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"Instead of calling for government intervention, a far more productive tact would be to press the companies to meet the workers' very reasonable demands," the AFL-CIO president said.
The president of the AFL-CIO sent a letter to House Republicans on Thursday asking them not to intervene in contract negotiations between the International Longshoremen's Association and the U.S. Maritime Alliance, which could lead to the first East Coast port strike since 1977 if a deal is not struck by October 1.
The letter came in response to another letter sent by Republican lawmakers to U.S. President Joe Biden on September 19, urging him to "find a reasonable resolution to these contract disputes" and to "utilize every authority at its disposal to ensure the continuing flow of goods" if a strike does occur.
"Averting a strike is the responsibility of the employers who refuse to offer ILA members a contract that reflects the dignity and value of their labor," AFL-CIO president Elizabeth H. Shuler wrote in response to the GOP representatives. "The fight for a fair contract for longshoremen is the entire labor movement's fight."
"The public strongly supports these front-line workers and their just demand for economic security."
A potential strike would see between 25,000 and 50,000 workers walk off the job on Tuesday at 36 locations along 14 East and Gulf Coast port authorities, including 10 of the busiest in North America.
The union wants substantial raises to cover the cost of inflation. While West Coast port workers make a base wage of $54.85, their East and Gulf Coast counterparts make only $39.
The ILA is also demanding better healthcare, and a promise not to install automated or semi-automated terminals at the ports. However, negotiations between the union and the U.S. Maritime Alliance (USMX) broke down in June when the ILA said that USMX had begun using an automated gate to allow trucks into ports, in violation of the current contract.
The union has since contacted USMX to discuss wage increases, but the company has not upped its offer.
"My ILA members are not going to accept these insulting offers that are a joke considering the work my ILA longshore workers perform, and the billion-dollar profits the companies make off the backs of their labor," ILA president and lead negotiator Harold J. Daggett said in a statement on Monday.
"The blame for a coast wide strike in a week that will shut down all ports on the Atlantic and Gulf Coasts falls squarely on the shoulders of USMX," Daggett continued.
In their letter, the Republican representatives warned about how the strike "would result in delays and dire impacts to our supply chains, our economy, and the American consumer." They evoked the "supply-chain crisis" during the Covid-19 pandemic that was a major driver of inflation, saying that a one-week strike would cause a one-and-a-half month backlog.
However, Shuler said that the GOP letter made a strike—and its economic consequences—more likely, not less. That's because the leaning on Biden to use his authority to "ensure the continuing flow of goods," suggested Shuler, could reasonably be interpreted as a request for him to file a judicial injunction under the Taft-Hartely Act to stop a strike from taking place.
"History tells us that when companies can count on an injunction against a strike, they do not negotiate in good faith to reach an agreement. By even suggesting a possible injunction, your letter makes a deal less likely and a strike all the more likely," Shuler said.
This is especially the case because the Biden administration toldReuters earlier this month that it had "never invoked Taft-Hartley to break a strike and are not considering doing so now."
"Yet," Shuler told the representatives, "your letter tries to suggest otherwise, giving the companies reason to dig in their heels. Instead of calling for government intervention, a far more productive tact would be to press the companies to meet the workers' very reasonable demands."
Shuler defended the workers' rights to wages that keep pace with living costs as well as job security in a changing technological landscape.
"Like workers in many other industries—from hospitality to healthcare to film and television—they need fair contract provisions that protect their jobs from being eliminated by automation," Shuler said.
She also noted that the port workers had made significant sacrifices to keep the ports moving during the early years of Covid-19.
"Throughout the pandemic, longshore workers never took a day off, risking their health and lives to make sure shelves were stocked and the supply chain remained strong," Shuler wrote. "The public strongly supports these front-line workers and their just demand for economic security."
She continued: "It adds insult to injury to encourage USMX to provoke a strike rather than agree to a fair contract for the workers who kept food on the table and our economy running through the darkest days of the Covid-19 crisis."
The Transportation Trades Department (TTD) of the AFL-CIO also spoke out against government intervention in the negotiations.
"Relying on Taft-Hartley is not a winning strategy and should not be USMX's expected path to resolution," TTD president and scretary Greg Regan and Shari Semelsberger said in a statement. "The Biden-Harris administration has already stated, in their own words, 'We've never invoked Taft-Hartley to break a strike and are not considering doing so now.'"
Regan and Semelsberg added that USMX was to blame for the risk of a strike.
"Let us be clear: The employers, not the workers, have shirked their responsibility and punted labor negotiations to the 11th hour, when the damage to the public and the national supply chain would be most detrimental," they said. "While USMX seeks to cast blame on the frontline workers who move our supply chain, they are at fault."
"Remember this as they seek shelter from the disaster that they created," Regan and Semelsberg concluded.
This piece has been updated with a statement from the Transportation Trades Department of the AFL-CIO.
Worker pay, already failing to keep pace with cost-of-living increases, is at risk of being further suppressed as artificial intelligence and other technologies threaten to automate 27% of existing jobs in wealthy countries.
As corporate profits soar, the real income of workers in 38 wealthy countries has fallen by an average of nearly 4% over the past year, and the situation could deteriorate further as artificial intelligence and other forms of technology threaten to automate 27% of existing jobs in the same nations.
That's according to the Organization for Economic Cooperation and Development's (OECD) latest annual employment outlook, published Tuesday, which stresses the "urgent need to act."
"OECD countries may be on the brink of an AI revolution."
One of the report's key findings is that in most high-income countries, labor markets have "stabilized" since the Covid-19 pandemic unleashed economic chaos more than three years ago. The OECD unemployment rate was 4.8% in May 2023, compared with 5.3% in December 2019. However, joblessness varies widely among the club's members, from 12.7% in Spain to 3.6% in the United States and 2.4% in the Czech Republic.
Tight labor markets typically improve workers' bargaining power, yielding wage gains. But despite historically low unemployment rates in many OECD countries, the report finds that real wages across the bloc declined 3.8% between the first quarter of 2022 and the first quarter of 2023.
Nominal wages increased 5.6% from Q1 2022 to Q1 2023, but that wasn't enough to offset the ongoing cost-of-living crisis, the report indicates. As a result of high and persistent inflation—a phenomenon that many experts say is inseparable from corporate profiteering—real income decreased by as much as 15.6% in Hungary, 10.4% in the Czech Republic, and 0.7% in the United States.
Several earlier analyses have shown that since the Covid-19 pandemic and Russia's invasion of Ukraine disrupted international supply chains—rendered fragile by decades of neoliberal globalization—highly consolidated corporations have capitalized on myriad crises to justify price hikes that far outpace the rising costs of doing business, padding their bottom lines at the expense of working-class consumers.
The OECD's new report also acknowledges that "profits have often risen more than labor compensation."
"Going forward," the report notes, "evidence suggests there is some room for profits to absorb further wage adjustments to recover some of the losses in purchasing power gradually without generating significant price pressures or resulting in a fall in labor demand."
Workers' incomes could take additional hits due to technology-induced automation.
"While firms' adoption of AI is still relatively low, rapid progress including with generative AI (e.g. ChatGPT), falling costs, and the increasing availability of workers with AI skills suggest that OECD countries may be on the brink of an AI revolution," the report states. "It is vital to gather new and better data on AI uptake and use in the workplace, including which jobs will change, be created or disappear, and how skills needs are shifting."
"The potential for substitution remains significant, raising fears of decreasing wages and job losses."
The report estimates that 27% of existing jobs in OECD countries are at high risk of automation, from AI and other technologies. If even a fraction of those jobs are automated, it could lead to a surge in unemployment—weakening workers' bargaining power in relation to employers and setting the stage for further wage repression.
"High-skill occupations, despite being more exposed to recent progress in AI, are still at least risk of automation," says the OECD. "Low- and middle-skilled jobs are most at risk, including in construction, farming, fishing, and forestry, and to a lesser extent production and transportation."
According to the report, 63% of finance workers and 57% of manufacturing workers are worried about job loss due to AI in the next 10 years.
The OECD makes three key recommendations to policymakers:
Stefano Scarpetta, OECD director for Employment, Labor, and Social Affairs, wrote Tuesday that "despite the renewed worries about a jobless future, the impact of AI on job levels has been limited so far."
"However," he added, "it is also clear that the potential for substitution remains significant, raising fears of decreasing wages and job losses."
"You can't just replace the manpower with a machine when it's not always as effective," said one railroad worker.
With railroad operator Norfolk Southern involved in numerous significant train derailments and other accidents in recent weeks, the company on Monday unveiled a "six-point safety plan" that officials claimed would "immediately enhance the safety of its operations."
But critics including rail workers were quick to point out that one aspect of the plan could worsen the growing problem of reduced railroad crews, which they say has contributed to dangerous conditions on railroads.
The plan calls for a number of improvements to Norfolk Southern's systems to detect overheated wheel bearings, which the National Transportation Safety Board said in a preliminary report appeared to be the cause of the train derailment in East Palestine, Ohio on February 3.
In addition, Norfolk Southern said it aims to accelerate its "digital train inspection program" by partnering with Georgia Tech Research Institute to develop new safety inspection technology the company claims could "identify defects and needed repairs much more effectively than traditional human inspection."
The technology would use "machine vision and algorithms powered by artificial intelligence," the plan reads—offering what journalist Sam Sacks said is likely a thinly veiled proposal for "further reductions" in the company's workforce.
\u201cNorfolk Southern put forward a safety plan that likely includes further reductions in its workforce.\u201d— Sam Sacks (@Sam Sacks) 1678116938
As Common Dreams reported last month, the national inter-union organization Railroad Workers United (RWU) has called for comprehensive legislation and robust action from regulators to keep rail workers and communities safe, warning that rail companies including Norfolk Southern have been lobbying for years for federal approval to reduce train crews and loosen safety protocols.
Rather than rail companies developing safety plans themselves, federal action is needed to guarantee "proper and adequate maintenance and inspection of rail cars and locomotives, track, signals, and other infrastructure, RWU co-chair Gabe Christenson said in a statement Monday.
Rail workers have "predicted stuff like" an increased reliance on automation, railroad worker and RWU steering committee member Matt Weaver told Common Dreams on Tuesday, as "the Precision Scheduled Railroading [PSR] business model" used by rail companies "calls for doing more with less."
Under PSR, rail companies attempt to maximize profits by running trains on strict schedules and cutting back on equipment and staff. Railroad unions have said the system and the resulting lax safety protocols are an underlying cause of recent train accidents including the East Palestine derailment, another derailment that took place in Michigan less than two weeks later, and a collision between a Norfolk Southern train and a dump truck on Tuesday in Ohio, in which conductor Louis Shuster was killed.
Weaver noted that RWU and his own union, the Brotherhood of Maintenance of Way Employes Division (BMWED), aren't opposed to the use of automation in inspections entirely.
"We used to have 12-man gangs that put all the ties in by hand and everything, and now we have lots of machines which do help us live longer and not have our backs or our hips, knees, shoulders [get injured]," he told Common Dreams. "But you can't just replace the manpower with a machine when it's not always as effective. Eyes on the rails and the tracks can catch some things the machines do not."
"We've accepted those as additional help," he added. "Not as a replacement."
Last year, as railroad companies including Norfolk Southern demanded that the Federal Railroad Administration (FRA) allow them to continue pilot programs testing automated safety inspections, BMWED noted that according to FRA data, the causes of 48 train accidents that took place between 2016 and 2021 could only be detected through visual inspections while just 14 could be detected through "enhanced track geometry inspection" done by machines.
"Over 50% of the accidents that happened from 2016 to 2021 do not even have the ability to be found by the technology that they're looking to use," Roy Morrison, director of safety for the union, told Freight Waves last May.
In recent days rail unions have denounced an attempt by Norfolk Southern to use workers' demands for paid sick leave against them—offering BMWED members four days of sick leave in exchange for the union's support for its automated inspection program.
"Norfolk Southern's proposal was ultimately for the union to be complicit in Norfolk Southern's effort to reduce legally required minimum track safety standards through supporting their experimental track inspection program without a sensible fail-safe or safety precautions to help ensure trains would not derail," wrote Jonathon Long, general chairman of the American Rail System Federation of the BMWED, in a letter to Ohio Gov. Mike DeWine. "In other words, Norfolk Southern's proposal was to use your community's safety as their bargaining chip to further pursue their record profits under their cost-cutting business model."
Weaver argued that strong comprehensive railroad safety legislation is needed to compel railroad companies to keep workers and communities safe. RWU has expressed support for some aspects of the bipartisan Railway Safety Act of 2023, introduced last week, but warned that loopholes will allow companies to "avoid the scope of the law without violating the law" and ultimately use the legislation to reduce staff.
"That's kind of their ultimate goal," Weaver told Common Dreams. "And you can't trust a capitalist industry, a for-profit industry to self-regulate. We have to have government intervention. So it's time for the regulators to regulate and the public servants to serve the public."