green unionism

By Lauren Burke, Sara Nelson, Catherine Coleman Flowers, and Samir Sonji, - Labor Network for Sustainability, April 30, 2021

By National Farmers Union - La Via Campesina, April 29, 2021

Today, the National Farmers Union (NFU) provided detailed input to the federal government’s review of the Canada Grain Act (CGA) and the Canadian Grain Commission (CGC). The NFU submission considers the future of grain production in Canada and makes fifteen major recommendations to strengthen and equip the Act and the Commission for expected challenges and opportunities.

“The climate crisis and international measures to deal with it, increasing digitization and data-driven technology, ongoing mergers and acquisitions in the grain trade, and international trade agreements will have big impacts on farmers,” said NFU President, Katie Ward. “We will need a strong and effective CGC to regulate the grain handling system in the interest of farmers, and ensure that Canada will continue to be recognized for the quality of our grain.”

The CGC’s mandate is to “in the interests of the grain producers, establish and maintain standards of quality for Canadian grain and regulate grain handling in Canada, to ensure a dependable commodity for domestic and export markets.” The NFU’s first and foremost point is that this mandate must not be changed.

“The CGC has proved its worth as Canada’s grain system regulator for over a century. The global corporations that dominate the grain trade constantly seek to cut costs and unfairly lower prices paid to farmers in ways that not only remove wealth from our economy, but also compromise the quality of Canadian grain,” said Stewart Wells, NFU 2nd Vice President. “Changes in the grain handling system since the last major review of the Act have resulted in gaps where CGC lacks the authority to fully safeguard farmers’ interests. The need for a strong regulator has not gone away.”

The Act is the solid foundation of our grain economy, our farmers’ livelihoods and our domestic and international customers’ confidence. The NFU is pleased to offer recommendations for making the CGA and the CGC even stronger.

By David Yao - Labor Notes, April 28, 2021

The question of whether the Postal Service acts as a business or as a public service is playing out once again—this time in the discussion over fighting climate change.

The Postal Service has more than 200,000 delivery vehicles, many of which are 30 years old and overdue for replacement. They expose workers to exhaust fumes that are a rarity elsewhere in 2021. Hundreds have caught fire, in part due to age. The question of what to replace them with has become a topic of debate.

The Postal Service has a large carbon footprint, starting with its vehicles. While it set ambitious “goals,” such as decreasing petroleum use by 20 percent from 2005 to 2015, in fact it increased petroleum use by nearly 20 percent during that period, and another 10 percent by 2018. Then there’s the contract fleet of over-the-road truckers who haul mail long distances—these trucks used three times as much gas or diesel as the Postal Service’s own fleet did.

The Biden administration’s January Executive Order on the Climate Crisis called for a transition to zero-emission vehicles for all government vehicles, including the postal fleet. But in February the Postal Service made its long-awaited decision to award the contract for replacement vehicles—accepting the proposal of military contractor Oshkosh Truck for a 90 percent gas-powered fleet, rather than the competing all-electric vehicle proposal from Workhorse Group.

The decision to stick with mainly fossil fuel-powered vans would be a missed opportunity to reduce the Postal Service’s output of the greenhouse gases that cause climate change. Thirteen Congressional representatives have called on the Postal Board of Governors to delay implementation of the contract until there is a full review, citing in part Biden’s call for zero-emission vehicles.

The Postal Service’s 10-year plan, released in March, states that it would need $8 billion in Congressional funding to enable the Postal Service to transition to a completely electric fleet by 2035. The Biden administration’s newly released infrastructure proposal does provide funding to electrify government vehicles, but at this point it is unclear whether a divided Congress would approve that proposal, or in what form.

By Pancha Rodríguez - La Via Campesina, April 27, 2021

To celebrate April 17^th, International Day of Peasant Struggle, Capire publishes this interview with Pancha Rodríguez, a member of the Latin American Coordination of Countryside Organizations (Coordinadora Latinoamericana de Organizaciones del Campo—CLOC-La Via Campesina) and of the National Association of Rural and Indigenous Women of Chile (Asociación Nacional de Mujeres Rurales e Indígenas—ANAMURI). Pancha spoke about a long personal and collective journey of struggle for food sovereignty, feminism, and socialism.

First of all, please introduce yourself, looking back at your struggle as a militant and your life story.

I’m Luz Francisca Rodríguez, and everyone knows me as Pancha, which is short for Francisco and Francisca in our country. I come from a rural village that is now part of the city, because as the city expands, it takes over a big part of the countryside and the sectors that used to feed the villages. This forces me to be constantly migrating from the city. I’m someone who doesn’t have much formal education, but I have a great contribution regarding social, political, ideological, and cultural education within the movement.

I’m a flower farmer—this was my contradiction, I produced flowers, not food. When I was young, my work was dedicated to what now may be called a seasonal worker. I was a farmer, a gatherer. We started with the beans and worked our way to the vineyards.

Since I was very little, I had to take care of my home. I worked in different areas, including seasonal work in the countryside and working several different jobs in the winter. I worked for two years at a casino, the post office, and the telegraph office. Then I started to work in the union, at the youth department of the CUT [Unified Workers’ Central]. At age twelve, I joined the Communist Youth, and I’m “old school”: I’m part of the Communist Party, I do militant work in a cell, I pay my dues, I buy the newspaper, I study, I don’t hold big positions in the party, but I’m dedicated to the organization.

I was the woman in charge of the Communist Youth national office in its Central Committee, I worked a lot with the Women’s Front of the Popular Unity for the people’s government, I was one of the sisters working side by side with great women who built the first Women’s Department in the Allende administration, working for the Ministry of Women. Later, when I went underground, I worked with human rights supporting women who were building collectives with partners of political prisoners and victims of forced disappearance, with political prisoners, and family members in exile.

As of 1979, I was no longer underground and I joined the work of the Peasant Confederation of El Surco, now Ranquil, and became the female head. In 1988, when the “no” plebiscite was about to be held, my partner was elected secretary of the International Union of Agriculture, Forests, and Crops, which at the time was part of the World Federation of Trade Unions. I was in charge of the Women’s Matters office. From this process, I went on to build the campaign to commemorate the 500 years of Indigenous, peasant, Black, and grassroots resistance, and then the constitution of the CLOC and La Vía Campesina, always developing work with women in the organization, side by side with young sisters who come from feminist movements and organizations.

By Chris Teale - Utility Dive, April 27, 2021

Dive Brief:

• As public transit agencies electrify their bus fleets and other vehicles, they must ensure a just transition to protect workers who may be put out of work by the new technologies, transportation labor groups warned Monday.
• In a joint policy statement, leaders of two unions that represent transportation workers — the Amalgamated Transit Union (ATU) and the Transport Workers Union (TWU), alongside the Transportation Trades Department of the AFL-CIO (TTD) — said transit agencies should be required to show the workforce impacts of buying electric vehicles (EVs), establish a national workforce training center to train current employees on those systems and guarantee that workers will be represented on task forces and committees around climate change and technology.
• The groups cautioned that if the federal government fails to mandate worker protections as transit agencies electrify their operations, major job losses could result, while a lack of training programs could leave workers unprepared for the next generation of vehicles.

Read the remainder of the article here.

By C.J. Polychroniou - Truthout, April 22, 2021

Earth Day has been celebrated since 1970, an era which marks the beginning of the modern environmental movement, with concerns built primarily around air and water pollution. Of course, the state of the environment has shifted dramatically since then, and while environmental policy has changed a lot in the United States over the past 50 years, biodiversity is in great danger and the climate crisis threatens to make the planet uninhabitable.

On the 51st anniversary of Earth Day, world-renowned scholar and public intellectual Noam Chomsky, institute professor emeritus at Massachusetts Institute of Technology, laureate professor of linguistics and also the Agnese Nelms Haury chair in the Agnese Nelms Haury Program in Environment and Social Justice at the University of Arizona; and leading progressive economist Robert Pollin, distinguished professor of economics and co-director of the Political Economy Research Institute at the University of Massachusetts at Amherst, share their thoughts on the state of planet Earth in this exclusive interview for Truthout.

C.J. Polychroniou: The theme of Earth Day 2021, which first took place in 1970 with the emergence of environmental consciousness in the U.S. during the late 1960s, is “Restore Our Earth.” Noam, how would you assess the rate of progress to save the environment since the first Earth Day?

Noam Chomsky: There is some progress, but by no means enough, almost anywhere. Evidence unfortunately abounds. The drift toward disaster proceeds on its inexorable course, more rapidly than rise in general awareness of the severity of the crisis.

To pick an example of the drift toward disaster almost at random from the scientific literature, a study that appeared a few days ago reports that, “Marine life is fleeing the equator to cooler waters — this could trigger a mass extinction event,” an eventuality with potentially horrendous consequences.

It’s all too easy to document the lack of awareness. One striking illustration, too little noticed, is the dog that didn’t bark. There is no end to the denunciations of Trump’s misdeeds, but virtual silence about the worst crime in human history: his dedicated race to the abyss of environmental catastrophe, with his party in tow.

They couldn’t refrain from administering a last blow just before being driven from office (barely, and perhaps not for long). The final act in August 2020 was to roll back the last of the far-too-limited Obama-era regulations to have escaped the wrecking ball, “effectively freeing oil and gas companies from the need to detect and repair methane leaks — even as new research shows that far more of the potent greenhouse gas is seeping into the atmosphere than previously known … a gift to many beleaguered oil and gas companies.” It is imperative to serve the prime constituency, great wealth and corporate power, damn the consequences.

Indications are that with the rise of oil prices, fracking is reviving, adhering to Trump’s deregulation so as to improve profit margins, while again placing a foot on the accelerator to drive humanity over the cliff. An instructive contribution to impending crisis, minor in context.

By D'Arcy Briggs - Spring, April 22, 2021

Regarding the battle against climate change, there is a common liberal argument that says we simply need an improvement in technology, or to push market investments to companies already producing this kind of tech. We’re seeing a boom in renewable energy investment, with many groups clamoring to add these companies to their portfolios. But this push towards new technologies doesn’t exist in an economic vacuum. They are directly informed by the labour processes which create them. No matter how many wind farms or electric cars we create, capitalism will necessarily find a way to destroy us.

Because capitalism is in a constant state of over-production, there is a drive to replace old goods with new ones. If we were happy with the amount and quality of products we fill our lives with, and if we could replace them among our own means, consumer capitalism wouldn’t be able to exist. I think this is pretty self evident and we can easily relate. We are constantly bombarded with ads for new products: phones with better cameras, computers with faster processors, cars with stronger engines, etc. Capitalism can’t function in a world with clean, ‘green,’ energy. It can’t function in a world where the working class are given the tools to function and thrive. Simply put, you can’t fix what’s meant to be broken.

By staff - Transportation Trades Department, AFL-CIO, April 21, 2021

TTD and our affiliated unions recognize the serious impacts from climate change and the severe consequences we face if we fail to respond with responsible measures that reduce our carbon footprint. Like automation, however, discussions about reducing our carbon footprint often focus on the potential benefits from new technologies, without looking at the entire picture and taking intentional steps to ensure that the impacted industries’ workers and the communities they live in benefit from technological change.

Advocates of automation and mobility-on-demand services, for example, often tout the exciting new job opportunities created by the technologies while turning a blind eye to the impacts those technologies have on the incumbent workforce, including job loss and life-long wage suppression. TTD’s views and concerns about the impacts of those technologies are detailed in our past policy statement, Principles for the Transit Workforce in Automated Vehicle Legislation and Regulations; comments on the Trump administration’s ill-advised AV 3.0 and AV 4.0 policies, as well as its so-called Automated Vehicles Comprehensive Plan; our report on the disastrous anti-worker policies and efforts to undermine public transportation by ride-hailing companies; and testimony by former and current TTD presidents Larry Willis and Greg Regan before the House Transportation and Infrastructure Committee.

Federal and local policies have long ensured that expanding public transportation access plays a key role in greenhouse gas reduction strategy. CO₂ emissions per passenger mile are significantly lower on the existing fleet of diesel- and natural gas-powered bus transit vehicles than single occupancy vehicle trips. However, as the entire transportation industry seeks ways to continue reducing its carbon footprint, the move to zero-emission vehicles will continue to become a focus of federal, state, and local policies.

While the adoption of zero emission vehicles stands to make the transit sector an even stronger tool for reducing carbon emissions, years of underinvestment in workforce training combined with unfocused and sometimes non-existent policies on workforce support and training place tremendous strain on the incumbent workforce who may soon be asked to maintain complex electric infrastructure and vehicles. By way of example, at one major transit agency it was estimated that only 15% of bus mechanics have been trained to use a voltmeter, a basic diagnostic tool for electric engines. Without investment in worker training programs as a prerequisite for government support, transit agencies are likely to contract out this work leading to a large number of our existing mechanics seeing their jobs outsourced to lower-paying, lower-quality employers.

Furthermore, electric engines require fewer mechanics to maintain than their diesel and natural gas counterparts, which currently make up more than 99 percent of the domestic U.S. bus fleet. Policies that encourage or require a rapid transition to an all-electric fleet without an accompanying increase in transit service (which will serve to further reduce greenhouse gases) paired with strong labor protections will put tens of thousands of workers on the unemployment rolls.

For over 100 years, transportation workers, their unions, and their employers have worked together in the United States, bound by labor protections, to adopt and implement the extraordinary technological changes that have been the hallmark of this sector. Good, middle-class, union jobs must continue to be the focus for policymakers in the context of environmental technology, just as it has been for other innovations.

By staff - International Trade Union Confederation, April 21, 2021

In total, 136 governments were due to submit enhanced National Determined Contributions (NDCs), but only 79 have done so. The ITUC has been publishing scorecards on each plan here.

Of the 79 NDCs submitted, the ITUC analysis found that

• 20 NDCs (25%) have ambitious climate plans;
• 10 NDCs (8%) have Just Transition plans; and
• 16 NDCs (13%) use social dialogue.

The ten worst countries for climate ambition and Just Transition are Australia, Austria, Belgium, Brazil, Italy, Japan, Mexico, Poland, Russia and South Korea.

Two of the biggest countries, the USA and China, could announce their latest plans this week.

Sharan Burrow, ITUC General Secretary, said: “Six years since the Paris Agreement was signed and the day before Earth Day, this isn’t good enough. The richest countries of the world should be taking the lead, not dragging behind.

“Only one in four countries have ambitious climate plans, and nearly nine out of ten countries are denying working people and communities a say in their own future by not using social dialogue.

“Climate change is the biggest threat to all of us and we need NDCs from all governments now, with strong Just Transition plans and social dialogue at their centre. For workers this means climate-friendly jobs that transition from fading employment sectors to new, growing industries. Working people deserve nothing less.”

• The countries that show the most ambitious climate plans: Costa Rica, Ethiopia, Kenya, Moldova, Rwanda and Suriname.
• The countries with credible Just Transition plans: Argentina, Costa Rica, Dominican Republic, European Union (EU), Germany, Kenya, Netherlands, Norway, Spain and Suriname.
• The countries using social dialogue: Argentina, Costa Rica, Denmark, EU, France, Germany, Italy, Japan, Kenya, Netherlands, Norway, Panama, Poland, Spain and the UK.

The EU is taking an important step with its recovery package that includes a Just Transition Fund to direct $21 billion to fossil fuel and carbon-intensive regions most impacted by the energy transition.

Kenya explicitly refers to Just Transition in its NDCs submission, and the government is consulting workers’ unions about its plans.

Costa Rica’s NDC submission includes a Just Transition plan and a commitment to tripart social dialogue between the government, working people and employers.

“These countries show what is possible. Mentioning the words ‘Just Transition’ is not enough. Credible plans need to involve dialogue with unions and stakeholders. Our unions are ready to sit down and work together in Just Transition plans.

“Just Transition is the bridge to a fossil-free economy. If we are going to transition every industry, and we must, in line with achieving net-zero emissions, then we need to make that transition just. That requires unions to be at the table to develop an agreed plan that gives workers a secure future.

“There is no excuse for not delivering NDCs that meet our three criteria: ambitious climate plans, Just Transition plans and social dialogue. We will continue to expose governments that are not pulling their weight and push them to do better in this race against time,” added Sharan Burrow.

By Elizabeth Perry - Work and Climate Change Report, April 21, 2021

The government of British Columbia tabled its 2021 Budget on April 20, including topical Backgrounders such as Preparing B.C. for a Greener Recovery, which states that “Budget 2021 investments brings the total funding for CleanBC to nearly $2.2 billion over five years.” Also highly relevant, “Investing in B.C. Now for a Stronger Economic Recovery”, which summarizes skills training, infrastructure, and youth employment investments. Reaction to the Budget from climate advocates could be described as general disappointment- for example, the Canadian Centre for Policy Alternatives B.C. Office reacting with “BC Budget 2021: Stay-the-course budget misses the mark on key areas of urgency outside health”; The Pembina Institute with “B.C. budget takes small steps toward clean economy goals”, and Clean Energy Canada with “B.C. budget builds on its climate and economic plan, but could do more to seize net-zero opportunity” . The Tyee provides a good summary and compiles reactions from environmental groups and labour unions here.

The greatest disappointment of all in the B.C. Budget relates to lack of action to protect Old Growth Forests, summarized by The Tyee in “No New Money for Old Growth Protection in BC’s Budget”. The spokesperson from the Wilderness Committee is quoted as saying that the Budget “absolutely shatters” any hopes that province is taking changes to forest industry seriously. (Budget allocation to the Ministry of Forests is actually cut). This, despite the active blockade on at Fairy Creek, Vancouver Island, recent expert reports, and a Vancouver Sun Opinion piece by co-authors Andrea Inness (a campaigner at the Ancient Forest Alliance) and Gary Fiege ( president of the Public and Private Workers of Canada, formerly the Pulp and Paper Workers of Canada) who wrote, “We can protect old growth forests and forestry jobs at the same time”. They call for the government to live up to their promise to implement the recommendations of their own Strategic Review . 

Forest management has a long history of conflict in British Columbia – with the CCPA’s Ben Parfitt a long-standing expert voice who continues to document the issues – most recently in “Burning our Way to a new Climate”. Another good overview appears in a 2018 article in The Narwhal, “25 Years after the War in the Woods: Why B.C.’s forests are still in crisis“. The WCR summarized the recent situation in March. For more on the current Old Growth protests: An Explainer by Capital Daily in Victoria details the Fairy Creek Blockade, underway since the Summer of 2020 and continuing despite an injunction against the protestors upheld by the B.C. Supreme Court on April 1. The Tyee also produced a special report, The Blockaders on March 25, which compares the current Fairy Creek Blockade to the 1993 protests in the Clayoquot Sound, where 900 people were arrested in one of Canada’s largest acts of civil disobedience- known as the “War in the Woods”. (This updates an September 2020 3-part series about that history, Part 1 ; Part 2; and Part 3) .