The heirs to Leon Trotsky continue to wish for a
possible freight railroad strike becoming
the opening act in the long-postponed Final Crisis of Capitalism.
Under the guise of being the “most union-friendly president in American history,” the Biden administration has pursued a deliberate policy of using the services of the corrupt union apparatus to prevent the outbreak of strikes and curb wage growth by enforcing substandard contracts. On the railroads, Biden sought to replicate the “successes” that he scored earlier this year in the refinery industry, as well as on the West Coast docks, where 20,000 workers have been kept on the job since July without a contract.
However, railroaders are challenging more than just the policy of the current administration. They are combatting the entire structure of “labor relations” as it has evolved over the past 40 years, the central feature of which has been the complete integration of the unions with the state and the corporations. The job of the union bureaucrats, which they have dutifully and ruthlessly carried out and for which they have been handsomely rewarded with billions of dollars in corporate stock, has been to help force through massive cuts and suppress all working class opposition.
Under this framework, the living standards of the working class were thrown back by a century, while inequality reached its highest levels on record. Now it is buckling under the stress of decades’ worth of pent-up social anger which can no longer be postponed.
I don't know, the continuation of that essay suggests that the only place there is an
industrial reserve army is in the
evergreen disciplines. (As an aside, remind me again, how the absence of television or polio vaccines or instant replay translated into higher living standards for the working class of the Coolidge era.)
During the last week of voting on the railroads, 50,000 graduate students in California and New York City went out on strike to demand massive pay increases to cover skyrocketing rent and cost of living. They are members of the United Auto Workers, where Will Lehman, a socialist and Mack Trucks worker, is running for union president on a platform of abolishing the bureaucracy and establishing rank-and-file control.
Since the rail contract was first proposed in September, tens of thousands of pilots and other airline workers have voted to reject contracts and authorize strikes. Like railroaders, they are under the jurisdiction of the anti-worker Railway Labor Act. While the corporate press and the union bureaucracy present this as a “disaster” that would hurt “the economy,” tens of millions of workers would welcome and support a rail strike and would take it as the signal to push for their own demands.
Perhaps so, although
from the perspective of a retired railroader, not so much.
I quickly discovered from an angry old conductor that every minute counts when you are being paid by the hour—especially when you’re on overtime. We had a “toe to toe” confrontation over our release time once when our watches disagreed by a few seconds. “That was ninety-five cents you were about to throw away. And don’t forget to put in for the eighty-five cents arbitrary we’re owed for coupling an air hose.”
These men of the Greatest Generation—who scavenged for food during the Great Depression—scoured their weekly statement of earnings, checking it line-by-line for any minuscule errors or omissions. Certain that they were purposely being cheated, they immediately ran to their union rep, upon finding any discrepancy. One brakeman even insisted there was a conspiracy afoot: “Think of how much money they [the railroad] saves if they short every employee out of a single minute. It adds up to a fortune.”
Most accepted the fact, that with their level of education, even after having served in the military during World War II, they were reasonably well compensated. They coveted the free healthcare that railroad employment (at the time) provided them. To that end, their families simply had to understand that the privilege of “marking off” amounted to a voluntarily pay cut since they weren’t compensated whenever they didn’t work. Holidays were observed only when they happened to fit into a railroader’s work schedule. Neighbors had to accept that any social plans were temporary, and subject to sudden unannounced cancelation. When able to attend a high school play or sporting event, the railroader was excitedly introduced to his children’s friends as the dad they’d alluded to from time to time, just to prove that he actually existed. When the coal miners went on vacation, or the Florida tourist season ended during the summer, a drop in business meant that railroaders were furloughed—cut off. Thus, the rule of thumb for the older generation of railroaders was to make as much as they could while they could.
Those older heads might have trouble understanding why what looks like a generous increase in pay packets with
no change in terms of service doesn't sell. The newer railroaders see things differently.
I began to notice the hastening evolution in the grand scheme of things as my career progressed. The old heads retired and were replaced by younger men with high school or college educations. While some were likely management candidates, most soon realized that the pay and benefits they earned as union-represented agreement-covered workers greatly exceeded what they could expect to make sitting behind a desk, Monday through Friday, nine to five. The difference was that because of seniority, the better paying jobs and preferred days off belonged to senior railroaders. It always seemed unfair to me that the time when a wife and family needed the railroader the most was when he could schedule his vacation the least. So, he marked off without pay, if he could afford to.
As women began to enter the railroad workplace in the operating crafts as well as many clerical positions from which they had previously been excluded, the dynamics of the industry changed dramatically. Time off became even more important.
Less senior railroaders mark off and deal with it.
Tenure trackers whine in Inside Higher Ed about their
lack of work-life balance. Meanwhile, the brass hats continue to argue the previous sort of contract.
By contrast, contract negotiations remained pretty much standard. The old management playbook appeared to be, “Open the cage, throw in a little meat, and watch them fight each other over it.” To the older men, who grasped every penny as if it was their last, getting a few cents more per hour was a huge victory. When the enhanced contract was finally agreed upon, the increased wages were factored in and calculated, and a long awaited back-paycheck was issued. Once in the bank, it usually meant a new car, a family vacation, or paying accrued debts. No one seemed to care that paid vacation or sick leave never remained on the table long after initial Section 6 notices were introduced. It was all about wages. Those old fellows were grateful for a job that put food on the table and a roof over their family’s head, even if it meant that they seldom got to sleep there, and most of their meals were enjoyed conversing with the waiter at some corner hash house in the middle of the night. A raise was a raise.
That seems to be the attitude of the Jarrett regency, that is, if the Jarrett regency is still paying attention to the possible railroad strike in another week. The new hires, on the other hand, have an
understanding of labor markets that's beyond Karl Marx or any other minor post-Ricardian.
The most prominent change has been the expectation of the new breed of employees who now work for the railroad—airline pilots, teachers, servicemen and other educated professionals. Management can’t just callously toss money on the table and expect their workers to go away with a smile on their face counting their blessings, as they did in the old days. There are so many other options for workers or job candidates, with or without higher education levels. Railroads refuse to recognize that they can’t rely on past practice to guarantee future performance.
As to the current national quagmire: Quality of life is not just a passing fad. It’s a core concern. You’re going to have to deal with it. It’s not going away.
Failure to offer some program of paid sick leave is not only unconscionable, but patently unsafe. I often went to work so sick I could hardly keep my head raised to observe the signals ahead—but I had to. For most other people, even those employed in entry level occupations elsewhere, an allotment of annual sick leave is customary. It only makes sense that most successful companies do not want sick employees in the workplace risking infection and further absenteeism to others. Not so the railroads.
I repeat, because repeat I must:
we are all underemployed compared with our ancestors. Now it might be that two-plus years of printed money being handed out to encourage people not to work is contributing to the current impasse in transportation, but I don't carry on about
income and substitution effects in labor supply simply to
tease the have-it-all feminists, do I? Nor about the false economy of running more trains with fewer workers, when that becomes,
predictably, the absurdity of a
dog-catch crew being called to a train, which subsequently doesn't move, and twelve hours later another dog-catch crew shows up at the same train.
Trimming the workforce to the bare bone in order to cut costs has simply exacerbated the dilemma. Thanks to maximization of human resources (by whatever name you wish to call it), there no longer is ample manpower to fill vacancies, even when assigned workers are ill. Predicated on yo-yo force reductions of the past, it was assumed that after months of payless paydays, due to the pandemic, workers would be flooding sign-up locations in droves, and climbing aboard their trains. Not so. With attractive alternative options, new hires didn’t come back, and long-time workers who were qualified resigned and claimed the Railroad Retirement benefits they had earned. People are voting with their feet.
Railroad management can publicly deny that a toxic atmosphere of threats and retribution exists. The pressure to produce more has become even greater, but you can’t extract blood from a turnip. As if to add insult to injury, railroads boastfully assert that employees really add nothing to their bottom line. The unions have picked up the gauntlet that management has thrown down and has answered, “We’ll see.” They’ve done a masterful job of educating the public this time, especially the press.
There might be battle lines drawn, but this time the sound track isn't Buffalo Springfield's. Labor markets serve to reallocate resources, and railroad managers are getting a hard lesson on that point about now.