Saturday, February 9, 2013

UP Dispatchers Deserve a Union & the Support of All Rail Labor


UP Dispatchers Deserve a Union & the Support of All Rail Labor

The Union Pacific train dispatchers are the only Class I Rail dispatchers that are non-union. So their current efforts to organize with the American Train Dispatchers Association (ATDA) comes as great news for all railroaders. The UP dispatchers will benefit greatly -- individually and collectively -- by coming together and being union. In addition, there are a number of reasons why other railroaders should be excited and should support this current organizing drive. UP dispatchers becoming union will benefit not just themselves, but also the dispatchers on other railroads. And in addition, it will benefit all railroad crafts on the UP and elsewhere.

UP dispatchers are the lowest paid on Class Is. In addition, the health & dental insurance packages that union dispatchers receive is far better than those of UP dispatchers.  The reason that the ATDA is able to deliver better pay and benefits to their members is due to the high level of union density they currently enjoy. With the UP being the largest Class I railroad in the U.S., the ATDA and its current members most assuredly will benefit from having all dispatchers in the union. This will strengthen the negotiating power of the ATDA in all future contract negotiations. Current UP dispatchers should keep this in mind as they decide on whether or not to vote for the union. Whatever the current wages and benefits that the ATDA is able to deliver to their current members, it should be even better when all Class I dispatchers are union. Labor law mandates that the employer is required to negotiate in “good faith”. The UP dispatchers can expect UP to put forth a proposal that is somewhat similar to the current ATDA contracts. And there is a good possibility that any future UP – ATDA contract could be even better due to the strength and added negotiating power the ATDA will have once all dispatchers are finally union. And the same holds true for dispatchers on other roads as well, as the poor conditions of UP dispatchers can no longer exert a “drag” on ATDA contracts.

“Union density” is a measure of the membership of trade unions, calculated as the number currently enrolled as members as a proportion of all those employees potentially eligible to be members.  Simply put, the higher the percentage of workers in a particular craft or industry that belong to the union, the more power those workers have in negotiating a better contract on behalf of its entire membership.  If there is a union density of 100% for a particular craft or industry then the negotiating power of the union is much greater than if the union density is say 25%. Dispatchers employed by other carriers should be very interested in the outcome of this current organizing drive and should actively support and show solidarity with their fellow dispatchers at UP if for no other reason than they will directly benefit during the next rounds of contract negotiations. 

So while it should be pretty easy for a non-UP dispatcher to understand why they should be interested and support the UP dispatchers, it may be a little less clear as to how having all the Class I dispatchers in the union would benefit other crafts on the railroad. Well, the railroad operates because we make it work. MofW maintains and repairs the track, signal maintainers keep the electronic equipment functioning, T&E safely operate the trains from point A to point B, and the dispatchers work with all of these fellow railroaders to coordinate the work that needs to be done for the trains to roll in a safe and efficient manner.

But UP dispatchers have no input into the dispatching process and no protections against management if and when they need to step up and question a management decision, nor do they have any protection against an unjust disciplinary action. While union T&E crews have some protection when refusing an unsafe order, a non-union dispatcher feels powerless and defenseless. Once unionized and better protected against the “dictatorship” of management, a dispatcher may then feel more empowered to stand with a train crew and likewise resist unsafe and dangerous directives.

Finally, all railroaders of every carrier should support this organizing drive for the same reason as non-UP dispatchers: union density. The stronger all of the various rail unions are individually, the stronger we are collectively. Contract negotiations are about power; the more power one side has the more beneficial the terms of the contract will be for that side. There is a lot of room for improvement for our unions because in many ways they have let us down. But there are a number of reasons why they sometimes let us down, all too commonly because we don’t have the power we need to win. And while there are many things that need to change in order for our unions to have that power, a crucial one of those changes is that all eligible workers belong to their respective union, because numbers equal power, and power equals better contracts.

Ultimately, the railroad workforce as a whole would have even greater power if we were all organized into One Big Union of all railroad workers of all carriers and all crafts, but that is a discussion for another day. In the meantime, it is up to every ATDA member -- and in fact every single railroad worker who belongs to any of the myriad craft unions -- to stand up and support the Union Pacific dispatchers in their noble effort to be union!



Tuesday, February 5, 2013

The Railroad Worker vs. The Railroad Corporation


The Railroad Worker vs. The Railroad Corporation


We might think of ourselves as Railroaders, but don't forget, most of us rails work for multinational billion-dollar "fortune 500" corporations. And remember, the very nature of corporate thought does not take into account human factors. When it comes to communication and management, numbers are very important to the corporation. Numbers can be crunched and manipulated. Dealing with issues on a human level however, is not exactly management's forte. 

Corporations suggest that because they are made up of shareholders, that they are indeed not a simply a corporation, but a group of like-minded folks. They want the right to lobby and spend money to influence government just like an individual citizen is able to. And they won this "right" to "corporate "personhood" with the landmark case Citizens United vs. FCC. This Supreme Court decision paved the way for corporate sponsored superpacs and unlimited corporate spending to lobby congress. 

Recently, CSX took a survey on the company's internal intranet web service. Based on the survey results, CSX expanded our face-to-face rules classes by one day, as they had come to the conclusion that they needed to communicate more with us. They also determined that we needed to be cut in to the business model and this extra day of numbers and graphs would “help” us to “understand” customer service. To further remedy the problems that they discovered by asking us our opinions, they have spent thousands of dollars on "CSX TV". Large digital screens were mounted at the entrance to terminals. Is this really what we told them we needed? I am sure we didn’t tell them that that harassment is out of control. I am sure we didn't tell them to stop whittling away every pay claim we have in our so-called agreements. I am sure we asked
 them to spend thousands on silly division newsletters, the ones where the person who interviews you makes up little comments that you didn't say. I am sure we told them in the invite-only focus groups to spend thousands on all of this? Is this where our bonus money went?  

Railroaders already care about service, that's why we ask questions like: Where are my orders? Is our train ready? Why can't the bowl job throw out this shop car? Why is that signal yellow? And in the hopes of using another human trait -- common sense -- we ask many other questions that involve common decency. Common sense tells you that if a person is trying to make ends meet, take care of a family, that you don't harass, threaten and charge them for every miniscule "violation". Common sense would tell you that you can't look through someone else's eyes. The new CSX TV doesn't hear about the person who was harassed, fired or charged. The computerized communication doesn't hear about their children and lost wages. The corporate model does not have a conscience.

Hours of Service, Tour of Duty, Class of Service, On-Duty Time…you get the drift. Notice the terms "service" and "duty". These words pop up in everything from agreements to pamphlets about fatigue management. Who are we servicing and to whom is our duty? If we were military instead of railroad, our service and duty would be to uphold the constitution and serve the people. So my argument is this: If a corporation is a person, are we servicing that person with a duty to protect? Or are we servicing our communities and country with our work? As railroaders we should ask: Is it the duty of the corporation to make sure the shareholders have their dividend check?  Likewise, should it be their duty to have the decency to pay claims, abide by contracts and pay bonuses? Especially since corporations have convinced the Supreme Court that they are indeed people. 

Most workers know the sad truth: that the shareholders come first. We and our agreements are the last thing of concern to the rail corporation. If corporations were in fact people as the Supreme Court holds, then they would have compassion, grace and the ability to listen. They would care to hold their word. They would not harass their employees, the folks who dutifully perform service. Corporations do not possess human traits. Their service and duty is to provide maximum profits to the shareholders, period! And if that means cutting healthcare, breaking contracts, denying claims, harassing and disciplining the workforce, stealing bonuses and all the rest, then that is what they will do. That is the nature of the Railroad Corporation
.
J.P. Wright is a locomotive engineer with CSX out of Louisville, KY and a member of BLET #78.  He currently serves as the Organizer for RWU.

Friday, December 21, 2012

Sometimes A Great Notion: Local Union Reformers Run For National Union Office



Forty years ago this December, members of the United Mine Workers of America (UMWA) did the unthinkable. They elected three of their own–rank-and-file coal miners–to top national positions in the UMWA. The labor establishment was deeply shocked and unsettled.
This kind of thing was just not done–and not a single labor organization (with the exception of the always independent United Electrical Workers) applauded W. A. (“Tony”) Boyle’s well-deserved defeat in his bid for re-election as UMWA president.
Then and now, rising to the top in organized labor normally requires waiting your turn (and, when you capture a leadership position, holding on to it for as long as you can, regardless of the organizational consequences). For trade unionists who are ambitious and successful, upward mobility usually follows a long career track that looks something like this: shop steward, local bargaining committee or executive board member, local union officer, national union staffer, national union executive board member, and then national union officer–president, vice-president, or secretary-treasurer.
Aspiring labor leaders can most easily make the transition from membership elected positions, at the local level, to appointed national union staff jobs if they conform politically. Dissidents tend to be passed over for such vacancies or not even considered for them unless union patronage is being deployed, by those at the top, to co-opt actual or potential local critics.
As appointed staffers move up, via the approved route, in the field or at union headquarters, they burnish their resumes and gain broader organizational experience “working within the system.” If they become candidates for higher elective office later in their career, they enjoy all the advantages of de facto incumbency (by virtue of their full-time staff positions, greater access to multiple locals, and politically-helpful headquarters patrons). Plus, in the absence of any one-member/one-vote election process, most seekers of union-wide office only have to compete for votes among several thousand usually docile national convention delegates. In unions that provide geographical representation on their board, candidates for regional leadership positions can even get elected, at conventions, with the support of just a few hundred local union delegates. Either way, candidates who are part of an “administration team” usually win over independents and rank-and-file slates (particularly in unions where all board members are elected “at large”).
The MFD’s Unwelcome Victory
In 1972, the Miners for Democracy (MFD) blazed a trail directly to the top, under admittedly abnormal circumstances because the UMWA permits direct election of top officers by the entire membership. Three years before MFD candidates ran, there was a contested race of a different sort, involving two longtime union insiders. Fed up with Tony Boyle’s coziness with coal companies, executive board member Joseph (“Jock”) Yablonski challenged Boyle for the presidency. Unfortunately, the election was stolen by the incumbent, although the results were later overturned by the U.S. Department of Labor. When it came time for a government-supervised rematch, Yablonski was, tragically, no longer available to run. He had been assassinated in the meantime (along with his wife and daughter).
Three little-known local union officers hailing from West Virginia or Pennsylvania–Arnold Miller, Harry Patrick, and Mike Trbovich–entered the lists instead. They had never been on the UMWA national staff or executive board but carried the banner of union democracy and reform anyway. Even though they were running, at the top of the ticket, against a management-friendly incumbent– soon to be indicted for his role in the Yablonski murders–the MFD slate won by only 14,000 votes out of 126,700 cast, hardly a landslide.
From a vantage point four decades later, the choice between Boyle and the MFD should have been a nobrainer. But in the rough-andtumble world of trade union politics, the advantages of incumbency should not to be underestimated, in any era. As a grassroots organizing project, mounting an electoral challenge to any candidate favored by the national union establishment is an uphill fight, even when the bureaucracy itself is discredited or split. Competitive elections (aka “this is what democracy looks like”) are far more celebrated in the breach than the observance in organized labor. In fact, within labor’s top officialdom, there’s no announcement more pleasing to the ears than “re-elected by acclamation.” Whether that’s healthy for the labor movement is another question.
To explore the rare but important phenomena of contested national union elections, this article begins with the MFD saga. It then examines the Teamster presidential election campaign of Ron Carey twenty years later and reports on the experience of two present-day local union officers who had the audacity to run for top jobs in their respective national organizations just last year.

A Partial UMWA Revolution

The MFD victory and its tumultuous ten-year aftermath has been variously chronicled by former UMWA lawyer Tom Geoghegan in Which Side Are You On?, labor studies professor Paul Clark in The Miners Fight for Democracy and journalist Paul Nyden’s contribution to a recent Verso collection entitled, Rebel Rank and File. As Nyden notes, the election that thrust three rank-and-filers into unfamiliar jobs in a disfunctional national union headquarters in Washington, D.C., “channeled the spontaneous militancy arising throughout the Appalachian coal fields” during the previous decade. In the 1960s, miners staged two huge wildcat work-stoppages protesting national contracts negotiated in secret by Boyle (with no membership ratification); in 1969, 45,000 UMWA members participated in a statewide political strike which accelerated passage of new federal mine safety legislation and creation of the first West Virginia program for compensation of miners disabled with “black lung.”
According to Nyden, candidates backed by the MFD, a group founded at Yablonski’s funeral in 1970, “succeeded in ousting one of the country’s most corrupt and deeply entrenched union bureaucracies” because they had key allies inside and outside the union. In the coalfields, “wives and widows of disabled miners, the Black Lung Association, the wildcat strikers, and above all the young miners who were dramatically reshaping the composition of the UMWA constituted the backbone of the campaign.” Also aiding the MFD was a skilled and committed network of community organizers, former campus activists, journalists, coalfield researchers, and public interest lawyers, some of whom would later play controversial roles as headquarters staffers for the union.
The UMWA had been run in autocratic fashion since the 1920s when John L. Lewis crushed the last major rank and file challenge to the leadership, a campaign mounted by progressive miners like John Brophy and Powers Hapgood. So when the MFD took over, the institutional context was a smaller scale union version of the political turmoil following recent Arab Spring uprisings or any similar overthrow of a dictatorship in place for many decades.
The new leaders inherited formidable internal and external problems that would have been vexing for anyone in their shoes. They succeeded in the project of structural democratization and, for a time, more competent union administration. But membership expectations in the crucial area of contract negotiations and enforcement were not met. As the 1970s progressed, new UMWA organizing initiatives failed to counter the coal industry’s systematic “de-unionization,” a process that continues unabated today.

An Erratic President

Within the union, the conservative Boyle forces quickly regrouped and maintained their own baleful, disruptive influence. The three top MFD officers fell out among themselves, with the best and youngest of them–Harry Patrick–leaving the UMWA after a single term of office in 1977. Arnold Miller’s weak and erratic presidency became an unmitigated disaster; in 1977-78, 160,000 miners had to battle UMWA headquarters and the White House while shutting down the bituminous coal industry for 110 days . Highlights of that struggle included two contract rejections and a failed Taft-Hartley back-to-work order sought by Jimmy Carter.
To this day, the MFD experience (for those who remember it) remains a Rorshach test for how one views sudden regime change in labor, engineered from below. Some MFD veterans, who were ex-coal miners, blamed (and even red-baited) “the outsiders” for what went wrong. By the late 1970s, most of the college educated non-miners, who were swept into influential positions by the MFD’s victory, left in frustration over the failings or political setbacks of their friends and allies. Some went on to work for other unions, most recently the Service Employees International Union.
Washington, D.C., labor insiders viewed UMWA turmoil as proof that “inexperienced” people should never be allowed to run a major union. On the labor left, the shortcomings of the Miller Administration have always been attributed to its unwillingness to empower fully the rank-and-file. If only “the MFD hadn’t been disbanded” and top officials had been willing to embrace the right to strike over grievances and employed the militancy of the UMWA’s wildcat strike culture, rather than clashing with it, the outcome would have been different.
Some semblance of stability and forward motion was not restored until a second-generation reformer, Rich Trumka, took over as UMWA president in 1982, after defeating a former Boyle supporter who replaced Arnold Miller when he retired for health reasons in the middle of his second term. Trumka gained valuable experience as a headquarters legal staffer during Miller’s first term. Plus, he had the street cred of working underground before and after his initial tour of full-time union duty in Washington, D.C. But even with steadier, more skilled hands at the helm–and an inspiring strike victory at Pittston in 1989–the union has remained on a steady course to near total marginalization; its actual working membership today is only about 12,000.
History Repeats Itself in the IBT?
The most high profile challenges to the leadership of other major industrial unions, in the 1970s and 1980s, did not take the form of pure rank-and-file insurgencies of the MFD sort. Instead, they looked more like Jock Yablonski’s break with Boyle in 1969. In the United Steel Workers and Auto Workers, two dissident regional directors in the mid-west, Ed Sadlowski and Jerry Tucker, challenged their respective union establishments. Both called for reform while serving as national executive board members, after winning those positions in elections that were initially stolen. Both were forced out of top leadership positions after trying to move up or just get re-elected. Tucker fell victim to tight control of convention delegate voting by the UAW “Administration Caucus,” which has ruled his Detroit-based union for six decades. With some former UMWA reformers assisting him, Sadlowski ran strongly, but unsuccessfully, for USWA president in 1977 balloting involving nearly 600,000 of the union’s then 1.4 million members.
A campaign like Sadlowski’s was impossible in the International Brotherhood of Teamsters (IBT) when that union picked its top leadership at national union conventions heavily influenced by organized crime. As part of the settlement of a controversial Justice Department anti-racketeering lawsuit in 1989, the IBT was forced to hold its first-ever direct election of officers and board members two years later.
Fortunately, the IBT was the longtime turf of Teamsters for a Democratic Union (TDU), which campaigned for this more democratic method of voting. TDU was launched just a few years after the MFD, as a vehicle not just for electioneering but for long-term rank-and-file organizing. In the IBT two decades ago, there were no credible or trusted defectors from the national leadership like Ed Sadlowski or Jerry Tucker; but, helpfully, the Teamster “old guard” became badly splintered. Two rival slates formed, composed of existing IBT executive board members, wellknown regional officials, and other principal officers of large Teamster locals.
For fifteen years, TDU had been conducting unofficial, bottom-up “contract campaigns” and helping Teamsters democratize their local union by-laws and run for local office. TDU helped assemble a full slate of executive board and officer candidates headed by Ron Carey. Carey was an ex-Marine and militant leader of United Parcel Service (UPS) workers in New York City; his vocal criticism of Teamster corruption had turned him into a pariah among fellow local union officials (only several of whom agreed to run with him). Most of Carey’s running-mates were TDUers who had never held any union position above the level of shop steward or convention delegate.
As Newsday labor reporter Ken Crowe recounted in Collision: How the Rank-and-File Took Back The Teamsters, the 400,000 Teamsters who cast their ballots in 1991 were participating in the largest government-supervised union vote since the MFD ousted Tony Boyle. Carey garnered very little delegate support at the IBT convention where presidential candidates were nominated that year. So Teamster employers, the AFL-CIO, and the mass media were all much surprised when he won the union presidency with 48% of the membership vote. Carey’s largely rank-and-file slate swept all but one position on the union’s executive board.
The Rise (and Fall) of Ron Carey
Anyone who had experienced the MFD years at UMWA headquarters and then spent some time in the IBT’s “Marble Palace” in Washington, D.C., after Carey became president could not help but feel a sense of deja vu. Carey inherited a hostile and disfunctional national union bureaucracy; at the local level, scores of Teamster affiliates were cesspools of corruption, headed by crooks and thugs of all sorts.
Like the Boyle forces in the UMWA, Teamster regional barons remained bitter foes of the new reform administration. They had been ousted from the executive board, stripped of costly perks, and then deprived of additional paychecks for their multiple union positions by a TDU-backed reformer. Much of the Teamster officialdom, while not corrupt, nevertheless feared and disliked Carey’s strong commitment to rallying the rank and file in contract campaigns and strikes. That approach to union bargaining was perceived as undermining “local autonomy”– i.e. the ability of IBT officials to negotiate any kind of sweetheart contract with management.
A Teamster counter-revolution began brewing almost immediately. It produced the 1996 presidential candidacy of James P. Hoffa, a lawyer from Michigan who had never been a working member of the union, except in summer jobs arranged by his father when he was IBT president. Hoffa senior was one of the best-known labor leaders in the nation before he was imprisoned in 1967, later pardoned by Richard Nixon, then kidnapped and killed by the Mafia in 1975.
Carey defeated Hoffa in 1996–by a mere 16,000 votes–but in a tainted fashion that sadly turned reform-oriented rule into a mere interregnum in Teamster history. Carey’s career came crashing down in “Teamster Donorgate”–a re-election campaign financing scandal that ensnared many, inside and outside the union, including Rich Trumka, then secretary-treasurer of the AFL-CIO.
Trumka took the Fifth when he was questioned before a federal grand jury about the federation’s role in a complicated contribution swap scheme arranged by various Carey campaign consultants, vendors, or union staff members. Most pled guilty, while one, the Teamsters’ political director, was convicted and jailed. Carey himself was forced from office and indicted for perjury; denying any knowledge of the transactions, he was later acquitted. Trumka was never charged.
But, in collective bargaining, Ron Carey was no Arnold Miller. Before Carey was forced out in late 1997, Teamster reformers, working in his Washington and in the field, still managed to pull off the biggest, best-organized strike of the decade. Under Carey, the IBT orchestrated an unprecedented mobilization of 200,000 UPS workers that ended in a widely supported 15-day national workstoppage. It was widely hailed as just what the labor movement needed to go on the offensive again. Unfortunately, when the 1996 election was overturned and re-run, Hoffa won the first of his now four presidential campaigns. In each election, until last year’s race, the local officer running as TDU’s candidate got more than a third of the vote, while agitating for a return to the militancy and membership mobilization of the Carey years. Hoffa and his leadership team have taken a less adversarial path. Much to the dismay of some Teamster dues payers, the current Teamster president has also helped solidify his support by condoning (and contributing to) the collection of multiple union salaries by Teamster officials, a practice that drains the IBT treasury of $12 million a year.
The IBT’s Latest Three-Way Field
Mounting dissatisfaction with Hoffa’s now fourteen-year year reign spawned not one, but two local union challengers, who went the distance in the IBT’s latest direct election battle. Despite more than two decades of federal court oversight, Teamster conventions still reflect the culture of an unrepentant one-party state. So when supporters of Sandy Pope, a local president from Queens, N.Y., and Fred Gegare, a local president and dissenting Teamster board member from Wisconsin, went to the microphones to speak on behalf of their respective candidates (or any other issue) in Las Vegas last June, they were drowned out by the thunderous boos of a pro-Hoffa crowd numbering more than 4,000.
A TDU supporter since the late 1970s, Pope was photogenic, articulate, and a tireless campaigner with a substantive critique of Hoffa’s record. She also had a solid personal resume featuring actual Teamster work experience, followed by years of full-time union service as an effective organizer, international union representative (under Carey), and elected leader of a model Teamster local. Gegare similarly stressed his own rank-and-file background, as opposed to Hoffa’s lack of it; his attacks on “Junior” had the additional bite of coming from someone who was, for years, a Hoffa backer and leading mid-western member of his administration.
\Both Pope and Gegare were, in their own way, intent on forcing an important debate about the future of the union. But, in Las Vegas, where each Hoffa critic was nominated with about 9% of the delegate vote, the pro-Hoffa delegates, alternates, and guests weren’t much interested in listening to them. When the two opposition candidates went to the podium for their 20-minute nomination acceptance speeches, their audience immediately dwindled to their own combined delegation of about 300; everyone else walked out of the hall.
Barnstorming around the country, in a grueling campaign for anyone with local union responsibilities, both fared much better. Their combined anti-Hoffa vote among the 250,000 Teamsters who cast ballots last fall was twice the percentage they got among IBT convention delegates. But, in a blow to TDU, Gegare (who was running with a near full slate of running mates) got 23%–taking more votes away from the reform movement’s past base of support than he did from Hoffa’s constituency.
As a result, Pope–who was running alone, just against Hoffa–placed a disappointing third, with 17%. The 70-year old incumbent was re-elected, with 40 percent of the vote, for another five-year term. As TDU organizer Ken Paff points out, Hoffa’s huge fund-raising advantage explains a lot about the results. The Teamster president “raised $3 million, according to his slate’s financial reports, most of it from officials who owe their positions or power to him,” Paff wrote in Labor Notes. In contrast, Pope raised about $200,000, “could afford a mailing to less than 20 percent of the union’s membership” and relied on volunteer phone banking for her GOTV effort. Hoffa “did multiple mailings to the 1.3 million members, the bulk of them devoted to vicious attacks on Sandy Pope.” Hoffa also benefited from controversial IBT- funded robo-calling that was ostensibly non-partisan and aimed at boosting turnout but subtly reinforced his core campaign message about “unity.” Both Bill Clinton and Danny DeVito taped messages urging Teamsters to vote, which 20% did.
This lowest ever turn-out–and the cost of direct elections every five years–is now cited, by Hoffa supporters, in their revived drive to switch back to the old Teamster method of electing top officers and board members at convention. In response, defenders of “the Right to Vote” note that the twoyear administrative costs of the most recent direct election add up to about the same amount the IBT spends, in a single year, bestowing additional pay-checks on favored officials already receiving one or more for their local or joint council positions. As a percentage of Teamster dues income over five years, argues TDU, “democracy costs less than one half of one percent of your dues!”
A CWA Convention Challenge
A few weeks after the Teamsters vacated Las Vegas last summer, local union delegates from the Communications Workers of America (CWA) came to town to pick their own national officers and executive board members. Although only convention delegates, rather than the entire membership, get to vote on the union’s top leadership, the culture of CWA convention elections is relatively democratic, if still tipped very much in favor of incumbents and de facto incumbents with headquarters connections and backing.
For example, it’s not unusual, although difficult, for the president of a large local, who has never been tapped to serve on the national union staff, to run successfully against an incumbent CWA vice-president in charge of one of CWA’s fourteen geographical or occupational groupings. The odds are better when there’s an open executive board seat, like the one won last year by an African-American president of a large telephone local in Texas. He defeated a top assistant to the previous CWA executive board member from District 6, which covers a five-state region.
In 2011, however, Don Trementozzi, a telecom local president in New England, became the first local union leader in thirty years to run for a CWA national officer job. (The last such challenger, also from Texas, actually succeeded when two headquarters officials vied for the same vacant position as Executive Vice-President.) Last year, to save money, CWA eliminated this EVP slot–a position held, at the time, by 20-year national union employee and former CWA District 7 leader, Annie Hill. Hill teamed up with incumbent President Larry Cohen to run for secretary-treasurer, when the holder of that office decided to retire.
In the normal course of events, the Cohen-Hill “unity team” would have been chosen by acclamation, due to the long political coat-tails of the widely-respected Cohen, who made it known that he also plans to retire in 2015. But Trementozzi, like Pope and TDU, wanted to force a debate about issues–in this case the breakdown of CWA bargaining coordination and solidarity within AT&T, the union’s largest employer three years ago.
No Time For Debate?
A 52-year-old native of Rhode Island, Trementozzi is a Verizon customer service rep and former activist in AFSCME and the IAM, who was elected president of CWA Local 1400 in 2002, after running on a reform slate. He was involved in last year’s strike at Verizon and serves as a member of the regional union committee trying to negotiate a new contract covering 45,000 VZ workers from Massachusetts to Virginia. Last February, Trementozzi announced his independent candidacy for CWA secretary-treasurer with a statement redolent of union populism from the past. Dubbing his effort “Save Our Union 2011,” Trementozzi declared that CWA “needs more people in the top leadership who can better reflect the perspective of those of us closest to the membership, who must deal with rankand- file concerns every day.” (Seehttp://www.saveourunion2011.org/)
In their low-budget campaign, Trementozzi and his backers blamed Hill for AT&T bargaining miscues in 2009. Taking a supportive and conciliatory stance toward the top of the administration ticket, Trementozzi argued that “President Cohen needs a stronger partner in Washington than he’s going to end up with for the next four years if Annie Hill becomes secretary-treasurer.”
Unfortunately, Trementozzi’s appeal for “ticketsplitting” as “the way forward in CWA” failed to sway delegates from the union’s flight attendant division, newspaper guild, manufacturing sector locals, and public employee bargaining units in New Jersey that Cohen helped organize three decades ago. Save Our Union (SOU) drew support primarily from telecom locals in upstate New York and New England, plus unhappy AT&T local officers in other parts of the country (including leaders of the largest telecom local in Texas). SOU’s total campaign budget was about $7,000.
The day before the vote, Hill haughtily boycotted a candidates’ forum that Trementozzi had arranged so the two could finally have a face-to-face debate. Taking a leaf from Hoffa in the Teamsters, Hill had earlier refused to make any joint appearance with her opponent, via conference calls or in person, before delegates anywhere in the country. Instead of debating in Las Vegas, Hill handed out a list of “Cohen-Hill supporters” that included the names of more than 70 union staffers, lawyers, and executive board members who were not even delegates or eligible to vote.
CWA convention rules unfairly limited “Save Our Union” speakers to just the two delegates who nominated Trementozzi and then second his nomination. They were granted a total of four minutes to make the case for electing him. There was no time allotted for either secretarytreasurer candidate to address the delegates before the convention recessed so secret balloting could begin.
About 1,100 delegates cast votes based on the membership strength of their locals. Hill received 276, 769 votes (or 74.5% of the total), while Trementozzi got 94,733 (25.5%). While Sandy Pope and other TDUers will be resisting efforts to make the 2011 Teamster presidential race the last one decided by a popular vote, Don Trementozzi and other SOU supporters have a more modest procedural proposal to make. They’d just like to change CWA’s convention rules, in 2013, so any future contenders for top union office get the same twenty minutes to make a nomination acceptance speech that Teamster candidates had. In CWA, they believe, most delegates might even stay in their seats to hear what the opposition has to say.
Steve Early worked for 27 years on the national staff of the Communications Workers of America in the northeast. In 2011, he was an active supporter of Don Trementozzi’s “Save Our Union” campaign for CWA secretary treasurer. Early also aided Ron Carey’s successful candidacy for Teamster president and, while on loan from CWA, served on Carey’s headquarters “transition team” in 1992. In the mid- 1970s, he was a headquarters staff member of the United Mine Workers when MFD candidate Arnold Miller was president of that union. He is the author most recently of The Civil Wars in U.S. Labor from Haymarket Books, and can be reached at Lsupport@aol.com. This piece originally appeared in Social Policy, Winter, 2012, Volume 41, #4, For Social Policy subscription information, see http://www.socialpolicy.org/)

Wednesday, December 19, 2012

A Blog Post From A Member! Obama crosses the line.


Obama crosses the line.

The 'fiscal cliff' is a maneuver to enrich the rich and pauperize workers as a whole by sacrificing retired workers.

It was inevitable once Obama was elected. Attacks on the standard of living of workers and retired workers has always been his goal. Obots, Democrats and other sellouts enabled this sellout. The leadership of the AFL-CIO enabled this sellout. These labor sellouts now join the Democrats as proven enemies of working people in the eyes of growing numbers of workers and retired workers. In the unions we have to fight to replace them with real leaders from the union left, leaders not afraid to strike, to organize or to act independently of the twin parties of the banksters.

Obama is, on behalf of the banks he sold himself to, going to cap COLAs, gut Medicare and Medicaid and raise the retirement age again. That, and continuing declines in the wages and benefits of workers as a whole because of union busting by Democrats and Republicans will further deepen the depression and further fuel the radicalization of working people.

Workers need political independence from the parties of the banksters. That will come as the union left grows and challenges the sellout Trumka leadership by organizing and winning strikes to regain all that was lost under Carter, Reagan, the Bushes, the Clinton's the Bushes and Obama.

Those struggles will inevitably lead to the creation or workers parties and a workers government.


Bill Perdue, RWU, TCU/IAM
Las Vegas 12 18 2012 

Sunday, December 9, 2012

Rank-and-File Railroaders Resist Single-Employee Trains



Rank-and-File Railroaders Resist Single-Employee Trains
by JP Wright and Ed Michael
[from the December 2012 issue of Labor Notes]

And Then There Was One… 

Back in the old days, in order to operate safely, a freight train used a five-person crew—an engineer, a fireman, two brakemen, and a conductor.
After two-way radios and electronic air brake monitoring allowed the railroads to eliminate the caboose in the 1980s, crew size went down to three.
Tough contract negotiations eliminated another crew member, so now almost every freight train rolling across the U.S. is operated by just an engineer and a conductor.  
Railroaders fear the conductor will be next to go. The railroads say they want single-employee trains, and union leaders have allowed language to seep into contracts that says if crew size is reduced to one, that last remaining crew member will be an engineer or a conductor—depending which union is negotiating the language. 
With union officials asleep at the wheel on this dangerous prospect, Railroad Workers United, a cross-union coalition of rank-and-file railroaders, is taking up the challenge to stop the runaway train.  
‘DADDY, WHAT’S A TRAIN?’
Some trains are over 10,000 feet long and weigh more than 15,000 tons. Engineers drive the train and take care of the engines, but the freight conductor does the rest. If anything goes wrong with the equipment, the conductor walks the train to find blown air hoses, broken couplers, or trespasser accidents. If the train stops in a busy town, the conductor can quickly separate the train to allow emergency equipment to reach blocked rail crossings.
Both engineer and conductor are licensed by the Federal Railroad Administration (FRA), with constant retraining and on-the-job testing to ensure compliance with the many operating rules and regulations that govern trains. 
We are drilled in the railroad’s Homeland Security awareness plan and told that the security of the nation’s railways depends on our two sets of eyes observing every inch of our unsecured railroad infrastructure.
DIVIDE AND CONQUER
The rail industry in the U.S. is highly unionized and divided along craft lines into 13 unions. The Brotherhood of Locomotive Engineers and Trainmen (BLET), now part of the Teamsters, mostly represents engineers, and the United Transportation Workers (UTU), which merged into the Sheet Metal Workers to form SMART, represents the conductors.
For years the railroads have divided train crews by pitting the leaders of these two unions against each other.
Several years ago, the railroads introduced a technology called Remote Control Operation (RCO). Inbound train cars come to the “yard” to be received, separated, and regrouped into tracks so that outbound trains are built with cars all going to the same destination. Yard crews used to consist of engineer, brakeman, and conductor.
Now many yard crews have been reduced to a lone conductor with a remote control device strapped to his/her body. He remotely operates the engine’s throttle and brakes while also uncoupling cars, throwing switches, and talking on the radio to the yardmaster and to incoming engineers. 
At first BLET and UTU leaders stood united against remote control, but because an attempt to merge the two unions failed, UTU leaders broke ranks and agreed to RCO operations—eliminating many engineers’ jobs.
Several remote control operators have been killed or severely injured, crushed or run over by their own equipment. Of course, the companies’ accident investigations blame operator error, but they never address the underlying cause of those errors: forcing one person to take over the duties of three while operating dangerous equipment.
POSITIVE TRAIN CONTROL
The railroads want Road freight crews to face similar downsizing. After a freight train and a commuter train collided in Chatsworth, California in 2008, killing 25 and injuring 135, Congress mandated another new technology, Positive Train Control, by 2015.
The unions have been advocating PTC, as a safety measure, for years, while the railroads have claimed it was too expensive. PTC monitors trains by computer and satellite GPS. The computer can stop the train if the crew does not brake or slow down correctly.
Plans are to phase in PTC first on passenger train routes and where there is a heavy volume of hazardous material. Some railroads are already experimenting with a form of PTC for “cruise control” to conserve fuel.
But the railroads believe PTC will position them to reduce crew size to one—a safety problem not only for train crews but also for the public, since train crews in over-the-road freight service are subjected to grueling fatigue.
Crews are on duty 24/7/365 and receive only a two- or three-hour notice to report for work at any time of the day or night. They normally take a train from their home terminal to an assigned away-from-home terminal and lay over there until a train is available to return home. They can be called again, and often are, after only 10 hours off. Then they may remain on duty for up to 12 hours.
All this makes it hard for crew members to adjust the demands of their personal lives and their rest time so that they are properly rested for work when called.
The railroads supply a “train line-up” for workers to estimate when they may go to work—but the line-ups are often incorrect by 12 to 24 hours, and a crew must work when called, whether rested or not.
The unions have been trying to negotiate fatigue mitigation for years, without much success. The railroads deem it too costly. So conductors and engineers rely on each other’s help to fight fatigue and maintain awareness of all the conditions of their train and surroundings.
Single-employee crews would leave a fatigued solitary railroader alone to deal with the duties and problems of both engineer and conductor. Railroaders know that mistakes on their part can endanger not only themselves but also the communities they pass through.
RANK AND FILERS STEP UP
No rank-and-file worker thinks single employee operations are a safe idea. But despite RWU’s requests, officials of the two unions aren’t saying where they stand. Many workers are afraid their leaders might agree to one-person crews in order to gain some advantage over the other union.
RWU has kicked off a national campaign to stop single-employee operations. We are distributing educational flyers and bumper stickers to spread the word, and we are reaching out to community organizations. 
We are asking rail union locals to petition our union leaders to get on board. To protect rail workers and the public, we have to keep safety from going off the rails.

[JP Wright is an engineer for CSX in Louisville, Kentucky, and a member of BLET Division 78. Ed Michael is an engineer on the Union Pacific in Salem, Illinois, and a member of both BLET Division 724 and UTU Local 979. Both are leaders of RWU, 
www.railroadworkersunited.org

Tuesday, November 27, 2012

Thursday, November 22, 2012

Fighting “Behavior Based Safety” Programs


Fighting “Behavior Based Safety” Programs

Ed Michael, UTU #979 & BLET #724, UP, Salem, IL

We all are aware of the pitfalls and problems of behavior-based safety (BBS) programs and the damage they can do to a safe work place and to union solidarity. But finding a way of fighting them off while replacing them with an effective safety program can be difficult.

In many places we have seen the carriers establish BBS by co-opting local union members, or even officers, with generous paid time away from their regular assignments, or by promising "leniency" on discipline cases. Conversely we have seen carrier officers establish harsher discipline policies in locations, such as my service unit, where local unions have refused to participate in BBS.

Unfortunately, many locals have been forced to deal with BBS programs by themselves.  General Chairmen and National and International Divisions have provided little or no guidance whatsoever, leaving local officers to fend for themselves. Even though there is an abundance of information available about how other industrial unions have dealt with BBS programs, rail labor leaders have done little to educate members about these programs.

The UTU Local and BLET Division in my terminal have been effectively refusing to participate in a BBS program. It is not an easy thing to do, but it can be accomplished. There are two important points to consider:

1. Local officers must first educate themselves about the ways in which BBS programs can damage union solidarity and make the workplace less safe. Then they must begin the process to educate their members. The BBS program makes it easy to fall into the trap of putting the fault strictly on the members, but we must always remind ourselvesthat we cannot ignore the underlying causes of accidents.

2. Secondly, we cannot just refuse to participate in BBS programs and let it go at that. Unions must always be involved in protecting the safety of their members, so we must have an alternative to BBS. 

At our terminal, the UTU Local and the BLET Division each formed their own safety committee under the guidance of their respective Legislative Representatives. These safety committees offered to meet with local officers on a regular basis. Carrier officers recognize that even though we will not be involved in the BBS program, we are serious about cooperating in reducing hazards, accidents and injuries. 

The BLET and UTU safety committees work together to address safety issues from a united front. We meet with the carrier once a month and work together with local officers to eliminate worksite hazards on an ongoing basis. Members submit safety issues to their Safety Committee and these are subsequently addressed with local officers. Local officials also bring safety issues to the table for the UTU and BLET to address.  Solutions to problems are cooperatively discussed and referred to the proper people for disposition.  Solutions to problems that cannot be enacted or approved on a local basis are put in letter form and submitted to a higher authority for action.
Here are some of the reasons our version of a workplace safety committee has been successful:

UTU and BLET members put petty differences aside and always put forward a united front.

The monthly meeting with local management is open  
to all union members and they are encouraged to attend.

The meeting is open to all crafts (TE&Y, MOW, Car Dept, Signal, etc.).

The managers from all departments are invited.

Layoffs by union members are scrupulously kept to an absolute minimum. Nothing damages a safety pro-
gram more than members believing it to be nothing more than a "cush" assignment for their representative.

Monthly meeting minutes and records are kept and 
posted at the yard office for all to see and read.

UTU & BLET safety reps make a full report on activities at each monthly meeting.

Fighting BBS programs and replacing them with truly effective safety programs is no easy task. It takes serious dedication on the part of the BLET, UTU and all union members to make it work. But it can, and must, be done