NYC TWU 100 Rookie conductor tries to mobilize his fellow transit union members to vote down MTA contract deal "The conductor started Progressive Action last year as an internet radio show, blog and bustling private Facebook group that's attracted nearly
NYC TWU 100 Rookie conductor tries to mobilize his fellow transit union members to vote down MTA contract deal "The conductor started Progressive Action last year as an internet radio show, blog and bustling private Facebook group that's attracted nearly 7,000 members."
Tramell Thompson, an MTA conductor and founder of Progressive Action, hands out flyers to campaign against the MTA union contract agreement on the platform at the Jay Street MetroTech station Thursday in Brooklyn.
Tramell Thompson, an MTA conductor and founder of Progressive Action, hands out flyers to campaign against the MTA union contract agreement on the platform at the Jay Street MetroTech station Thursday in Brooklyn. (BYRON SMITH FOR NEW YORK DAILY NEWS/FOR NEW YORK DAILY NEWS)
NEW YORK DAILY NEWS
Saturday, February 11, 2017, 4:06 PM
The transit union heralded its recent contract deal with the MTA as a rare victory for workers during dark times for the labor movement.
But that's not how Tramell Thompson, a 35-year-old conductor from Brooklyn who's been on the job for a scant three years, sees it.
"The contract was one of the worst contracts we've ever had," Thompson said of the deal Transport Workers Union Local 100 president John Samuelsen cut.
The Flatbush native may be new to the tracks and even newer to the union hall, but he's organizing an aggressive campaign for the group's rank-and-file members to vote down the contract. TWU members have until Wednesday to mail in their ballots.
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Meanwhile, Thompson is building recognition among the TWU ranks for a movement he calls Progressive Action.
The conductor started Progressive Action last year as an internet radio show, blog and bustling private Facebook group that's attracted nearly 7,000 members.
"They respond better through internet interactions versus the old-fashioned tactics the union is using, (like) mass membership meetings," Thompson said.
He is acerbic and blunt when it comes to TWU leadership, critical of how it runs the organization and the benefits it gets for workers.
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A flank of the TWU that supported former union president Roger Toussaint, who organized the 2005 transit strike, has allied with Progressive Action.
"We're like-minded," said Joe Campbell, a car inspector for 27 years with the MTA who twice ran unsuccessfully against Samuelsen and was a Toussaint ally. "He's bringing along a lot of the younger members."
On the Facebook group, transit workers have been posting pictures of their contract ballot with the "no" box checked.
To push the no vote, Thompson and three fellow union members hit the Jay St.-MetroTech station in Brooklyn during Thursday's snowstorm to hand out flyers to conductors passing by the platforms. He claimed 200 members were involved with Progressive Action's no vote campaign.
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Transit union workers protest amid contract negotiations with the MTA Nov. 15 outside the Bowling Green subway station in Manhattan.
Transit union workers protest amid contract negotiations with the MTA Nov. 15 outside the Bowling Green subway station in Manhattan. (ROSE ABUIN / NY DAILY NEWS/NEW YORK DAILY NEWS)
The deal that 38,000 union members are voting on calls for 5% raises over 28 months, plus a $500 bonus, outpacing inflation. It also holds sweeteners to certain workers, like a pay boost for drivers behind the wheel of accordian-style buses.
The flyers implore workers, "Don't fall for their 'alternative facts.' " The flyers point out the raises come to 2.14% a year and "even the 'perks' don't perk."
Thompson and his team dashed between both sides of the station platform to make sure conductors pulled out of the station with a flyer in their hand. If a conductor said the ballot never arrived in their mailbox, they scrambled to give them a business card with a number to request one.
"Why should I vote 'no'?" one F train conductor asked while giving the flyer a glance.
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Another conductor told Thompson he was "on the fence."
Thompson replied that he's "gonna get off that fence."
Eric King, a conductor on an A train, stuck his head out of his cab to start a hearty chant of "Vote 'no'! Vote 'no'!" as his train pulled out of the station.
King later told the Daily News the size of the pay bump and benefits simply don't cut it in the city nowadays. He also said he sees a familiar face in Thompson.
"I see Tramell as a modern-day Toussaint," said King.
Samuelsen may agree, though not in the complimentary manner King intended. Samuelsen — himself once an insurgent at the TWU who led a slate that toppled its leadership — denounced Thompson and Progressive Action as "proteges of Toussaint."
Samuelsen rejected the suggestion that Thompson had any substantive following in the TWU. He angrily and repeatedly denounced Thompson as a "scab" — a reference to a Facebook post in which Thompson said he wouldn't strike under the TWU chief's leadership. Thompson said it was "hyperbole."
After Thompson handed him a flyer, conductor Eric King stuck his head out of his cab to start a hearty chant of "Vote 'no'! Vote 'no'!" as his train pulled out of the station.
After Thompson handed him a flyer, conductor Eric King stuck his head out of his cab to start a hearty chant of "Vote 'no'! Vote 'no'!" as his train pulled out of the station. (BYRON SMITH FOR NEW YORK DAILY NEWS/FOR NEW YORK DAILY NEWS)
Thompson's critics have posted memes on Facebook with his face superimposed on a picture of a crusty old wound and left flyers in crew rooms.
"Tramell Thompson is a scab. He supported scabbing Local 100 if this ended up in a strike," Samuelsen said.
"There's been a 'no' vote for every contract in local 100 history, except there's never been a 'no' vote that's been led by a scab before," he added.
Samuelsen also defended the deal he cut for his members as one that boosts pay higher than the 2% the MTA wanted and shielded workers from higher health care costs.
"Once ... they take a look at the world around them and the contracts that other unions have delivered, they recognize that this is a solid contract that absolutely deserves to be ratified," he said.
Zachary Arcidiacono, a train operator and union official, also said the contract is a good deal, even if it was not what all members had hoped they'd get.
"It locks us in against a lot of the changes roiling the city, state and the country," he said.
But Thompson's message against the contract has resonated with some younger workers like train operator Kimberly McLaurin, 33, of Harlem.
McLaurin, who helped pass out flyers, said she started to follow Progressive Action after seeing criticism that Thompson faced. She wanted to learn more about how her union operates.
"I actually was a sleeping member for a while," she said. "You start realizing everything is not just about a paycheck. The quality of living down here is horrible. That's what woke me up. And I think that's waking up a lot of members."Tags: TWU 100contract fightProgressive Action
LA Dockworker lottery is ‘false dream,’ says ILWU Local 13 longshore workers’ union leader
ILWU Local 13 President Bobby Olvera, Jr. speaks to hundreds of longshoremen gathered for work at the ILWU dispatch hall in Wilmington on Jan. 2, 2015. File photo. (Scott Varley, Daily Breeze/SCNG)
By Rachel Uranga, LA Daily News
POSTED: 02/10/17, 5:56 PM PST | UPDATED: 2 HRS AGO0 COMMENTS
Longshoremen wait for available dock jobs to be called for an evening shift at the ILWU dispatch hall in Wilmington on Jan. 2, 2015. File photo. (Scott Varley, Daily Breeze/SCNG)
The high-profile drawing for part-time jobs that could lead to full-time positions pulling in more than $100,000 a year creates a “false dream,” the head of the powerful Southern California dockworkers’ union said Friday.
The Pacific Maritime Association, representing shippers and terminals at the ports of Los Angeles and Long Beach, insists the rare lottery prevents labor shortages by creating a ready pool of fill-in workers. The jobs start at about $25 an hour, but wages increase with experience. More appealing to applicants, however, is that the jobs can provide a path for workers to secure full-time union employment.
But union officials, who agreed to the drawing, say current freelancers, known as “casuals,” have been waiting and working for more than a decade in hopes of snagging a union gig.
“You’re winning a ticket to a false dream,” said Bobby Olvera Jr., president of the International Longshore and Warehouse Union Local 13, which represents about 7,000 full-time union workers at the ports of Los Angeles and Long Beach. “There are 5,000 (casuals) down there getting work two days a week.”
Olvera worries that bringing in more casuals allows the PMA — which negotiates and administers labor agreements with the ILWU on behalf of dozens of shipping companies and terminal operators — to dilute the talent pool and pay newer freelance workers less.
PMA spokesman Wade Gates wrote in a statement that terminal employers and the ILWU “work together to maintain a balanced approach on the number of full-time registered workers needed at the ports, as well as the number of approved casual workers.”
“These decisions are based on projected cargo volumes, gradual attrition in the workforce and other factors,” he stated. “Obviously, too many positions dilute the work opportunities for the individuals involved, and too few available workers can limit the ports’ ability to meet cargo-handling needs.”
Olvera maintains that there are too many casual workers for the shifts that are available.
“There is zero labor shortage,” he said, noting that he’s not heard a single case of jobs not getting fulfilled on the docks because there aren’t enough hands to handle it.
There are about 5,000 casuals who pick up intermittent work at a dispatch center in Wilmington.
About 46 percent of those casuals trained and approved to work make themselves available during any given week last year, according to the PMA. And those casuals worked on average 1.6 eight hour shifts per week.
The ILWU and PMA share a long history of contentious relations. Labor strife hobbled trade in 2014 and 2015 during bitter contract talks.
Most recently, the two have been locked in a dispute over the lottery process after some hopefuls who had filled out cards and mailed them in had them returned to their homes. The ILWU initially refused to participate in the drawing.
The lottery was temporarily halted earlier this week until an arbitrator ruled the process must go forward. The ILWU appealed the decision. Its appeal will be heard during a hearing Tuesday.
Meantime, InterOptimis, a business-services company based in Moorpark, is counting and verifying an estimated 80,000 submissions.
The last drawing was held in 2004, when about 18,000 names were pulled. Most eventually went into the casual pool. After years of waiting for full-time work, many frustrated casuals dropped out.
Olvera said the last time the PMA hired casuals on as full-time union members was in 2015, when 600 workers were hired.
In this round, the first 2,400 names picked will be eligible for the freelance positions.Tags: ilwuLotteryILWU Local 13PMA
Delta Air Lines and three other carriers accused of denying mandated sick leave to workers
Delta Airlines and three other carriers have been accused of denying workers' mandated sick leave. (JOSHUA ROBERTS/REUTERS)
NEW YORK DAILY NEWS
Tuesday, February 7, 2017, 10:22 PM
Delta Air Lines and three other carriers have denied workers mandated sick leave, according to the city’s Department of Consumer Affairs.
Delta, the nation’s second busiest airline, was hit with administrative charges for allegedly violating the city’s Earned Sick Leave Act. Consumer Affairs investigators say the airline failed to give employees their mandated five paid sick days a year.
The case, in front of the Office of Administrative Trials and Hearings, marks the first against the airline industry, where city investigators believe there are widespread abuses.
The Atlanta-based airline — which generated $622 million in net income last year — faces thousands in fines for a series of violations.
Top companies in NYC fined for violating Earned Sick Leave Act
“Sometimes I would go to work sick because I was scared I'd lose my job and I know others who were scared too and did the same thing,” said a Delta flight attendant who asked not to be identified.
The case is based on complaints made by three Delta flight attendants who worked at Kennedy International Airport from August 2014 to April 2015, records show.
Delta defended its sick leave policy, saying it is more generous in some respects than what the city requires.
“However, Delta is confident that the local New York City sick leave law, which applies only to work being performed within New York City, cannot legally or practically be applied to flight attendants who perform nearly all of their work duties in federal air space and other jurisdictions outside of New York City,” said Delta spokesman Brian Kruse.
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Consumer Affairs is probing three other unnamed airlines accused of the same violations as well as several subcontractors of the airline industry who employee cleaners and couriers. Many of them earn minimum wage. No charges have been filed in those cases.
Former wheelchair attendant Farouk Salim, 59, said “When we ask for the (sick) days they only pay us for five hours.”(HANDOUT)
“We just get five days of sick leave a year,” said Farouk Salim, 59, who used to work ferrying around passengers in wheelchairs for Pax Assist at Kennedy Airport. “But when we ask for the days they only pay us for five hours.”
Last summer he transferred to a different company, PrimeFlight, subcontracting with JetBlue.
“They are much better,” the father of two from Guyana said. “We get the full five days.”
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Pax Assist did not return a call seeking comment.
All told, the Department of Consumer Affairs has closed more than 1,000 paid sick leave cases, obtaining more than $4.4 million in fines and repayment, the city said. That has helped more than 15,100 staffers. Among the offenders are national businesses like CVS, Toys“R”Us and Lowe's.
“No one wants to get sick while they're traveling and yet the workers who are serving our food and are responsible for our safety in the air are being forced to go to work while sick or they risk retaliation by the airline,” DCA Commissioner Lorelei Salas said. “Paid sick leave is a vital law that protects the health and wellbeing of workers and consumers, including airline employees and passengers.”
Mayor de Blasio pushed hard to boost the paid sick leave law shortly after he was elected even though business groups that argued it would unfairly burden small store owners.
More than 150 Delta flights canceled after systems outage
"New York City will defend its workers whether they work at a corner store or for an international airline," de Blasio said in a statement Tuesday. "Working people deserve basic protections like paid sick leave, and we will fight to make sure our laws are enforced."Tags: Deltalabor rightssick leave
Spanish Dockworkers to Face Massive Layoffs?
Image Courtesy: Offshore and Home Trade Seamen's Welfare Trust
At least 6,500 Spanish dockworkers could be laid off according to the recently announced plan by the country’s Minister of Public Works to reform the port system.
Inigo de la Serna, the minister, aims to launch a decree issued by the European Union Court of Justice to reform the Spanish Port System, which would result in firing Spanish dockworkers at a rate of 25% of their full strength each year.
This means an absolute extinction of their employment within three years, according to the International Dockworkers Council (IDC). Dismissed dockworkers are to receive severance packages of only 20 paid days per year worked, IDC explained.
“The Spanish Government threatens the growth of the Spanish economy and seeks to make the dockworker profession disappear from national ports,” Jordi Aragunde, IDC General Coordinator, stated.
“Spanish ports are growing. The workers’ wages are also growing… and the Ministry of Public Works intends to act on a decree that prevents the country’s economic recovery,” Aragunde added.
Following the decree, the minister revealed he will not seek dialogue with trade unions to determine how to best carry out the mandatory reform of the Spanish Port System.
The announcement came as a surprise to many, including the Spanish trade union Coordinadora, as the minister’s actions are a “stark contradiction” to the platform maintained by his predecessor Ana Pastor, who always sought sector consensus of both interested companies and unions before enacting changes that would inevitably affect both, IDC said.
As explained by IDC, de la Serna’s decision to resist dialogue and assume an authoritarian attitude towards the inevitable implementation of a new Spanish Port System is viewed by port workers as a deliberate attack on their livelihood.
“We feel cheated,” Antolín Goya, General Coordinator of Coordinadora, said, adding that the minister refused to provide any documentation about the new legislation to the trade union and that he insists on verbal communication only.
“Since Brussels will only work officially with the Spanish government, de la Serna’s refusal to share these documents means that he is dictating the terms of this plan himself,” according to IDC.
“We have met with the European Commissioner for Transport, and we know that the Spanish Government´s approach to this law is much more severe for workers than the actual decree suggests” Goya noted.
Spanish trade unions are expected to raise support from other groups to resist the modification of the country’s port system.
With the support of the International Dockworkers Council, Coordinadora plans to initiate union actions across Europe to demand “clear channels of communication and a seat at the table for port workers” to be able to discuss the implementation of the new system.Tags: CoordinadoraSpanish Dockersderegulationunion bustingInternational Dockworkers Council
Joyous Africans Take to the Rails, With China’s Help
By ANDREW JACOBS
FEB. 7, 2017
By ANDREW JACOBS 00:23
Africa Debuts First Electric Railway
Africa’s first electric, transnational railway took its first journey from the capital of Djibouti toward Addis Ababa, the Ethiopian capital, in January. By ANDREW JACOBS on Publish Date February 3, 2017. Photo by Andrew Jacobs/The New York Times.
DJIBOUTI — The 10:24 a.m. train out of Djibouti’s capital drew some of the biggest names in the Horn of Africa last month. Serenaded by a chorus of tribal singers, the crush of African leaders, European diplomats and pop icons climbed the stairs of the newly built train station and merrily jostled their way into the pristine, air-conditioned carriages making their inaugural run.
“It is indeed a historic moment, a pride for our nations and peoples,” said Hailemariam Desalegn, the prime minister of Ethiopia, shortly before the train — the first electric, transnational railway in Africa — headed toward Addis Ababa, the Ethiopian capital. “This line will change the social and economic landscape of our two countries.”
But perhaps the biggest star of the day was China, which designed the system, supplied the trains and imported hundreds of engineers for the six years it took to plan and build the 466-mile line. And the $4 billion cost? Chinese banks provided nearly all the financing.
Having constructed one of the world’s most extensive and modern rail networks at home, China is taking its prodigious resources and expertise global. Chinese-built subway cars will soon appear in Chicago and Boston, Beijing is building a $5 billion high-speed rail line in Indonesia, and the Chinese government recently christened new rail freight service between London and Beijing. Another ambitious system in the works, the 2,400-mile Pan-Asia Railway Network, would link China to Laos, Thailand and Singapore.
But few places are being reshaped by China’s overseas juggernaut like Africa, a continent that has seen relatively little new railroad construction in a century.
Despite years of steady economic growth, sub-Sahara Africa remains hobbled by an infrastructure deficit, according to the Africa Development Bank, with only half of its roads paved and nearly 600 million people lacking access to electricity.
Chinese companies, many of them state-owned and grappling with an economic slowdown at home, have stepped unto the breach, spending some $50 billion a year on new ports, highways and airports across the continent, according to the China Africa Research Initiative at Johns Hopkins School of Advanced International Studies.
Many of the projects are part of Beijing’s new Silk Road initiative, a $1 trillion effort intended to deepen ties between China and its trading partners in the developing world.
Much of that spending has been directed at rail projects that planners hope will transform the way Africans travel and do business with one another, and the rest of the world.
Chinese-built and -financed projects include a two-year-old light-rail system in the Ethiopian capital; a $13 billion rail link between the Kenyan capital, Nairobi, and the port city of Mombasa that will open later this year; and an ambitious rail modernization project in Nigeriathat includes an urban transit system for Lagos.
“For the longest time, railroads across Africa were limping along and in decline, but with the Chinese, that’s definitely changing,” said Andrew Grantham, the news editor at Railway Gazette International, a trade publication.
China’s enthusiasm for constructing railroads, schools and stadiums in Africa stands in marked contrast to the role of the United States, which has largely shied away from financing infrastructure on the continent. One of the few exceptions, Power Africa, a $9.7 billion initiative announced by President Barack Obama in 2013, has fallen far short of its goal of providing electricity to 20 million households within five years.
When it comes to trade, China surpassed the United States in 2009 to become Africa’s biggest trading partner.
It remains unclear how that calculus might change under the Trump administration. President Trump has questioned the benefits of free trade agreements, and a questionnaire from his transition team that was sent to the State Department last month expressed skepticism for foreign aid and development efforts in Africa.
That worries some African officials and longtime experts, who fear the loss of American influence and largess — and the good will that is often produced by desperately needed infrastructure projects.
Amadou Sy, director of the Africa Growth Initiative at the Brookings Institution, said the United States was also missing opportunities to cultivate loyal customers.
“If you’re looking for new markets, Africa is the place to be,” he said. “But right now, the U.S. is not leveraging Africa’s huge potential. By contrast, the Chinese are there, and they are willing to take risks.”
China is placing more than $14 billion worth of bets here in Djibouti, a geopolitically strategic speck of a country beset by soaring poverty and unemployment. The projects include three ports, two airports and a pipeline that will bring water from Ethiopia, its landlocked neighbor and a regional economic power that depends on Djibouti’s ports for 90 percent of its foreign trade.
Also on the drawing board are a series of Chinese-built, coal-fired power plants that would ease summertime electricity failures and help fuel a new tax-free manufacturing zone that officials hope will turn Djibouti into a Hong Kong-style entrepôt and international shipping hub.
Aboubaker Omar Hadi, chairman of the Djibouti Ports and Free Zones Authority, said he hoped the new railway linking his country to the Ethiopian capital would be just the first leg of a long-dreamed trans-Africa route, from the Indian Ocean to the Atlantic.
“The train is already a game-changer,” he said, noting that it will cut to 12 hours what until now had been a grueling three- or four-day trip by truck.
Mr. Hadi praised the Chinese for going all in after Western banks declined to help finance the nation’s glaring infrastructure needs.
“We approached the U.S., and they didn’t have the vision,” he said. “They are not thinking ahead 30 years. They only have a vision of Africa from the past, as a continent of war and famine. The Chinese have vision.”
Not everyone is comfortable with China’s vision. Some worry about the leverage China wields and what happens when countries fall behind on loan payments.
For Djibouti, the debt is especially daunting, amounting to 60 percent of its gross domestic product. But Ilyas Moussa Dawaleh, the country’s finance minister, dismissed such concerns, saying Djibouti’s heady 6.7 percent growth rate would allow it to meet its loan payments.
“If we don’t take this risk now and develop our infrastructure, we will remain stuck in poverty,” he said. “Come back in a few years, and you will find that Djibouti has become the logistics hub of the continent.”
Others worry about the Djiboutian government’s lack of transparency, its authoritarian impulses and a vexing legacy of official corruption. Mohamed Daoud Chehem, a leader of Djibouti’s embattled opposition and a former presidential candidate, said the lack of information about the terms of China’s loans raised questions about potential malfeasance.
“We’re talking about billions of dollars and complete opacity,” he said. “Have there been kickbacks to government officials? There is no way to know.”
Others wonder what will happen to the system after the Chinese leave. European imperialists in Africa built a skein of lines, most of which fell into disrepair in the decades after their colonies achieved independence.
Jamie Monson, the author of “Africa’s Freedom Railway,” a book documenting the legacy of the Chinese-built train linking Tanzania and Zambia, said long-term maintenance could be more challenging than initial construction. Built during the Cold War and hailed as a symbol of Chinese-African friendship, the train, the Tazara Railway, has struggled to maintain regular service, prompting talk of a Chinese takeover.
“Without proper maintenance comes problems, which can have a huge impact on a regional economy and local people’s livelihoods,” she said.
For now, however, much of nation is euphoric over the completion of Djibouti’s first modern railway, which follows the path of a creaky French-built line, completed in 1917, that met its demise several years ago after generations of neglect.
Although workers from China did much of the technical and engineering work, thousands of Djiboutian and Ethiopian laborers were hired to lay tracks and dig tunnels, helping to head off some of the local resentment that has dogged other Chinese projects in Africa. The system will be operated by Chinese conductors for five years and then turned over to local citizens, many of them trained in China.
After a boisterous opening day ceremony in the broiling sun, only the best-connected attendees were allowed to board the train, which filled with applause and song as it glided out of the station.
Daha Ahmed Osman, 34, a tech specialist who works for the Djiboutian government, displayed a wide grin as he watched the arid, harshly beautiful landscape spill across the train’s picture windows.
He predicted that the new train would transform Djibouti and Ethiopia, and eventually all of Africa. “For this, we have the Chinese to thank, because they shared with us their money and their technology,” he said. “More than anything we thank them for showing confidence in us.”
Follow Andrew Jacobs on Twitter @AndrewJacobsNYT.Tags: Chinese railroadsEthiopian laborers
Canadian Ousted Amalgamated Transit Union Local 113 TTC union head accuses parent association of intimidating officials
Canadian Ousted Amalgamated Transit Union Local 113 TTC union head accuses parent association of intimidating officials
The suspended president of the TTC’s largest union is accusing the association’s American-based parent organization ATU of coercing union officials into signing a “loyalty pledge” against him.
Bob Kinnear was relieved of his duties as president of the Amalgamated Transit Union Local 113 on Friday when ATU International abruptly placed the union under trusteeship. (VINCE TALOTTA / TORONTO STAR FILE PHOTO)
By BEN SPURRTransportation Reporter
Mon., Feb. 6, 2017
The suspended president of the TTC’s largest union is accusing the association’s American-based parent organization of coercing union officials into signing a “loyalty pledge” against him.
Bob Kinnear, longtime president of Amalgamated Transit Union Local 113, was relieved of his duties Friday when ATU International abruptly placed the local under a trusteeship.
The Maryland-based parent union alleged that Kinnear had attempted to disaffiliate Local 113 from it without the consent of the local’s members or executive board.
Last week Kinnear wrote to the Canadian Labour Congress last week to begin the process that could have led to disaffiliation, but he has asserted he had the backing of the local’s members and intended to put the issue to vote.
Representatives of ATU International, which represents close to 200,000 transit workers in the U.S. and Canada, removed all 17 union executives from their positions on Friday, but swiftly reinstated 10 of them.
Each reinstated member willingly signed a document denouncing Kinnnear’s “unilateral and unauthorized” attempt to disaffiliate, according to ATU International. Similar letters have since been signed by other officials at the local.
In a news release issued Sunday evening, Kinnear accused ATU International of “intimidating elected local union representatives into signing prepared letters that agree with the American union’s trusteeship of the local.”
The release claimed that local union members had feared for their jobs if they didn’t sign the documents, which Kinnear characterized as a “loyalty pledge” to ATU International.
In an interview Monday morning, the international vice-president of ATU International who is leading the trusteeship called the allegations of coercion “completely absurd.”
“There was never any threats, no intimidation whatsoever. Everybody signed freely and willingly,” said Manny Sforza.
He said the letters were “a message of solidarity and support” for ATU International stepping in to remove Kinnear, “and the support is overwhelming.”
A news release from ATU International said 72 per cent of the ATU Local 113’s shop stewards had voluntarily signed the letters opposing Kinnear’s actions. “It’s not just a majority, it’s a super majority,” Sforza said.
According to the release, all stewards, including those who refused to sign the letter, were still on the job Monday.
While the dispute has exposed rifts at Local 113, it could prove to be a boon for other Canadian unions. According to a letter from the Canadian Labour Congress and provided to the Star by ATU International, the congress has suspended the protections that prevent other unions from “raiding” ATU Local 113’s membership.
Kinnear said that means other unions “can now go into our local and start signing cards.”
A spokesperson for the CLC did not immediately return a request for comment Monday.
Asked if he was working with other unions to recruit members of Local 113 into their shops, Kinnear told reporters Monday that he has had “numerous conversations with a variety of organizations.” He said some labour groups had offered financial assistance for the fight against ATU International.
Asked which union he would like to transfer Local 113 members into or which groups he was working with, Kinnear refused to specify.
“I’m hopeful that other organizations, the labour movement, are going to stand behind us and say that we are not alone, that the Canadian labour movement will take on this hard-ass American union that thinks they can come into Canada and squash our democratic rights,” he said.
In a statement posted online Monday, ATU International said Kinnear’s attempts to disaffiliate the local were part of a “campaign” by Unifor, the country’s largest public sector union, to “take over” ATU locals in Canada.
A spokesperson for Unifor didn’t respond to questions from the Star asking if the union was attempting to sign up Local 113 members. The organization represents 310,000 workers across the country, including employees of the Toronto Star.
Kinnear is fighting the takeover of the local in court. A hearing on the matter is expected in about two weeks.
ATU Local 113 represents more than 10,000 transit workers in Toronto. Kinnear was first elected its president in 2003 and has been re-elected several times since then. Late last year he ran for the vice-president’s position at ATU International, but was defeated by Sforza.
The infighting at the TTC’s largest union has not affected transit service. The provincial government designated the TTC an essential service in 2011, which stripped its workers of the right to strike.Tags: ATU Local 113Canadian labor rightsTrusteeship
Drawing for LA and Long Beach port jobs ordered to restart after abrupt suspension
Dock workers enter the hall to get their jobs for the day. On Monday, those who submitted cards for the lottery were supposed to learn if their names had been drawn to join the casuals, but Monday’s lottery was halted. Brittany Murray — Staff Photographer
By Rachel Uranga, Long Beach Press Telegram
POSTED: 02/06/17, 12:38 PM PST | UPDATED: 45 SECS AGO4 COMMENTS
A drawing for coveted part-time dockworker jobs at the Los Angeles and Long Beach ports was abruptly suspended Monday after union officials suddenly pulled out of the process, but an arbitrator ordered the drawing to restart today.
An arbitrator intervened in the dispute after the International Longshore and Warehouse Union refused to participate in the process negotiated with its employer, the Pacific Maritime Association, said Wade Gates, a spokesperson for the PMA who released information about the ruling.
Officials from the ILWU representing local port workers were not available for comment.
Tens of thousands of hopefuls submitted their names for the drawing, which will guarantee winners a freelance job as a “casual” longshore worker and the possibility of becoming a full-time union member raking in more than $100,000 a year.
Bobby Olvera Jr., president of ILWU Local 13, said in a Monday text that the local, which represents 7,000 dockworkers, decided to withdraw from the lottery Monday after its membership “voted unanimously on Thursday night to pause the process until issues were addressed and resolved.”
Although he declined to specify what those issues were, he said they were serious and “presented by the union and summarily rejected by the PMA.”
“PMA and InterOptimis screwed up the process and violated the joint agreement,” he texted, referring to the Moorpark-based company handling the drawing of names.
InterOptimis on Monday referred calls to the union. In a prepared statement, Gates called the union’s choice unfortunate.
• RELATED: Dockworker jobs at Port of LA, Long Beach up for grabs in rare raffle
Union officials had expressed earlier concerns about problems with the lottery for the nation’s most sought-after blue-collar jobs.
Local 13 Vice President Mondo Porras said last week he had received complaints that some of the submissions were returned from the post office. Then on Friday, the ILWU posted a plea to their membership to report any problems with so-called interest cards.
“It has come to the officers’ attention that many interest and replacement cards were returned to the senders by the U.S. post office in error,” the post said.
Union members and officials were issued those cards to pass on to relatives or friends who wanted to submit their name to the lottery. Interest cards help secure hopefuls a more favorable spot in the drawing.
For its part, the PMA said it wants to move forward with the lottery to help avoid a labor shortage at the docks.
“We are ready to move forward with the thousands of new hires needed to help keep cargo flowing through the Southern California ports,” Gates noted in the statement. “We look forward to working with the ILWU to begin the drawing soon to meet the labor needs of the West Coast waterfront.”
The spat between the union and PMA is not unusual, as the two have a long history of tense relations. In 2012, 2014 and 2015, labor strife hobbled trade at the Los Angeles and Long Beach ports.
The scheduled drawing this week will be the first time in more than a decade that port jobs have become available to outsiders. The high-stakes drawing drew at least 80,000 applicants, according to the PMA.Tags: PMAilwuLotterylongshore jobs
Chicago Capitalist Mayor Emanuel Rahm's CTA Port-A-Potties Are So Dirty Some Bus Drivers Wear Diapers, ATU 308 Union Says "“The current portable bathrooms the CTA bought are the bottom-dollar model, they don’t even have running water or heat
Chicago Capitalist Mayor Emanuel Rahm's CTA Port-A-Potties Are So Dirty Some Bus Drivers Wear Diapers, ATU 308 Union Says
"“The current portable bathrooms the CTA bought are the bottom-dollar model, they don’t even have running water or heat, and often the hand sanitizer is empty or broken. This is an absolute disrespect to the workers who move nearly 1 million Chicagoans every day,"
By Mina Bloom | February 7, 2017 3:34pm
The union for CTA workers is complaining about the portable bathrooms provided for them.
View Full CaptionDNAinfo/Ted Cox
CHICAGO — CTA bus workers are taking a stand against the portable bathrooms they're forced to use on the job, which they describe as "unsanitary, unsafe and degrading."
The port-a-potties are so bad that some workers don't stop to relieve themselves, and others have resorted to wearing diapers to avoid them, according to Tommy Sams, president of ATU Local 241, which represents more than 6,000 bus drivers, mechanics, maintenance workers and CTA office staff.
It's especially disconcerting given that the majority of bus drivers are women, who are more likely to suffer from health problems due to lack of bathroom access and poor conditions, the union said.
“The current portable bathrooms the CTA bought are the bottom-dollar model, they don’t even have running water or heat, and often the hand sanitizer is empty or broken. This is an absolute disrespect to the workers who move nearly 1 million Chicagoans every day," Sams said.
There are more than a dozen portable bathrooms available for bus operators, mechanics and other CTA bus staff to use at bus turnarounds or in parks. Many of them are situated in "dangerous locations" on the South Side, the union said.
The union is holding a news conference at 9 a.m. Wednesday at CTA headquarters, 567 W. Lake St., where Sams; Ken Franklin, president of ATU Local 308; 35th Ward Ald. Carlos Ramirez-Rosa and other community leaders are scheduled to speak.
In a prepared statement, Franklin, who represents CTA train workers, lent his support to the cause.
“Transit workers are one the most likely groups of workers to be affected by restroom access. The CTA answers this by absolutely disrespecting us. My sisters and brothers who operate our buses deserve better," Franklin said.
At the news conference, the union will demand the CTA find a "better solution, one that doesn't disrespect the workers."
In response, CTA officials said port-a-potties aren't the only bathrooms available to bus drivers and other CTA employees — they are merely supplementary.
According to officials, there are permanent bathrooms along each driver's route. Drivers and other CTA employees can also stop and use facilities at local businesses or rail stations, officials said.
The CTA defended use of the port-a-potties, saying they are "the same type found in myriad outdoor settings, including construction sites, park facilities and outdoor festivals."
"About 20 of the more than 100 restroom facilities are portable facilities, which are cleaned and serviced multiple times each week," a prepared statement reads.
The port-a-potty at 112th and Torrence. [Provided/ATU Local 241]Tags: ATU 308health and safetyDriverstoiletshuman rightsworker rights