies. A similar statement to this one renouncing tree spiking is now being made in Southern Oregon, but not all groups have reached the broad consensus we have on this issue.

But in our area, the loggers and mill workers are our neighbors, and they should be our allies, not our adversaries. Their livelihood is being destroyed along with the forest. The real conflict is not between us and the timber workers, it is between the timber corporation and our entire community.

We want to give credit for this change in local policy to the rank and file timber workers who have risked their jobs and social relations by coming forward and talking to us. This includes Gene Lawhorn of Roseburg Lumber in Oregon, who defied threats to appear publicly with Earth First! organizer Judi Bari. It also includes the Georgia Pacific, Louisiana Pacific, and Pacific Lumber employees who are members of IWW Local #1 in northern California.

Equipment sabotage is a time-honored tradition among industrial workers. It was not invented by Earth First!, and it is certainly not limited to Earth First! even in our area. But the target of monkey wrenching was always intended to be the machinery of destruction, not the workers who operate that machinery for $7/hour. This renunciation of tree spiking is not a retreat, but rather an advance that will allow us to stop fighting the victims and concentrate on the corporations themselves.”

For those not familiar with the tactic of "tree spiking", Earth First cofounder Dave Foreman describes the act in great detail in the book, EcoDefense: A Field Guide to Monkeywrenching. While that text is not official Earth First! literature--in the sense that Earth First!, as a loose ad hoc organization that prefers to think of itself as a movement, has long distanced themselves from the text, and Dave Foreman, due to the latter's borderline racist and classist perspectives, has long been associated with Earth First!, and Earth First! has long been associated (for better or worse) with Tree Spiking, and to this day, there are many Earth First!ers who continue to support the tactic, or--at least--choose not to renounce it.

EcoUnionist News #45

Compiled by x344543 - IWW Environmental Unionism Caucus, April 1, 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:

Bread and Roses:

USW Refinery Strike:

Carbon Bubble:

Just Transition:

1267-Watch:

Health and Safety:

Other News:

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

Future Blast Zones? How Crude-By-Rail Puts U.S. Communities At Risk

By Steve Early - Telesur, March 23, 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 transport of petroleum via rail is now a well-known and unwelcome sight in many other U.S. communities. Its long distance rail transport has resulted in five major train fires and explosions in the last 16 months alone.

Now a diverse industrial city of 100,000, Richmond is still crisscrossed with tracks, both main lines and shorter ones, serving its deep-water port, huge Chevron oil refinery, and other local businesses.

Trains just arriving or being readied for their next trip, move in and out of a sprawling Burlington Northern Santa Fe (BNSF) rail yard located right next to the oldest part of town. Some train formations are more than 100 cars long. The traffic stalls they create on nearby streets and related use of loud horns, both day and night, have long been a source of neighborhood complaints. Persistent city hall pressure has succeeded in cutting horn blasts by about 1,000 a day, through the creation of several dozen much appreciated “quiet zones.” No other municipality in California has established so many, but only after many years of wrestling with the industry.

Despite progress on the noise front, many trackside residents continue to experience “quality of life” problems related to the air they breath. Some of their complaints arise from Richmond’s role as a transfer point for coal and petroleum coke (aka “pet coke”) being exported to Asia. As one Richmond official explained at a community meeting in March, these “climate wrecking materials” wend their way through the city in open cars—leaving, in their wake, houses, backyards, and even parked cars covered with a thick film of grimy, coal dust. Coal train fall-out has become so noisome in Richmond that its seven-member city council—now dominated by environmental activists— wants the Bay Area Air Quality Management District (BAAQMD) to mandate the use of enclosed cars.

This would seem to be a no-brainer, public health-wise. But the track record of this particular governmental agency—in any area related to public health and safety—has not been confidence inspiring lately. The BAAQMD is already complicit with the creation of Richmond’s most troubling new fossil fuel hazard in recent memory. For the last year, that threat has been on display, as far as the eye can see, at BNSF, which is owned by Nebraska billionaire Warren Buffett. Buffett’s rail yard has been filled with hundreds of black, tubular metal tank cars containing a particularly volatile form of crude oil that’s come all the way to Richmond from the new energy boomtowns of North Dakota.

EcoUnionist News #44

Compiled by x344543 - IWW Environmental Unionism Caucus, March 26, 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:

USW Refinery Workers Strike News:

Carbon Bubble:

Just Transition:

1267-Watch:

Health and Safety:

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

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