The Pearson Survey of the 50,000 Employees at the Toronto International Airport: A Document Expressing the Ideology of Employers

The following is based on the report Understanding the Pearson workforce: Canada’s first airport workforce survey: Summary report, October 2019. The survey consists of a sample of 3,582 employees at the Toronto Pearson airport from a variety of positions, with the statistical expectation that these employees would be representative of the 50,000 workers who work at the airport.

Of course, since this report was written before COVID, the situation has changed at the airport, but it is still useful to look at the report.

The background to the survey expresses its limitations since it was initiated by the Greater Toronto Airport Authority GTAA).

The Greater Toronto Airports Authority (GTAA) is the operator of Pearson Airport.

The Greater Toronto Airports Authority (GTAA) is the operator of Pearson Airport.

The GTAA undertook a workforce survey—the first survey of its kind at any airport in Canada—to provide a baseline to understand more about the airport’s complex work environment, including who the workers are and how they get to their jobs. The information obtained from the survey will inform future work to identify gaps and support planning and programming to meet the airport’s transit and workforce needs. The survey was undertaken by Northstar Research Partners (Northstar) and developed in consultation with the Toronto Airport Workers Council (TAWC), a collective
of union representatives from across the airport that work together to address issues that impact airport workers.

The report was written with the support of the Peel-Halton Workforce Development Group and Northstar.

The GTAA is itself an employer. According to its Facebook web page, “The Toronto Airport Workers Council is committed to speaking up for workers at YYZ.” According to the Toronto Pearson web page, “The Toronto Airport Workers’ Council (TAWC) is the collective voice of Pearson’s 50,000 workers and its largest unions.”

Since the GTAA is an employer, its consultations, like consultations with union reps, expresses the power of employers to define issues and to express points of view that favour their interests–and not those of the working class. Given the power of the GTAA as a representative of employers as a whole at the Toronto Pearson Airport and its power as a particular employer, it is understandable that TAWC, in order to at least have some of its concerns recognized and perhaps addressed, decided to be a consultant  in the survey.

The report implicitly uses the standard of better paying, (unionized?), stable (permanent) and full-time positions as the basis for determining inadequacies in the employment situation of the workers at the airport. These better paying (unionized?), stable (permanent) and full-time positions are, apparently, the “good jobs” or “decent work” that social democrats refer to when they justify the goals that they pursue.

Consider, for example, the situation of workers at the airport who are part-time or who receive the minimum wage (as the report notes, these two categories of workers often overlap). The report states (page 4):

As noted above, there is an opportunity to identify and support career path development, in this case to less precarious jobs. Moreover, there appears to be some mitigation of the possible impacts of these aspects of employment precarity on these employees at Pearson.

Less precarious jobs (full-time/permanent), with better pay, thus constitute the standard of evaluation in the report.

I have criticized this standard in various posts. It is, of course, better to have a permanent position for most workers. Full-time work is also often preferable for workers than part-time work if they are going to meet their financial obligations and live some kind of enjoyable life outside of work. Receiving higher wages while working the same number of hours, obviously, is also preferable. However, nowhere in the report is their a hint of criticizing this standard.

This standard fails to criticize the fact that workers are Pearson International Airport are things to be used by

400-plus companies—public and private, large and small [pages 1 and 5].

(There are multiple page references to the same passage sometimes since the report includes the executive summary.)

There is not even a hint of the treatment of workers as things in the report (see The Money Circuit of Capital for a description of how workers are mere means to be used by employers, whether private or public.)  There is also not even a hint that the workers at Toronto Pearson are controlled and exploited (see the posts The Rate of Exploitation of Workers at Air Canada, One of the Largest Private Employers in CanadaManagement Rights, Part Four: Private Sector Collective Agreement, Ontario    and   Employers as Dictators, Part One).

The report in fact idealizes the working lives of 50,000 workers at Pearson. Apart from the issue of precarity, there is a lack of critical distancing from the class point of view of employers.

Thus, the report states (pages 1 and 5):

Employers include airport service providers, retail partners, airline and agency partners, to name a few, and all have a role in ensuring Pearson is a great place to work.

I fail to see how working for one or more of the 400+ employers at Pearson can ever result in Pearson being “a great place to work.” How can a workplace be a great place to work when the workers are used as a means to ends that they do not define? How can it be a great place to work when the workers are controlled, oppressed and exploited? The document is more ideology than anything else. Given that Air Canada workers are oppressed and exploited, it is undoubtedly also the case  that the other 400+ employers oppress and exploit their workers. How could it be a great place to work under such conditions?

Consider the workplace survey about workers’ attitudes towards working at Pearson. The report states (pages 2 and 23):

The majority of employees believe that Pearson provides not only a good job today, but also opportunity to grow and advance. This is especially true of younger employees who are early in their careers and see a path forward within the airport employment community.

Since the standard of evaluation for determining what constitutes a “good job” is one where work is permanent, full-time and better paying (unionized?), there is little wonder that “the majority of employees believe that Pearson provides … a good job today.”

Before becoming workers, working-class children in schools have been indoctrinated into believing that working for an employer is natural. Consider my posts concerning indoctrination of students in schools; the school history curriculum fails to provide opportunities for an historical understanding of the emergence of a class of employers and employees in Canada (see, for example, A Case of Silent Indoctrination, Part One: The Manitoba History Curricula and Its Lack of History of Employers and Employees ; this is one of several posts on the silencing of such an understanding in various Canadian provinces and territories). The lack of such an understanding is reflected in the silence concerning the power of employers to dictate to workers in various ways and to exploit them at Pearson International Airport.

Unions, in turn, have not even provided an opportunity for workers to question this dogma. Their reference to “fair contracts” and “decent work” reinforce such standards of evaluation. Is there any wonder that the majority of workers at Pearson use such low standards to determine whether their job is good or not?

Professor Tufts, a geographer professor at York University and spokesman for the Toronto Airport Workers’ Council (TAWC), refers to the “data being in.” Yes, but there is no data that provides for an examination of the extent to which workers at Pearson Airport would consider that they have good jobs by working for an employer on a permanent and full-time basis with a wage somewhat higher than the minimum wage–if they also believed explicitly that they were being oppressed and exploited by the employers at Pearson Airport.

Professor Tufts has some interesting things to say about the purpose of this report. He says the following (Professor Tufts on the Pearson Airport Workforce Survey):

We want to know … how their careers are developing in the future, and how we can better help their careers develop at the airport and make Pearson a place where it’s not just a place to come to work to survive, but it’s a place where you come to build a career and thrive. And this survey is the first stop to getting something to talk about, to come together and talk about how we can better solutions.

Count on Pearson and Toronto Airport Workers’ Council to make the airport a great place to work.

I would not count on that. The Toronto Airport Workers’ Council may stimulate the improvement of working conditions at Pearson, but improved working conditions are hardly the same as “a great place to work.” Of course, workers should struggle to improve their own working conditions. However, Professor Tuft, like most union reps here in Toronto, assumes that it is really possible to create a good workplace environment on the basis of working for a particular employer in the context of the class power of employers so that the workplace is “a great place to work.” I deny that categorically.

Professor Tufts and the authors of the report assume that working for an employer and working at a great place are mutually compatible. As noted above, in referring to the money circuit of capital, workers are ultimately things to be used for the benefit of employers. They are also exploited. These facts limit improvements in working conditions–including workers’ control of their own working lives at work. These facts also means that workers necessarily lack control over a large area of their work at Pearson International Airport–a fact hidden behind the rhetoric of “a great place to work.”

These facts, on the other hand, are expressed in management rights’ clauses (explicitly in collective agreements if present but implicitly otherwise because arbitrators assume that management has dictatorial powers to direct the workforce, with the collective agreement only limiting such power). .

The report–and Professor Tufts’ commentary on it–express at best a social-democratic point of view, where it becomes possible to improve working conditions, but always within the limits of the power of employers as a class that use and exploit workers for their own benefit.

For the authors of the report and for Professor Tufts, improvement of working conditions, while leaving the power of employers generally intact, means the same thing as making Pearson “a great place to work.”

Now, TAWC may have thought that their participation in the consultation process may benefit the Pearson Airport workers’ interests. There is nothing wrong with that; in fact, the attempt to improve workers’ conditions is to be praised. On the other hand, by not engaging in a critique of the report, TAWC simultaneously–although implicitly–justifies the continued oppression and exploitation of Pearson Airport workers.

Do not the workers at Toronto Pearson International Airport deserve more? Do they not deserve a critical analysis of the report? Does TAWC provide such a critical analysis to the workers?

What do you think?

Working For an Employer is Dangerous for your Health, Part Four

There was an article published in the weekly Star Metro Toronto on September 4, 2019 on a health and safety issue. I will quote the article in full in order to provide the context and details of the incident:

TTC [Toronto Transit Commission] fined more than $330,000 in worker’s death

Dedes suffered major injuries after being crushed between rail car and pickup truck

Ben Spurr (Transportation Reporter)

The TTC has pleaded guilty to one count of violating workplace safety legislation in the 2017 death of track maintenance worker Tom Dedes.

‘At a hearing Tuesday in a small courtroom on the second floor of Old City Hall, prosecutors working on behalf of the Ministry of Labour agreed to drop two other charges laid against the transit agency in /Dedes’ death.

As part of its guilty plea, the TTC agreed to pay a fine of $263,000, which was the amount prosecutors recommended, Including a mandatory 25 percent victim surcharge, the total amount the transit agency will pay is $331, 250.

Each of the charges, which are non-criminal provincial offenses, carried a maximum fine of $500,000 at the time they were laid [emphasis added].

Speaking outside the courtroom, Tom’s brother George Dedes said the TTC plea, which came with a promise to improve worker safety, would give his family some closure after two years of anguish.

“It signals that they are taking steps to address the issues, which is good news,” he said.

“You want some accountability. They’ve done what they had to do. Honestly what else could they do? They can’t bring him back. They can’t change what happened.”

Dedes, an 18-year veteran who was 50 at the time of his death, suffered major injuries in an accident at the TTC’s McCowan Yard in Scarborough at around 2:18 a.m. on October 1, 2017.

According to an agreed-upon statement of facts that was read into the court record, at the time of the accident Dedes and a crew of workers were preparing to head out on a job to replace a section of track on the Scarborough RT.

They were loading equipment from a pickup truck onto a work railcar, but as they were about to leave they discovered a power pack–a hydraulic unit used in track welding–on the flatbed of the car was dead.

They moved the truck closer to the car to try to jump-start the battery pack by attaching it to the truck engine with jumper cables. The cables were too short, however, and they had to lift the pack off the flatbed using a crane.

Once it was successfully boosted, they hoisted the pack back onto the flatbed, and some of the workers got into the pickup truck.

The car operators’ view was obstructed and he couldn’t see the truck. He began advancing the car just as Dedes was walking around the back of the truck to the rear driver’s side door.

Because the rail car was on a curved track, its tail end swung out and struck Dedes, crushing him against the pickup truck. He died in the hospital eight day later.

Last September, nearly a year after his death, the ministry charged the TTC with three offences under the Occupational Health and Safety Act, including violating regulations that require employers to ensure adequate lighting, and to provide markings or barriers to protect workers from vehicles.

Those two charges were withdrawn Tuesday and the TTC pleaded guilty to the third charge: failing to take every reasonable precaution to protect workers–specifically failing to provide a qualified employee to monitor work car movements.

The TTC says Dedes’ death has already prompted it to improve safety at its McCowan Yard and other facilities. Among the steps the agency has taken are upgrading lighting, installing visual markings and a barrier around the railcar track area, and retraining employees.

Contrast this with the Amalgamated Transit Union (ATU) Local 113: (

TTC PLEADS GUILTY TO ONTARIO MINISTRY OF LABOUR OCCUPATIONAL HEALTH AND SAFETY ACT VIOLATION REGARDING THE DEATH OF ATU LOCAL 113 BROTHER TOM DEDES

ATU Local 113 President Carlos Santos today released the following statement to members regarding the TTC pleading guilty to a violation of the Ontario Ministry of Labour Occupational Health and Safety Act that resulted in the death of our Brother Tom Dedes who worked as a track maintenance worker:

“This is a sad day for our union as we continue to grieve for Tom Dedes, an ATU Local 113 member who left us too soon. Today, we offer our deepest condolences and support to Tom Dedes’ family, friends and co-workers.

The TTC today finally admitted guilt for violating the Ontario Ministry of Labour Occupational Health and Safety Act by ‘failing to take every precaution reasonable in the circumstances for the protection of a worker.’

Today’s guilty plea is further evidence the TTC must do more to protect its workers. ATU Local 113 will continue to support our union representatives on the Joint Health and Safety Committee to ensure the TTC is held accountable and exercises due diligence with implementing all recommended changes to create a safer workplace for all.

The TTC’s admission of guilt and the resulting fine is a somewhat hollow victory for Tom Dedes’ family, friends and co-workers who still deal with the tragic events and will continue to deal with the circumstances of his loss for the rest of their lives.

The TTC should have ended this case much sooner. The TTC legal team had possession of all the reports, statements and Ontario Ministry of Labour documents for a long time, but waited until attending court, one month shy of two years since the incident occurred, to admit guilt and settle. As is usual in these cases, the only people who come out ahead are the TTC’s lawyers as the TTC continues to waste taxpayers’ money fighting cases dealing with important health and safety matters.

For the TTC, the case is over when the fine is paid. However, for those left behind who continue to work day after day at the TTC, the situation is far from over.

For almost two years, family, friends, co-workers and investigators have dealt with trauma. Thoughts of that night, reliving the experience throughout the investigation and anticipating reliving the events in an unfamiliar court environment have caused many sleepless nights and stressful days for those involved. Looking at these experiences, our union’s position is that the TTC failed to provide an adequate support system for the employees who witnessed the incident and experienced trauma, which is unacceptable.

The file is closed on the case, but the work is not done. Now, we move forward. We learn from this horrible lesson and do our best to ensure another group of workers does not need to go through this experience.

We remember Tom Dedes and we continue to offer support, kindness and understanding to those still suffering. We look ahead and do our jobs safely. We have the right to work safe and come home safe. Now, more than ever, members need to have an awareness of their work environment and exercise their rights if, at any time, they do not feel safe.

ATU Local 113 will continue to fight for the TTC to provide a safer workplace and proper support for all workers who experience trauma.”

The emphasis of the union is, on the one hand, the emotional aspect of the death and, on the other, the moral irresponsibility of TTC management for ensuring safety and in providing timely closure for family and friends of those who die.

Although the union’s attitude is certainly more humane than the attitude of TTC management, it is debatable whether that is all that can be learned from this situation. To say the following by the ATU union fails to address the issue of the power of management as representative of employers:

We look ahead and do our jobs safely. We have the right to work safe and come home safe. Now, more than ever, members need to have an awareness of their work environment and exercise their rights if, at any time, they do not feel safe.

This fails to take into account the level of fear characteristic of the work environment, whether implicit or explicit. Workers know, even though they rarely explicitly admit it, that they are economically dependent on employers in general and their specific employer in particular. This economic dependence often prevents them from asserting their “rights” out of fear of retaliation by management.

Secondly, the inadequacy of worker rights with regard to safety are not even acknowledged. Yes, workers have the right to refuse to work if they consider the work to be unusually unsafe–but if their work is usually unsafe, they have no right to refuse to work. Thus, when I worked as a teacher, the educational assistants were informed that they could not refuse to work with students who were violent in one way or another because such situations formed part of their normal duties.

Thirdly, the union avoids the issue of the extent to which workers can engage in work that is unsafe no matter how many precautions they take since it is employers and their managerial representatives who generally provide the working context for work and not workers.

Fourthly, the union does not even bring up the issue of the charge(s) not being criminal charges. In the case of deaths caused by individual citizens, charges can have a criminal character. Why are they not here? Why the silence over the issue by the union?

The inadequacy of the union point of view can also be seen in an exchange I recently had the Toronto Airport Workers’ Council (TAWC) Facebook page with someone concerning safety at work. The following exchange occurred:

Jonathan Horchata Delgado Give the crews the proper training and guidance they need in an environment that encourages it. Your accident rates will plummet. You’re only as good as the training you have.

Fred Harris The view that “accidents” are caused mainly by a lack of training is a myth. Employers control many conditions over which workers have no control–and employers in the private sector are out to obtain as much profit as they can. There is hardly any wonder that people are injured or die.

As I wrote on my blog:

I submitted an article for the popular education journal Our Schools/Our Selves concerning the issue of safety (and the lack of critical thinking skills that is embodied in two Ontario curricula on Equity and Social Justice). In that article, I quote:

More than 1000 employees die every year in Canada on the job, and about 630,000 are injured every year (Bob Barnetson, 2010, The Political Economy of Workplace Injury in Canada. Edmonton: Athabasca University Press, p. 2). The same year as the publication of that work saw 554 homicides (Tina Mahonny, 2011, Homicide in Canada, 2010. Ottawa: Statistics Canada, p. 1) —the number of employee deaths at work under the power of employers was around double the number of murders.

Murders are the focus of the social media and the criminal legal system. Inquiries into murders do occur, and some are very thorough. On the other hand, inquiries into the extent to which the pursuit of profit played a major role in the death of employees (or the extent to which the undemocratic nature of work of public-sector employers) are lacking. There is an implicit assumption that such deaths are acceptable and the cost of living in the modern world. Should not those concerned with social justice query such an assumption? Is there much discussion concerning the facts? Or is there silence over such facts? Should those concerned with social justice inquire into the ‘perspectives and values’ of curriculum designers? Should they attempt to “detect bias” in such documents?

Should not the issue of the relation between the pursuit of profit and needless deaths be a focus for public discussion on an ongoing basis if social justice is to be addressed? Where is the public discussion over the issue? Indeed, if critical thinking is to lead to “issues of power and justice in society,” you would expect to see inquiry into the power of employers and the relation of that power to the death, dismemberment and injury of workers. Is there any reference to such an issue in the two curricula documents?

Are not workers in our society bought and sold on a market called the labour market? As long as they are, they are “costs” to employers, and as costs employers tend to try to reduce such costs in order to obtain more profit (in the private sector). One of the ways in which they can reduce costs is by not spending much money on equipment and training that relates to safety. The temptation will always be there as long as employers exist and have control over workers. See (The Money Circuit of Capital) for an explanation.)”

The view, furthermore, that employers can invade our privacy any way they like because other employers do it is absurd; it assumes that what employers do in the first place is somehow legitimate.

 

Jonathan Horchata Delgado Fred Harris i agree that employers shouldn’t be invading privacy, as it breeds a culture of fear and mistrust, and big gap between managers and crews, and I see your point about training, but, well trained staff with good resources, even if the equipment isn’t top tier, shouldn’t be a deciding factor in safety. Companies are always about profits, true. I still believe that if you’re trained and feel you have access to proper resources, and skill is nurtured, your accident rate would still be low. I’m speaking from experience once working for probably the worst company for equipment, and we had nearly zero accidents. Also, in the military, which many good companies utilize or training matrixes, teach the human factor is the main quotient in accidents. Not disagreeing in total with you, but I wouldn’t blanket accidents and training as a myth completely. 

Fred Harris I did not say that it was “entirely” a myth–but to view training as the deciding factor in accidents is a myth.

And the view that “if you’re trained and feel you have access to proper resources, and skill is nurtured, your accident rates would still be low.” It is not about “feeling you have access to proper resources” but actually having such resources–and that is in the hands of employers, in general–employers whose aim is profit.

Furthermore, workers are “costs” for employers, and as costs, the “cost” for probable accidents is factored into determining whether to cut corners, etc.

Of course, some training can reduce accidents–but the idea that it is mainly the fault of workers that “accidents” occur is a myth.

Further evidence of the limitations of the union point of view is the posts on the TAWC Facebook page about “accidents.” The reference is to a worker killed when a luggage vehicle flipped over, pinned and killed at the North Carolina Charlotte-Douglas International Airport:

https://www.fox46charlotte.com/news/airline-employee-killed-after-luggage-vehicle-flips-pins-worker-at-clt-airport

At the above link, it says: One of the construction workers at the airport said: “It’s like a racetrack out there.” The reporter explains: “He was referring to how busy the tarmac is out there, with so much traffic in the area.”  Why would it be like a “racetrack” out on the tarmac? Perhaps because it was more profitable for the various airlines than a less intensive workplace? One of the ways that employers can obtain more profit is by increasing the level of intensity of work.

The union, however, never mentioned this factor as a social cause in the accident. There will be an investigation, but it is highly doubtful that the accident will be linked to the pursuit of profit. Since, however, workers are mere means for obtaining more money (see The Money Circuit of Capital), it is understandable why the tarmack would be like a racetrack.

American Airlines, of course, expressed the following rhetoric:

American Airlines is deeply saddened by the death of one of our team members from Piedmont Airlines late last night. Right now our priority is caring for his family, and for our team in Charlotte.

Let us now listen to the union point of view in relation to safety in general:

TAWC commented on its Facebook page:

Sending love and solidarity from YYZ to the friends, family, and coworkers of the worker that lost his life last night in Charlotte.

Work smart, stay safe, and look out for one another. Airport workers across the globe share the same goal, we all want to go home safely at the end of the day.

On August 14, 2019, the TAWC made a comment about another “accident”–this time a Delta tug operator was killed on the job:

Work Smart!
Work Safe!

Deepest sympathies to yet another fallen airport worker

Solidarity is undoubtedly important. And working as safe as you can is also important. But how can workers really work safe (and smart) when they are subject to pressure to work as fast as possible in order to make as much profit as possible for the employers (or in order to minimize costs in the case of both public sector and private sector employers)? It remains a mystery to me.

The Toronto Airport Workers’ Council had the following on their Facebook site on August 19, 2019:

Another serious accident involving a baggage tractor. This time it’s one of our YYZ colleagues.

We wish a speedy recovery to our YYZ Coworker.

Work Smart! Work Safe!

On a Twitter linked to this, Tom Podeloc posted:

INCIDENT Baggage handler trapped under a tractor. Extricated by Toronto Pearson Fire. Transported to trauma centre by Peel Paramedics with serious injuries. Scene being held for investigation. Occurred on the ramp between T1 & T3.

Of course, union references to such incidents and the call for both solidarity and more training is important. However, is this really enough? Should not union reps recognize that the existence of a class of employers and the existence of social structures that support their existence necessarily contribute to death and injury?  Why do the unions ignore the existence of a class of employers as such, the social structures that support them and the deadly consequences that flow from their continued existence?

It is hardly enough to call for solidarity and to work safely. Workers cannot work safely as long as employers as a class exist and as long as their exist social structures that support the existence of such a class of employers.

Workers deserve better than a call for solidarity on the basis of the continued existence of a class of employers–they deserve to be treated as human beings–an impossibility under the given social structures and relations. Full solidarity demands questioning the power of employers as such. Otherwise, human carnage, injury and suffering will continue needlessly.

Employers as Dictators, Part Two

Union reps typically refer to fair compensation in order to justify their short-term actions. Of course, there is nothing wrong with short-term goals as such, but when they are presented as the same as what should be a long-term goal (fairness and freedom), then such goals become an ideology that justifies the power of employers as a class.

Contrast, for example, the following quote from Ms. Anderson’s book and a discussion I had with a union rep.

From Elizabeth Anderson, Private Government: How Employers Rule Our Lives (And Why We Don’t Talk about it), page 40:

I expect that this description of communist dictatorships in our midst, pervasively governing our lives, open to a far greater degree of control than the state, would be deeply surprising to most people. Certainly many U.S. CEOs, who think of themselves as libertarian individualists, would be surprised to see themselves depicted as dictators of little communist governments. Why do we not recognize such a pervasive part of our social landscape for what it is? Should we not subject these forms of government to at least as much critical scrutiny as we pay to the democratic state?

The social-democratic left do not engage in “critical scrutiny” of the “forms of government” of employers. Rather, they use as their standard improved working conditions relative to immediate working conditions–but they leave out any reference to the need to critique the dictatorship of employers.

Thus, I had a conversation with a union rep on Facebook–Dave Janssen–on the issue of fair compensation. Mr. Janssen, according to the Facebook page, “is an integral leader with the TAWC [Toronto Airport Workers’ Council] and the IAMAW [International Association of Machinists & Aerospace Workers] . He continuously strives to improve safety standards and the overall working conditions for the 49,000+ workers at Toronto Pearson [International Airport].”

Here is the following conservation:

Dan Janssen is at Toronto Pearson International Airport.

June 23 at 1:59 PM · Mississauga ·

Today was the Safety Expo event at Terminal 3 for the Canadian Airports Safety Week. It was a great opportunity to speak to my coworkers at YYZ [Toronto Pearson International Airport] about the importance of coming together to improve working conditions. Amazing to see so much support for flight attendants, as they need a change to federal labour laws that will ensure they are fairly compensated for their work. TAWC: Toronto Airport Workers’ Council [Facebook page]

9 Comments

Fred Harris What determines being “fairly compensated?” Can labour laws really ever “ensure they are fairly compensated?” Or is this an illusion? A cliche? Can any amount of money be considered “fairly compensated” when the people receiving the money are used as things for other persons’ purposes?

Please explain what “fairly compensated” means. Otherwise, the reference to “fairly compensated” is a cliche and does workers a disservice.

Dan Janssen For flight attendants, being fairly compensated means actually being paid for hours worked. The current model used around the world allows FAs to be paid only when the door of the aircraft is closed prior to pushback, not for any time spent prior to the flight departing.

Fred Harris It is more fairly compensated if they are paid for hours worked. How is it fairly compensated if they receive such pay?

When I worked in a brewery, we were paid for hours worked according to that definition (of course, not for travel to and from work). If we were paid for travel time and for hours worked, would we then have been fairly compensated?

I fail to see how that can be so. Firstly, we were things to be used by employers for the end of profit–no matter what our current pay. Secondly, of course the question arises: where does the profit come from except from the workers’ labour in the first place.

Thirdly, even if there were no profit, flight attendants would still be things to be used for purposes external to their own lives; it is not they who democratically control their own working lives.

Fourthly, flight attendants operate within a social division of labour that is determined by the general structure of the economy. They are not free to choose different kinds of activities, within the limits of their time and abilities and those of other workers because they are economically dependent on an employer.

They are unfree in various ways.

Fighting for higher earnings is always necessary–to refer to “fairly compensated”–that does workers a disservice. How can any compensation be adequate to such a lack of freedom when working for an employer?

Dan Janssen I see where you are coming from. This campaign for fair compensation has been resonating with all of our coworkers in support of flight attendants since it was launched. We are open to suggestions if you would like to put forward any ideas.

Fred Harris My suggestion is: cease referring to it as fair compensation. Use the relative term “fairer” and explain why there can be no such fair compensation. Explain that workers deserve much more than that–to control their own working lives and that a fight for increasing compensation for flight attendants is one step in a link of steps to eliminate the power of employers over workers and over our lives in general.

In other words, what is needed is an approach that links up, explicitly, one particular fight against employers with a general fight against employers.

Another aspect would be to start a discussion–or campaign–to question both explicit and implicit management clauses in collective agreements. Why do they exist? Why do employers have such power? What are the implications of managerial power for the limitations of legal union power?

What of collecting several management rights clauses in various collective agreements at the airport and having discussions over such clauses via emails, to the general membership, asking them what they think about this power? What of steward training that shows the limitations of collective agreements in relation to the power of unions?

Why not expand such discussions by linking them to other aspects of power by employers (their legal power, their political power, their social power and so forth)?

Fred Harris Any responses to the suggestions?

Dan Janssen Yes Fred, please come out to one of our TAWC open meetings and put your ideas forward to the council to be actioned. Our meetings are open to all airport workers, unionized or not and anyone can bring forward ideas, events, actions, etc. Decisions are made as a group. Message the page with your email and we will add you to our email list.

Fred Harris Another suggestion: Have a discussion (both among union reps and among the general membership of various unions) concerning the lack of discussion about the origin and nature of employers in the Ontario history curriculum (and the origin and nature of employees, of course, since employers without employees is impossible).

In other words, have a discussion about this issue in order to counter the silent indoctrination of hundreds of thousands of students concerning their probable future lives as subordinates to the power of the class of employers–unless they organize not only to oppose that power but to overcome it.

Fred Harris Not really feasible. I already attempted to question the idea of $15 and Fairness” at a public forum, and despite raising my hand a number of times to ask a question, I was not recognized by the chair–Sean Smith.

Secondly, I have experienced hostility by union members (rather, union reps) before concerning such ideas. I doubt that my ideas would be taken seriously if I broached the issue.

To be fair to Mr. Janssen, he did invite me to attend the Toronto Airport Workers’ Council (TAWC), but as I indicated above, in a public forum, I was not recognized by Sean Smith (a member of another union, Unifor), and Mr. Smith is a member of TAWC. Indeed, on the TAWC Facebook page, along with Mr. Janssen and others, there is a short passage about Dan Janssen and Sean Smith : ” Sean Smith (UNIFOR) and Dan Janssen (IAMAW) spent some time going over the history, past actions and structure of the Toronto Airport Workers’ Council to a captive audience of MAN [Manchester International Airport) workers from various companies and job functions.”

Although it is possible that Mr. Smith inadvertently did not recognize me when I raised my hand several times to ask the question about why the campaign for $15 and “Fairness” had the campaign linked to the concept of fairness, I am skeptical about such a view. I was sitting on an end chair in a direct line of sight with Mr. Smith. Furthermore, when one of the members of the audience who was instrumental in campaigning for the $15 and “fairness” raised her hand (Pam Frache), she was not only recognized by the chair but spoke for much longer than normal.

Given my skepticism about Mr. Smith’s attitude towards my views, and given the close relation between Mr. Smith and TAWC, it is unlikely that my views would be taken seriously at such meetings. Mr. Janssen’s invitation, then, though it may look democratic, may be less so.

Or perhaps I am wrong. Should I attend such meetings despite the probable ridicule of my views? What do you think? Any suggestions about what should be done?