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Bangladesh: Garment factory blast raises fresh concerns over workers’ safety

Labourstart.org News - Thu, 07/06/2017 - 17:00
LabourStart headline - Source: Eco-Business
Categories: Labor News

USA: New initiative takes on fight for women's leadership in union movement

Labourstart.org News - Thu, 07/06/2017 - 17:00
LabourStart headline - Source: TAP
Categories: Labor News

Swedish Dockworkers, APMT Gothenburg Mediation Ends without Result

Current News - Thu, 07/06/2017 - 14:06

Swedish Dockworkers, APMT Gothenburg Mediation Ends without Result
https://worldmaritimenews.com/archives/224500/swedish-dockworkers-apmt-g...
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Image Courtesy: Svenska Hamnarbetarna
The latest mediation round between Swedish Dockworkers’ Union, section 4, and APM Terminals Gothenburg has been terminated after the latest attempt of reaching a deal on collective bargaining agreement fell through.

Dockworkers union said that it had proposed on Tuesday, July 4 that the parties sign a collective agreement built on a previously proposed mediation bid as a temporary solution, “to try to normalize relations and to work towards a sustainable solution in agreement negotiations forward.”

As disclosed, the conditions were that the agreement would be short and clear.

However, APM Terminals rejected the offer, the union informed, adding that, according to the government-appointed mediators, the company was not interested in a short contract.

Following the latest developments, the mediators announced that there were no preconditions for a reconciliation of the two parties on the matter, terminating the mediation round that was launched on June 16.

In June, APM Terminals Gothenburg served a notice of termination to 160 staff members, out of a total of 450 employees, due to “a sharp fall in volumes over the past year”.

However, earlier this month, the union said that there was no new information about APM Terminals recent announcement that the company will lay off 150 dockworkers in Gothenburg.

“The Swedish Dockworkers’ Union (SDU), which organises some 85% of the dockworkers at the container terminal, is still barred from participating in the redundancy talks and currently lacks insight in the ongoing related negotiations between APMT and the minority union STWU,” the union added.

In May this year, APMT imposed a partial lockout that was in effect from 4 pm (1600 hrs) on 19 May until midnight (2400 hrs) on 30 June.

According to the union, the employer’s industrial action meant that the dockworkers were shut out from the port without pay and that the terminal was shut down between 16.00 and 07.00 on all weekdays during the said period, resulting in production loss of 371 hours.

APMT had justified the move saying that after 14 blockades and nine days of strike action by SDU over the past year, the company needed a way of ensuring reliable service.

APMT Gothenburg is open but is operating slower than usual due to the recent cyber attack on its parent company Maersk.

World Maritime News Staff

Tags: Swedish dockersunion bustingSwedish Dockworkers’ Union (SDU)
Categories: Labor News

Colombia: Sugar union leader murdered

Labourstart.org News - Wed, 07/05/2017 - 17:00
LabourStart headline - Source: IUF Global Union
Categories: Labor News

Statement By SF Taxi Workers Alliance On Deregulation And Attack On Taxi Workers

Current News - Wed, 07/05/2017 - 11:51

Statement By SF Taxi Workers Alliance On Deregulation And Attack On Taxi Workers

http://www.sftwa.org

The world is experiencing a change in the way taxicab services are delivered on a global scale. The reason for this change is because of the development of an application (app), utilized on a smart phone that calls a person nearby driving his or her own car. The developers of this app, as a taxi service, call the type of business in which they are engaged peer-to-peer or “sharing.” It was based on illegal file-sharing apps (like Napster) which Kalanick was twice found guilty of running. It is different from the old “gypsy cabs” because the app has a Yelp-like rating system, to alert other users about the quality of the driver, and a built in payment system in which both “peers” are identifiable for potential crimes (failure to pay or kidnapping). The developer of the app makes money by charging the driver a percentage of each ride he/she performs. The driver makes money by charging the customer for the price of the ride. The driver (peer) uses the app entirely voluntarily and is an independent contractor paying a fee to a service for calls.

Those whose job it is to regulate vehicles for hire, at both the city and state levels, have allowed them to operate under the rubric of “not wanting to stifle innovation.” SF Mayor Ed Lee declared July 13, 2013 “Lyft day” after his own MTA was issuing Uber “cease and desist” notices (October 20, 2010).” The CPUC then took it upon themselves to usurp regulatory oversight by declaring them (during a hasty two-day meeting) a new form of livery industry, Transportation Network Company (TNC) which they do regulate. They can therefore go anywhere in the state without regulation from local municipalities. Of course, they do not go anywhere, but rather to the cities with the greatest market for their services; that market is San Francisco. Over fifty thousand TNCs now flock to San Francisco daily to pick up fares, contributing to the air pollution and traffic congestion that everyone now recognizes.

This business has decimated traditional for-hire ride services, particularly taxis. Taxi drivers have seen their number of rides (and income) cut substantially by one third to one half. Many drivers have simply quit driving taxi. Some have become Uber drivers. As a result half of the taxi fleets stand idle. Now Uber and Lyft drivers with grievances against the TNCs have approached labor unions and asked for representation. Their desire for labor recognition belies the fact that for taxi workers they are considered the labor equivalent of “scabs.” Neither taxi drivers nor TNC drivers are strictly speaking workers. If not for the decline in their incomes most taxi drivers and TNC drivers would not have any interest in unions. Why, therefore, should the labor movement have any interest in un-organizable independent contractor taxi drivers?

Taxi drivers were among the first occupations to become “independent contractor” in 1978 when the employer-employee relationship broke down due to Proposition K. Cab companies saw the independent contractor status as a way to shift the risk for taxi operation entirely to the driver. The driver now paid a flat “gate” to take the cab out and returned the cab with a full tank of gas. The companies therefore made a definite profit every day regardless of how poorly the driver did. Independent contractor status has now spread far and wide throughout the workforce, undermining labor’s efforts to organize workers. Taxis, however, have been limited by city regulation by the requirement to possess a medallion, which the city issues. Thus taxi drivers have been able to achieve a decent income, despite the intention of the independent contractor status to drag incomes down. With the over-supply of drivers that the TNCs provide, the independent contractor device works and the incomes of taxi drivers and TNC drivers fall below the minimum wage for employer-employee workers.

To be continued . . . .

Tags: UberLyftderegulationindependent contractorsunion busting
Categories: Labor News

Ireland: Unions warn against threats of AI and Brexit to worker rights

Labourstart.org News - Tue, 07/04/2017 - 17:00
LabourStart headline - Source: The Irish Times
Categories: Labor News

UK BA flying pickets are determined to bring bloody awful bosses back down to earth

Current News - Mon, 07/03/2017 - 19:47

UK BA flying pickets are determined to bring bloody awful bosses back down to earth
https://socialistworker.co.uk/art/44905/BA+flying+pickets+are+determined...
by Dave Sewell

British Airways (BA) cabin crew were back on the picket lines at London Heathrow airport today, Saturday.

Around 3,000 Unite union members in BA’s “mixed fleet” had began a new walkout. It was the launch of their longest strike to date after a three-month gap and a series of talks, set to continue for 16 days.

Workers are angry as ever at their low pay. Jason, who was on picket line at Hatton Cross Tube station, said, “I’ve had to work second jobs to make ends meet.

“It’s really tiring to come back from a trip and instead of recuperating do an eight or ten hour shift at a bar or waiting tables.

“Because our basic pay is so low we have to live off our flight allowances.

“That means your pay is inconsistent too—it depends what you fly in a given month.”

One worker explained that in a bad month they were paid less than half of what they got in a good month. Other workers are in locked in a trap. They have to get advances on their wages one month to pay off the advance on their wages they needed the previous month.

Many still live with their parents, or rely on the income of a partner. Few come close to the total pay BA advertised when they took the job.

Workers rejected BA’s insulting offer to end the dispute. One picket told Socialist Worker, “It just moved around the same pot of money without adding to it—robbing Peter to pay Paul.”

Bonuses

And it came with a sting in the tail—workers who strike have a series of bonuses taken off them, including the staff travel discount. Sarah told Socialist Worker, “I have two little kids to support, and on this wage that’s not possible.

“Now I’m losing the staff travel allowance it means I can’t take them on holiday. And that’s just because I exercised my legal right to strike for what I believe in.”

Despite this, striker Shane said, “It’s liberating to be on strike. I was worrying about it all last night and I’m definitely glad I came down. We can win if we stick together, and more people seem to be taking action this time.

“They’ve seen that the only way to resolve this is by getting behind the strikes. And they’ve seen what striking is—that what you lose is much less than what you stand to win.”

One first time striker, Harry, was driven to join the walkout by the “unfair treatment of my colleagues and myself”. “We’re responsible for evacuating an aeroplane in an emergency,” he said.

“If that’s the case then we should get a fair wage so we can afford to eat and drink and enjoy our lives a bit.”

In response to the strike BA has cancelled some flights, diverted its other fleets to cover some and “wet-leased” other airlines to cover others. Zak pointed out, “In a way this means we’re already winning—they are having to spend millions on wet-leasing, besides the cancellations.”

And for many pickets, the fact that BA would rather spend money on breaking the strike than paying a living wage only made them angrier.

They largely accept the idea that it’s impossible to ask other workers to refuse to fly their routes.

Nevertheless, the potential is there, particularly among BA’s other fleets where many workers support the strike and stand to gain from beating the penny-pinching bosses.

And to overcome BA’s intransigence this question of solidarity will have to be addressed.

Division and low pay is the point of the mixed fleet. It was set up in 2010 to undercut the collective bargaining of BA’s existing workforce.

It relies on a high turnover of workers, bringing lower expectations and a lower level of organisation. Graham said, “The whole model is that after three years they don’t want you any more.”

But there’s something missing from the model. Bosses didn’t reckon with workers’ determination. Jason said, “We’re striking because we love the job—and we want to be able to afford to do it long term.”

Donate to the strike fund at sites.google.com/view/mfunite/how-to-support
Send messages of support to @MFUnite on Twitter

Tags: BA Flight Attendants strikecabin crewslave wages
Categories: Labor News

UK: Bank of England staff to strike for first time in 50 years

Labourstart.org News - Sun, 07/02/2017 - 17:00
LabourStart headline - Source: Unite the Union
Categories: Labor News

Australia: ACTU wins first national family and domestic violence leave in the world

Labourstart.org News - Sun, 07/02/2017 - 17:00
LabourStart headline - Source: ACTU
Categories: Labor News

Indonesia: Govt warns Freeport about laying off 4,000 employees

Labourstart.org News - Sun, 07/02/2017 - 17:00
LabourStart headline - Source: Jakarta Post
Categories: Labor News

China’s Takeover of the Port of Piraeus in Greece: Blowback

Current News - Sun, 07/02/2017 - 10:14

China’s Takeover of the Port of Piraeus in Greece: Blowback
for Europe
http://apjjf.org/2017/13/Mathews.html

John A. Mathews

July 1, 2017
Volume 15 | Issue 13 | Number3
In mid-2016 the Chinese ocean shipping company COSCO succeeded in acquiring a controlling stake in the Greek port of Piraeus. This was the culmination of more than a decade of preparation and prior part ownership, and it represents an important piece in the complex jigsaw of China’s One Belt One Road internationalization strategy linking Europe with Eurasia. Along the way there were major setbacks, and in particular a narrowly avoided ejection of COSCO from Piraeus by the newly elected Syriza government, the far left government elected in Jan 2015 by a Greek people exhausted by the austerity imposed by European creditors. This threatened ejection was narrowly avoided by a more comprehensive set of negotiations, which would have seen China funding the Greek government through purchase of its Treasury bills – thereby enabling the Greeks to get around sanctions being imposed by the European Central Bank.

China’s entry to Europe via Greece, putting in place an essential piece in Beijing’s greater One Belt One Road strategy, must rank as one of the most delicious episodes of blowback in recent history. Institutions like the European Central Bank (ECB) can take sole responsibility for strangling Greece. It was deaf to all pleas for a constructive engagement and restructuring of the debt – as told vividly by Yanis Varoufakis, former Finance Minister of Greece who lived through the entire shameful episode, in his recently published memoirs, Adults in the Room. But as the EU institutions applied the pressure, so they fostered a determined effort on the part of the Greek government to slip the noose. This was done most effectively by allowing China Ocean Shipping Company (COSCO) to purchase a majority stake in the port of Piraeus. What had started as a demand by the European institutions that Greek public assets be privatized in a ‘fire sale’, became the means to allow China to penetrate Europe’s defences, and build a major transport hub – encompassing rail, road and sea – linking Europe with Eurasia.

While Varoufakis was forced to resign his ministerial position in July 2015, his actions in helping to bring the Chinese and Greek authorities together have borne abundant fruit. While the Chinese had expressed interest in modernizing and expanding Piraeus as far back as 2008, when COSCO acquired a part stake in Pier II at Piraeus, by the time the Syriza government was elected in Jan 2015 there was a real danger that the new ministers would respond to populist pressure and expel the Chinese. Varoufakis describes how he was able to get past these entrenched positions, and create the foundations for a relationship between China and Greece that would give Greece a ‘Get out of Jail’ card from the debtor’s prison imposed by the Europeans.

What happened is a matter of public record. In mid-2016 COSCO was authorized by the Greek government to purchase an initial 51% stake in the Piraeus port, at a cost of $316 million, to be followed by a further 16% stake within five years, at a further cost of $99 million. (For background, see ‘How a Greek port became a “dragon head”’ by Andreea Brinza, The Diplomat, April 25 2016). So much has been on the public record. But Varoufakis’ memoirs flesh out the story, and add further details that reveal what a clear case of blowback this is.

Since being catapulted to global fame in his brief career as the Finance Minister of Greece, from February to July in 2015, Varoufakis has been performing like a man possessed. On top of the two editions of his global analysis of US economic power, using the metaphor of the Global Minotaur, he has also published a lengthy account of the European dilemmas created by the mismanagement of the Eurozone (And the Weak Suffer What They Must?) and most recently his memoirs, Adults in the Room. This latter book provides a vivid and detailed account of his confrontation with the European creditors who were holding Greece to ransom. There is much in this outpouring of personal memoir and robust analysis that is of great value. But one thing in particular struck me as worthy of comment. This is Varoufakis’ first hand commentary on his negotiations with China over the mooted investment by COSCO in the port of Piraeus and wider involvement of China in offering a way out of the Greek debt tragedy.

Piraeus Port Authority

China had been looking for an entry into Europe as part of its One Belt One Road strategy, which involves multiple new maritime and land routes linking the parts of Eurasia. In this endeavor the Greek port of Piraeus plays an important role. China’s COSCO the shipping and ports giant made waves when it was announced in 2008 that it would be allowed to own and operate Pier II of the Piraeus port. It used the intervening years to substantially upgrade and expand this operating base, and to turn Piraeus into a major transport hub, with rail links into Europe such as the Chinese financed high speed rail link between Hungary and Serbia.

What Varoufakis reveals (and I don’t think this is available through any other source) is that as Finance Minister he was setting up a much more comprehensive deal than COSCO merely becoming the owner and operator of the port of Piraeus – subject to all necessary safeguards for employment continuity and labor conditions. What Varoufakis was seeking was to secure a way around the strangulation being imposed by the European Central Bank (ECB) in Frankfurt. The ECB was effectively refusing to allow the Greek government to issue Treasury bills, which would have provided one legitimate means to allow it to meet repayments to the ECB and IMF, at least in the short term. The ECB justified this hostile act on grounds that it was protecting Greek banks from purchasing worthless assets. But as Varoufakis explains, this was reversing causality. The T-bills would have been worthless only because the ECB was stopping banks from purchasing them. And so the noose was tightened – in the Eurozone area where the ECB set the rules. But Varoufakis describes how China was seen as a potential player beyond the remit of the ECB – and as one that could potentially break the impasse.

Varoufakis was sufficiently savvy to know that the Chinese had to be offered a substantial incentive to help out – and reviving their bid to enable COSCO to take over the running of Piraeus was a prospect that fitted the bill. And so a grand scheme was set in motion. China would bid for Greek T-bills at the public auctions staged by the Greek government, in sums large enough to break the government’s funding drought. Sums of $1.5 billion were mentioned, for the month of March, with up to $10 billion ultimately being made available. And in return COSCO would be allowed to purchase a controlling stake in the port of Piraeus (subject to all appropriate safeguards). This would provide China entry to Europe, via rail, road and sea, enabling China’s One belt One Road strategy to close the gap between Europe and Eurasia. And it would be done right under the noses of the European institutions that were set on strangling Greece in order to make it an example for other weak indebted countries like Spain, Portugal or Ireland.Had this grand scheme been allowed to come to fruition, the Greek story and the Eurozone crisis might have had a very different outcome. Had China proceeded to bid for $1.5 billion in Greek T-bills, this would have enabled the Greek government to demonstrate to the world that some players in the market valued the T-bills, and so overturn the ECB argument that it could not release liquidity to the Greek economy. And this in turn would have forced the ECB to treat the Greek economy as a ‘normal’ player in the Eurozone, and allow it to begin substantial repayments, allowing for good faith renegotiation of the terms of indebtedness. And this would have ended the arguments that insisted that austerity was the only ‘treatment’ for the disease of imbalance within the Eurozone, with creditor countries like Germany putting unbearable pressure on debtor countries like Greece. And Varoufakis might have been able to stay on as Minister of Finance, and might have been able to proceed with his proposals for sensible restructuring of the Greek debt.

But none of this came to pass – and the reason (as revealed by Varoufakis at page 320/321 of his memoirs) is that the Chinese side never went ahead to make the purchases of the T-bills as agreed. Instead they made bids at two successive auctions of just $100 million each – certainly substantial, but nothing like the agreed bids of $1.5 billion that would have broken the logjam. And the reason they were so cautious, again according to Varoufakis, is that they were covertly warned off – by the German Ministry of Finance. As he tells the story (p. 321), “Someone had apparently called Beijing from Berlin with a blunt message: stay out of any deals with the Greeks until we are finished with them.” This was conveyed to Varoufakis by his Greek Prime Minister, who had sought clarification of what was going on with the Chinese premier in Beijing.

Now this account may or may not be true. Varoufakis is a credible witness -- both because of his own reputation as well as the generally credible nature of his account of the prolonged negotiations between the Greek side and the Europeans over the terms of Greece’s indebtedness. As a claim it deserves some comment or corroboration from the Chinese side – as there is unlikely to be any public comment from the German side or the ECB. Until there is any further comment corroborating or failing to corroborate the story, let us allow that it is likely to be true.

If that is the case, then the Germans shot themselves in the foot by blocking Greece in this way. Effectively their actions in strangling the country forced Greece to find an alternative source of funding, and China was available as a player. While it didn’t deliver on the immediate funding plan negotiated by Varoufakis –it did deliver as a player in the privatization program that the Greek Syriza government was forced to endure. And this is what enabled China to extend its control to include the European port of Piraeus – in spite of objections (no doubt voiced behind the scenes) by the Germans and the European institutions which would see Chinese logistics firms as competitive threats.

The wider story then is that this episode, while failing to provide a circuit-breaker that might have unlocked the Greek crisis and led to a very different outcome, did in fact allow China to enter southern Europe via the purchase by COSCO of a controlling stake in the port of Piraeus. This is blowback for the Europeans, and in particular for the Germans. Had they not been so obstinate in strangling the Greek economy, and insisting so hard on austerity, then the Greek government might not have been so keen to welcome the Chinese as new owners of their port. This episode reveals that in a multipolar world, there are limits to a strategy of imposing ideologically driven austerity on a single country by squeezing its banks and enforcing fire sale privatizations. In the case of Greece this strategy has succeeded in its narrow aims of keeping Greece as a subservient partner in the Eurozone – but at the cost of allowing China to establish its bridgehead in Europe’s transport networks that will be of major long-term strategic significance. And the story provides insight into China’s strategy, where the long-term goals are set and then actions are taken to implement these goals as opportunities present themselves. Greece’s Eurozone crisis was the perfect opportunity for China to sow its ‘dragon head’ investments in Europe, with the port of Piraeus as the focal point of the strategy.

Tags: privatizationPort of Piraeum COSCO
Categories: Labor News

Brazil: Unions protest Temer's reforms amid political crisis

Labourstart.org News - Fri, 06/30/2017 - 17:00
LabourStart headline - Source: Reuters
Categories: Labor News

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