Health

CAMBRIDGE COUNCILORS CAN STOP UNDEMOCRATIC COURTHOUSE DEAL

Four votes against the proposed leasing of city parking spaces should do the trick

STOP THE ELECTRIC SCOOTER SCAM

Mass needs expanded public transportation, not hazardous rental toys It’s not like I didn’t warn everyone. Last summer I wrote a column on the illegal rollouts of dockless […]

QUESTION 1: THE ROAD NOT TRAVELLED

A broader appeal could have resulted in a win for nurses and patients

November 14, 2018

BY JASON PRAMAS @JASONPRAMAS

There was no way I was going to criticize Question 1, prosaically dubbed the Nurse-Patient Assignment Limits Initiative, in advance of Election Day. As a longtime labor advocate, I didn’t think it would be appropriate to publicly gainsay a decent union, the Mass Nurses Association (MNA). Even though I thought that its ballot campaign was a strategic miscalculation. But now that the election’s over and the PR dust around the effort is settling, I think it’s important to say something on the matter. Because I hate to see popular organizations I like make political moves that I view to be avoidable mistakes. And I really want the labor movement to go from strength to strength in this difficult era for working people. Not get crushed at the polls.

The referendum question, for those of you who need a refresher, aimed to mandate specific staff-to-patient ratios for registered nurses in the Bay State so that RNs would have fewer patients to care for on each shift in most situations. The aim of the initiative was to reduce overwork for RNs and improve patient care. Certainly laudable goals. And ones that the MNA and other advocates have been fighting to reach for years, according to the union’s own literature. In the course of that struggle, the MNA had tried to win better staffing ratios at the contract bargaining table, and in the regulatory and legislative arenas. All with limited success.

Finally, they decided to take the issue to the voters. A sensible step… when the other efforts didn’t bring the desired results.

But Question 1 was resoundingly defeated—with 70.38 percent voting against, and only 29.62 percent in favor. When just a couple of months ago, it looked like the union position might prevail. So I think it’s worth looking at why the initiative failed.

It’s certainly true that one reason for the outcome was that the hospital industry had significantly deeper pockets than the MNA and its allies. But only by a factor of two-to-one. Which is not terrible for this kind of David v. Goliath fight. According to Ballotpedia, the labor-backed Committee to Ensure Safe Patient Care raised over $11 million ($10 million plus of that sum from the MNA) to the hospital industry-supported Coalition to Protect Patient Safety’s $26 million ($25 million of that total coming from the Massachusetts Health and Hospital Association).

If Question 1 co-author 1199SEIU—a larger healthcare workers’ union—had not chosen to remain neutral on the question it helped draft, perhaps there would have been funding parity between the two sides. Yet even without the extra money and troops SEIU would have brought with it, the MNA put an impressive organizing campaign on the ground.

So I don’t think money’s the main factor behind the strong no vote on the MNA ballot effort.

I think the big problem with Question 1 was that it took a policy wonk approach that appeared to benefit a relatively small group of workers if passed. Rather than a rights-based approach that could have demanded direct benefits for a demonstrably larger community. Namely patients. A group that includes literally everyone in the state at one time or another.

So, as written, the referendum question appeared to mainly benefit registered nurses. And that is where the MNA and allies immediately ran into trouble. There aren’t that many RNs. According to the Mass Board of Registration in Nursing, there were 130,048 RN licensees in 2018. Which it says includes 12,112 active advanced practice registered nurses (APRNs)—mainly nurse practitioners with master’s degrees.

If we subtract the APRNs, we’re left with nearly 120,000 RNs of various types out of a total workforce of over 3,500,000. Or about 3.4 percent of Massachusetts workers. A significant group. But not a major group like, again, all the once-and-future patients in the state.

MNA definitely tried to target the political campaign around their initiative on benefits to patient safety. The difficulty the union faced there was that the language of Question 1 was quite obviously framed more around what was good for RNs than what was good for patients. Even its committee name pointed to “safe patient care”—wording aimed at nurses—while the hospital industry committee name directly mentioned “patient safety.” In a situation where the ballot campaign’s opposition seemingly put the interest of the much larger community of patients front and center while the MNA didn’t, the union lost control of its own narrative. Which probably resulted in the one group that should have backed the question strongly—RNs—being almost evenly split (48 percent for, 45 percent against) on it by the time of the vote, according to a poll by WBUR.

The nurses’ union also tried to make a yes vote on its initiative sound like a great struggle for the labor movement as a whole. Yet here again, it was hamstrung by the narrow language of its referendum question. MNA and other advocates strove mightily to show that a vote for Question 1 was a vote for all workers. But once people sympathetic to labor and the working class in general read the question, what did they see?

The question didn’t seek to expand workers’ power in any broad way. It didn’t try to expand patients’ rights, although it could have potentially improved their care. And it didn’t expand the rights of any other stakeholder communities.

Mostly what people saw was a question that would raise costs for hospitals and only help one group of healthcare workers—registered nurses. Not orderlies, not techs, not LPNs, not physical therapists, not respiratory therapists, not nutritionists, not speech therapists, not physician assistants, not pharmacists, and certainly not doctors.

Add to those problems the fact that Question 1 was too long—the summary presented on voters’ ballots was twice the length of either of the other two questions at 626 words—and too technical (using inside baseball language like “[t]he proposed law would also require every covered facility to develop a written patient acuity tool for each unit to evaluate the condition of each patient”), and it seems pretty clear in hindsight that the effort was doomed from the start. Matching the hospital industry dollar for dollar likely wouldn’t have changed the outcome enough for the MNA to win.

I’m writing this brief analysis to make sure that similar future efforts take such issues into account in advance. And that labor advocates choosing to embark upon referendum campaigns going forward make sure that they are rights-based and expand power for major communities of interest.

That is the path to victory for grassroots political campaigns of any type. Most especially ones aimed at expanding rights for working people and other currently disenfranchised groups.

Apparent Horizon—winner of the Association of Alternative Newsmedia’s 2018 Best Political Column award—is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. Copyright 2018 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

FROM INJURY TO ACTION: A LABOR DAY REMEMBRANCE (PART III)

October 10, 2018

BY JASON PRAMAS @JASONPRAMAS

In parts one (DigBoston, Vol. 20, Iss. 36, p. 6) and two (DigBoston, Vol. 20, Iss. 40, p. 6), I discussed how working a temp factory job at Belden Electronics on assignment for Manpower for several weeks in early 1989 in Vermont led to my sustaining a sudden and permanent spinal injury while walking to my car just after my last shift. And how I drove myself one-handed through a snowstorm on country roads in the middle of the night to an emergency room—only to receive substandard care as a poor person. Leading me to make the mistake of letting cheaper chiropractors hurt me more over the next six years. In this final installment, I review my turn to labor activism on behalf of myself… and workers in bad jobs everywhere.

I recovered from my spinal injury within a few months. To the point where I wasn’t hurting all of the time. Just some of the time. Yet, as with other life-changing experiences before and since, I wasn’t the same afterward. Physically or psychologically. I was left with the sense that anything could happen to me at any time. Something I had known intellectually before getting hurt, but literally knew in my bones going forward.

Regardless, once it was clear I wasn’t going to be entirely disabled, I resolved to move ahead with my life. Which took some time. But by the summer of 1990, I had returned to Boston from Vermont, I was dating the woman who later became my wife, and I had founded New Liberation News Service (NLNS)—the international wire I would run for the next couple of years.

Journalism had gone from being an occasional thing for me to a regular thing. Unfortunately, NLNS was a small nonprofit serving the left-wing campus press, the remnant of the ’60s underground press, and some larger community media outlets. Most of which were too broke to pay much for the news packets my service was producing for them. Thus, I wasn’t able to make ends meet doing it for very long. And by 1991, I was temping again on the side.

No more manual labor for me, though. That was over, given my damaged vertebrae. This time any temp assignments I took had to make use of my writing, editing, and research skills—which I had developed over the previous few years, despite not having a college degree… and not getting one until 2006.

After a number of short assignments, I found a long-term editing gig via a jobs bulletin board at MIT that anyone in the know could just walk up to and use. Faxon Research Services, a now-defunct database company, contracted me through a temp agency. It was March 1992.

Over the months, I did well enough at the assignment that I was granted my own office and more responsibilities. I also helped the other NLNS staffer of the time to get a similar gig at Faxon. He, too, started getting more responsibility at the office. Soon, I was being groomed for a full-time job by one vice president. He was being groomed by another vice president. The two vice presidents were at odds with each other. My vice president lost the inter-departmental war. And my temp contract was ended in December 1992. Just like that.

Because that’s how temp jobs, and indeed most forms of contingent employment function. Employers want the freedom to use workers’ labor when they need it and to get rid of them the moment they don’t. While paying the lowest wages possible. Saving labor costs and increasing profits in the process.

Faxon assumed that, like every other temp, I was just going to take the injustice of losing my shot at a long-term full-time job lying down.

But not that time. And I would never accept injustice at any gig ever again. I had learned one key lesson from getting badly injured from the Manpower temp job at Belden Electronics three years previous: If I was treated unfairly in the workplace, I was going to fight. And keep fighting until I won some kind of redress.

So, I did something that temps aren’t supposed to do: I applied for unemployment. Because temp agencies and the employers that contract them use such arrangements in part to play the same “neither company is your employer” game that Manpower and Belden played when I got a spinal injury on Belden property.

However, I realized that I had been at this temp gig full-time for nine months and figured I had a chance of convincing the Mass unemployment department of the period that I was a Faxon employee in fact even if I was officially a temp at an agency that played so small a role in the gig in question that I can’t even remember its name.

My initial unemployment filing was rejected. And I appealed it. And testified to an unemployment department official. And won my unemployment. A small victory, true. But an important one for me, and possibly for other temps in similar situations in the years after me. Faxon didn’t fight the ruling. I got my money.

Fortunately, I didn’t need the unemployment payments for long. Back in February 1992, writing as I did not just for NLNS, but also for other publications, I had a chance to join a labor union in my trade. Not the traditional union I had dreamt of helping organize at Belden Electronics prior to—and certainly after—my injury. It was called the National Writers Union/United Auto Workers Local 1981. A small but trailblazing formation experimenting with organizing any of several types of contingent writers—with a constituency of freelance journalists, book authors, and technical writers.

I immediately got active in the Boston “unit” of the local. Was elected as a delegate to the national convention in the summer of 1992. Was the youngest candidate for a open vice president’s seat. Lost, but not too badly. And won enough notoriety in the Boston branch that they hired me as their half-time director in December.

My fight for justice for myself and millions of other people in temp, part-time, day labor, contract, independent contractor, migrant, and many other kinds of bad unstable contingent jobs besides took off from there. In 1993, I joined the New Directions Movement democracy caucus within the rapidly shrinking but still super-bureaucratic and timid United Auto Workers union, and learned a great deal about how all those purposely precarious employment arrangements were being used by employers to crush labor.

In 1994, I started the small national publication As We Are: The Magazine for Working Young People. In 1995, I wrote an article in its third number about the attempt by the radical union Industrial Workers of the World to start a Temp Workers Union, and began actively looking for a way to start a general labor organization for contingent workers. In 1996—just after I published the fourth As We Are, folded the magazine for lack of funds, and took a long-term temp assignment with 3M’s advertising division as a front desk person—I helped launch the Organizing Committee for a Massachusetts Employees Association (OCMEA) with Citizens for Participation in Political Action. A group that straddled the line between the left wing of the Democratic Party and socialists just to their left in the Commonwealth. In January 1997, I quit the 3M assignment a few days before being serendipitously hired by Tim Costello of Northeast Action as the half-time assistant organizer of his Project on Contingent Work there. We rolled the OCMEA effort into our new project and also helped start a nationwide network of similar contingent worker organizing projects called the National Alliance for Fair Employment later that year.

In June 1998, I left the National Writers Union gig—having helped build the Boston branch’s membership from just over 200 members to over 700 members in my six-year tenure—and took one final long-term half-time temp editor assignment through Editorial Services of New England at Lycos, a competitor of Yahoo and other early commercial search engines on the World Wide Web. I organized a shadow union of over 25 fellow temp editors— which won pay parity for men and women on the assignment—before leaving to help Costello break away from Northeast Action and begin raising money to form our own independent contingent workers’ organization in September 1998.

Finally, in January 1999, we had the funding to found the Campaign on Contingent Work (CCW), the extremely innovative labor organizing network that did much to help workers in bad jobs in Massachusetts over the six years of its existence.

That year we also expanded the national contingent organizing group into Canada to form the North American Alliance for Fair Employment (NAFFE)—which was also based in Boston. Ultimately, Costello was the coordinator of that group and I was coordinator of CCW. And in 2003, during conversations with the CEO of Manpower about a temp industry code of conduct that NAFFE had drafted, Costello started telling him the story of my injury on a Manpower assignment. The CEO cut him off a few sentences in and said, “Forklift?” And Costello said, “Yes.” And the CEO apparently said that years after my injury, so many workers had been hurt driving forklifts in Manpower temp jobs that there had been some kind of settlement with them and the company had instituted reforms. I never bothered to verify the tale. But I don’t doubt its veracity.

Because employers can only push workers so far before we start to push back. And I’ve written this series for one reason: to encourage readers in bad jobs in the (now rather old) “new economy” to push back. To fight where you stand. To stop accepting unstable gigs with no benefits for low pay. To start demanding a better deal. Together with your fellow workers. And to keep demanding it. Until we live in a world where no one will ever have to work a bad job. Or get permanently injured the way I did.

Check out part one of “From Injury to Action” here and part two here.

FROM INJURY TO ACTION: A LABOR DAY REMEMBRANCE (PART II)

October 3, 2018

BY JASON PRAMAS @JASONPRAMAS

In part one (DigBoston, Vol. 20, Iss. 36, p. 6), I related how working a temp factory job at Belden Electronics on assignment for Manpower for several weeks in early 1989 in Vermont led to my sustaining a sudden and permanent spinal injury while walking to my car just after my last shift. At the conclusion of that narrative, I was standing in agony in an empty parking lot outside an empty factory in the middle of the woods in the middle of the night in a snowstorm. My left arm was essentially paralyzed. I was completely alone.

I staggered the remaining distance to my car. Struggled to get the keys out of my left pants pocket with my good right arm. Unlocked the door. Opened it. Tumbled into the driver’s seat. Pulled the shoulder belt over my numb left arm. Waves of pain coursed through my body. Got the car started.

“Can’t pass out,” I told myself, “Don’t have much gas left, and once it’s gone, the heat goes. I can get hypothermia before anyone notices me in here. Could die.”

It was hard to hold my head upright enough to drive, but I managed it. Harder still was getting the car in gear and then driving stick with only my right arm. In a snowstorm. In the middle of the night. Drifting each time my hand was on the stick. Nearly braking into a spin each time I approached top speed in a gear while my hand was on the steering wheel. Nearly stalling whenever I downshifted. And, yeah, that busted second gear I mentioned in part one? That was a real problem. It was tricky enough jumping from first to third gear and back when I wasn’t injured. Doing it while badly hurt and trying to drive one-handed on dangerously icy roads for the roughly half hour I figured it would take me to get from Essex Junction to the emergency room at the big Medical Center Hospital of Vermont in Burlington? That was just asking to get put out of my misery the hard way.

But that was what I set out to do. Why? Not sure. I was fairly lucid, but I wasn’t exactly thinking clearly. Still, not much was open after 9 pm in the rural suburbs of Burlington in the late 1980s. Especially with the snow falling harder with each passing minute. My recollection is that, given the route I was taking, the first gas station that was likely to be open was close enough to the hospital that I might as well drive the full distance myself and skip an ambulance ride I couldn’t afford. And I hadn’t lived in the area long enough to know if there were any emergency rooms closer to my location.

The other problem I faced was the the hypnotizing effect of my headlights reflecting off snowflakes as I drove down unlit back roads. To avoid accidentally getting confused, losing the road, and slamming into something solid, I stayed mostly in first gear. So it took longer to get to my destination. Maybe 45 minutes. Fortunately, I encountered little traffic on the way. And made it to the emergency room.

There I got treated the way people without insurance get treated all the time in America. Like dirt. I sat in the waiting room for over an hour. The bored resident that eventually saw me gave me a cursory examination and sent me for an X-ray. More accurate MRIs weren’t yet common and certainly wouldn’t have been given to patients without coverage at that time. I spent the next couple of hours in an emergency room bay. There was a heroin epidemic in Vermont in that period, so I was offered no pain killers in case I was just another junkie “drug seeker” trying to pull a fast one on the staff for a quick opiate fix.

Finally, the resident returned, and told me that I had dislocated two vertebrae. He gave me a few Tylenol, told me to put heat on my injury, rest for a few days, and see a general practitioner if my arm function didn’t fully return. I was not admitted for more tests or observation. I was not offered stronger pain meds. I was incredulous, but could do nothing. Naturally, I didn’t pay the medical bill when it arrived.

I shuffled back to my car and drove the mile to my apartment. Down the quite steep and icy hill from the University of Vermont campus where the hospital was located to the Old North End. Still one-handed, although I was getting some feeling back in my left arm by that time. At least the snow had let up.

It was 5 am. I got the front door open. Closed it. Got a glass of water. Took some Tylenol. Went to my room. Shut that door. Collapsed onto my futon on the floor of my dingy place that was cheap even by the standards of Burlington in that era. Slept fitfully.

Woke a few hours later to the first day of my new life as a bona fide member of the walking wounded.

It should go without saying that in the days to come both Belden Electronics and the temp service they used to hire me, Manpower, refused to accept responsibility for my injury. Neither company even informed me of my workers’ compensation rights. And I was too young and inexperienced to know much about labor law on my own. So, I proceeded with no money for medical treatment.

Surrounded, as I was, by wide-eyed hippies of the type that Vermont is justifiably infamous for producing, I was strongly encouraged to drop the idea of seeking help from “Western medicine” and seek assistance from one or more of the profusion of “holistic healers” that littered the hills and valleys of my temporarily adopted state like so many locusts. I went with the modality that most closely mimicked actual scientific medicine: chiropractic. Because, you know, its practitioners like to wear white coats and pretend they’re doctors. Regardless of whether they’re in the small minority of their colleagues that restrict their practice to scientifically proven treatments, or the majority that does not.

Unaware that a) with rest and some physical therapy my injury would probably heal to a tolerable baseline on its own within a few weeks, and b) that the neck twisting employed by less scrupulous chiropractors when “treating” injuries like mine carried a very real risk of inducing a life-ending stroke, I gamely allowed to a succession of chiropractors to twist my neck really fast until its vertebrae cracked. In addition to a fairly random grab bag of similar “treatments.” First once a week and later once a month for the next six years. At $30 a visit to start—up to about $60 a visit by the time I realized my trust in chiropractors was misplaced and stopped letting such charlatans violate my person—the price was significantly cheaper than any medical care I thought I could get without insurance.

So, despite feeling worse after every session than I felt when I walked in, I kept it up for far too long. Which was the goal of too many chiropractors. Whatever brings you in their door, they aim to keep you coming back regularly for the rest of your life. Assuming they don’t inadvertently end it. Or merely hurt you badly. As happened when my last chiropractor decided to try electro-muscular stimulation near my head and my vision exploded into whiteness, which faded for an unknown amount of time until I awoke with my face on the quack’s chest. Weak. Somewhat confused. And very angry. I walked out and never came back.

But five years later—over 11 years after the initial injury—I discovered that more damage had been done to my spine. No doubt in part from such ungentle and unschooled ministrations. A story for another day.

Check out part one of “From Injury to Action” here and part three here… and for more information on why chiropractic is best avoided, check out the Science-Based Medicine blog (sciencebasedmedicine.org/category/chiropractic/) and the older Chirobase (chirobase.org).

FROM INJURY TO ACTION: A LABOR DAY REMEMBRANCE (PART I)

spool of wire

September 5, 2018

BY JASON PRAMAS @JASONPRAMAS

Every once and a while, I move slightly differently than usual. Maybe I shift position too fast. Maybe I pick up something a bit too heavy. Maybe I’m sitting askew for just a bit too long. Whatever the cause, one second I’m fine… and the next, my old spinal injury flares up. It’s that fast. Pain radiates outward from my core to my extremities.

It traces a burning track to the tips of my fingers. I am aware of exactly where each nerve runs back to damaged vertebrae. And there is nothing much I can do in the way of palliative care but let the latest flare-up run its course. I mean, sure, I can do light exercise. I can do some special stretches learned over years of occasional physical therapy. I can use ice, then heat, then ice again. Then I can rest. And start over again the next day.

With luck, after a week or three, whatever inflammation I caused calms down. The pain comes with decreasing regularity. And then I return to my “normal” state. The state that has made me unable to do manual labor for many many years. And unable to drive in recent years. If my friends or family need help moving, I can’t do it. If anyone needs me to jump in a car and pick them up, they have to ask someone else.

As I type these words on Labor Day, I have just had such a flare-up. Which is, it must be said, kind of ironic. Yesterday, I sat texting someone in a marginally different posture than usual… and bang, I’m hurt again. So it hurts to type. A lot. But I’m pushing through anyway. Like I always do. Like I’ve done for decades.

Because I was first injured directly after leaving the last shift of a job in late March 1989. But it was not an actual job. It had neither security, nor benefits, nor decent wages. It was certainly labor, though.

The incident occurred at the conclusion of an eight-week temp assignment for Manpower—then, as now, one of the largest so-called “staffing agencies” in the world. The company I worked for—yet didn’t work for—was Belden Electronics. The plant in question was in Essex Junction, Vermont. I had moved up to the Green Mountain State the previous year and was never able to find a decent “job job” in the two years I lived there. Or in several years before or after my “mountain sojourn.” Like many other members of my generation coming of age in the 1980s, I was discovering that the “good jobs” my parents’ generation and their parents’ generation had enjoyed after WWII were already becoming a thing of the past. The late ’80s recession under the first Bush presidency only made things worse.

Prior to the factory gig, the temp assignments I had gotten were shorter term. And I wanted something that lasted for longer than a week at a time. The better to pay my rent and keep my car on the road. So when Manpower offered the Belden assignment, I took it. It was swing shift, and I’d be working from 3 pm to midnight, Monday through Friday. I was a night owl, and that allowed me to do other things I was doing in Vermont at that point in my life. I was told I’d be driving a forklift—which I thought sounded interesting. I was 22 years old.

So one fine afternoon in early February 1989, I coaxed my old car with manual transmission and a busted second gear I couldn’t afford to fix into driving the half-hour from Burlington’s more or less urban sprawl into the deep woods where some genius had thought it was a good idea to drop an industrial park. Snow was piled 10 feet deep on either side of the country roads as I pulled into a large parking lot outside the commodious Belden facility for the first time.

Inside, I was given a quick tour of the factory floor, break room, and bathrooms. Then I was “trained” to drive two kinds of electric forklifts for a total of three hours. One of which involved watching a video. The other two of which involved a manger running me through my paces on actual equipment at speeds much lower than I was going to be expected to drive in the coming weeks. Then I was sent out onto the floor to start work. I received the rest of my training, such as it was, from the guy whose job I was helping eliminate. After working there eight years, he was to be replaced by temps like me.

He was a devout Mormon. Many folks don’t realize it, but Mormon church founder Joseph Smith was born in Vermont in the early 1800s. So there are more of that flock about on the starboard side of Lake Champlain than one might think. My trainer and his wife were doing their level best to increase that flock, too. So he had several children. And that was why Belden let him stay on after using me to render his job redundant. He was allowed to work on a machine station, after being forced to accept a pay cut. To make ends meet, he had already started a second job as a janitor at his Mormon temple. Yet despite all this adversity, he never said an unkind word to me—the guy who was to be the first in a series of temps to work his old job—or anyone else in the plant.

He was, in fact, one of the sweetest people I’ve ever met in my life. Toward the end of my brief tenure at Belden, he gave me a Book of Mormon that he and his family had inscribed with their best wishes. I read it, and discussed it with him. Explained that I was still searching for a spiritual home, but was honored and humbled by his gift. Then went back to work.

And what was that work? Well, the factory made wire for electronics companies—including the nearby IBM works. The wire was then spooled. And the spools ranged in size. From little ones that might weigh 10 pounds each. To huge ones that weighed 1000 pounds or more. I am 5’6”, and at the time I weighed 132 pounds soaking wet. My job was to lift or roll those wire spools onto the tines of either of my forklifts—the fast one (which I loved) or the slow one. And take them from station to station, machine to machine, where the wire went through the various stages of its processing.

All that lifting and pushing of spools took its toll on me in the brief time I was there, but my body seemed to handle the stress ok. After all, I was young and bouncy. But I didn’t realize that, in the absence of proper training or safety equipment, I wasn’t doing anything correctly. Not to say that I wasn’t a good worker. People from management on down were quite decent to me, as far as it went. I was, however, putting a great deal of strain on my spine.

Meanwhile, I was essentially participating in the forced speedup of a nonunion factory by corporate management who were trying to increase profits by cutting labor costs. Driving from station to station, I got to talk to lots of workers—many of whom, like my trainer, had been there for years. They were very stressed out and unhappy. They were working harder and longer for less money with worse benefits. And I began to wonder why they couldn’t unionize.

I didn’t know much about unions. Though I was aware that the only recourse working people have on a bad job is to start one. So I actually tried to get a longer-term contract with Belden in hopes of being able to try to do just that.

But there was no way they were going to hire a temp they were using to keep their longer-term workers off-balance. And at the end of March, I worked that fateful last shift. Shortly after midnight, I said my goodbyes—taking a few minutes to fill out whatever paperwork Belden and Manpower needed me to complete on the way.

By the time I walked out the plant door with the remaining manager, everyone was gone. There was no third shift at that time, so the parking lot was already empty. The manager’s car was parked next to the plant, and he drove off straight away. The door had locked behind me, and there was no one in sight. Except for a lone car in the middle distance that I hadn’t noticed. Which started up unexpectedly, causing me to snap my head to the right to see whose it was.

And then I heard a sickening crack. Followed by a massive wave of pain—emanating from my spine—that coursed through my body from head to toe. And then I realized my left arm wouldn’t move.

I was only halfway to my car. There was no one around. In the middle of a large parking lot. In the middle of the night. In the middle of the woods. On a freezing Vermont night many years before cell phones became common. A light snow was falling.

I was completely alone.

Part II coming soon…

Apparent Horizon—winner of the Association of Alternative Newsmedia’s 2018 Best Political Column award—is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. Copyright 2018 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

SOME THOUGHTS ON TRANSPORTATION POLICY

*Image courtesy of pxhere.com. Creative Commons CC0 Public Domain.*

August 16, 2018

BY JASON PRAMAS @JASONPRAMAS

Transportation is a subject I address frequently in my columns. But, as is often the case in journalism, it’s usually necessary to write about it piecemeal given various editorial constraints. So I might cover flooding subways one week and a gonzo proposal for sky gondolas over the Seaport the next. But rarely do I have the luxury of looking at such a major policy area in its entirety. Which is nonideal because a good journalist is always interested to spark discussion and debate—and it’s difficult to have a proper conversation with readers if they aren’t aware of my general views on the topic at hand.

Such was the case a three weeks ago when I published a piece that took a dim view of Bird Rides dumping its dangerous electric rental scooters all over Cambridge and Somerville without first discussing the move with officials in either city… following a nationwide pattern of flouting relevant laws that is clearly its business model. About a day later, a few wags took to Twitter to slam me for having the temerity to suggest that motorized skateboards with handlebars might not be the ideal vehicles to allow on area streets in numbers. On both political and safety grounds.

I didn’t mind the hazing, of course. But it was vexing to watch Bird fans that clearly hadn’t even bothered to read the article in question—let alone my broad and deep back catalog—attack me as some kind of car-loving anti-environmental reactionary in the service of flogging their hipster transportation fetish du jour. Be they paid marketers or merely geeks with an idée fixe.

With that in mind, I thought it would be useful to run through my general views on transportation policy in this epistle. To clarify why I don’t think that any electric conveyance thrown at us by sociopathic West Coast frat boy CEOs is automatically the best way to save the planet while safely getting people around town with their groceries and pets. I will, however, leave long-distance intercity travel by land, sea, and air aside for now for the sake of space.

Carbon

It’s not possible to hold forth on transportation without first addressing the absolute necessity that humanity stop burning carbon to meet our civilization’s power needs. If we fail to shift from getting power from oil, gas, and coal to clean renewable energy sources like wind, water, and solar, then we are well and truly doomed. Not in centuries, but mere decades from now. Among the largest sources for global warming inducing carbon emissions are cars, trucks, and motorcycles. And with carbon multinationals like ExxonMobil dominating American politics, it’s going to be extremely difficult to institute the major changes that will be required to replace those vehicles—and the “car culture” that has built up around them—with zero carbon alternatives that will be acceptable to a broad array of communities. Yet without such a transition, anything else we might do will merely be tacking colorful bunting onto our species’ collective coffin. That said, any decent transportation network will have to be based on electricity. Unless some of our cleverer scientists and engineers come up with sufficiently powerful and portable renewable power sources (tiny cold fusion reactors, harnessing evil spinning gnomes, etc.) that don’t require plugging vehicles into charging stations for periods of time every day or three.

Planning

We’re not going to be able to move millions of people to new green transportation alternatives without redesigning the places where they live and work. One appealing way of doing that over time is to build dense clusters of housing and offices around major multimodal transportation hubs that are connected to each other by mass transit. Which will, among other salutary effects, help solve the “last mile” problem of getting commuters from such hubs to their homes and workplaces in weather conditions that are only going to get more unpredictable and dangerous as climate change accelerates.

But while it’s become fashionable and profitable for developers to build such high-density enclaves for rich people, it is generally not being undertaken for everyone else. Until it is, it’s going to be extremely difficult to successfully introduce the transportation alternatives we need. Probably the toughest issue will be converting existing urban neighborhoods and suburban tracts based on square miles of individual atomized domiciles over to sort of more compact and connected urblets without upending people’s carefully constructed lifeways by government fiat. Though, ironically, the global warming-driven imperative of our moving entire cities like Boston away from flooding lowlands onto higher ground—and eventually northward to cooler climes—will provide us an opportunity to start development from scratch in many locales. Since given the choice between staying in aging housing stock with ever worsening service and transportation options, and moving to new clusters of high-rise and low-rise buildings hooked up to a robust grid, people will likely move of their own accord.

Alternatives

And what are the cheaper, ubiquitous, and more efficient transportation modalities that will get us to a carbon-free future? I think trains, trolleys, monorails, and similar mass transit options will still play a vital role in moving large numbers of people from neighborhood to neighborhood and city to city. In fact, I believe we need to massively expand rail lines to reach far out into the exurbs. And figure out ways to use such lines for cargo containers as well. Buses—with dedicated lanes—will remain vital in many areas. Especially where it’s too expensive or impractical to build out rail lines. Boats can also be very useful for the same purpose in most weather conditions in areas adjacent to oceans, lakes, and rivers.

And cars? Well, that’s a big complicated discussion, but here’s my brief take. Carbon-burning cars need to be relegated to museums and antiquarian societies for collectors and hobbyists. But there’s no getting around fact that despite all their myriad problems, most people currently like being able to jump into a car and go where they want to go. So what can replace that? At first, shifting over to electric cars will be a big help. Then there will be a debate over robot cars. And that’s a tricky one because that technology won’t work well at first, and will displace many driving jobs if not introduced deliberately without corporate malice aforethought. Don’t be surprised, therefore, if you see me attacking “public-private” initiatives to shove such cars down people’s throats.

Nevertheless, society will gain much if we can make the new technology work. Because fleets of robot cars can likely replace the individually owned car entirely. Allowing people to get between areas well away from major transportation hubs at will—simply by using the future equivalent of a rideshare app to order a robot car for the trip. Robot trucks will be able to deal with moving cargo point to point. And simple electric golf carts—either robotic or not—will suffice for trips around neighborhoods.

We can then gradually reduce or eliminate motor vehicle traffic from many roads over time—allowing bicycles (on ubiquitous dedicated bike lanes) to really come into their own. As for electric scooters? In most locales it will probably be best if they remain an idiosyncratic vehicle choice for young individuals who like to stand out from the crowd, and not accepted as a serious transportation alternative. Because they’re not. Meanwhile, flying cars, jetpacks, and the like will have to be a topic for a future article.

Labor

Building out transportation alternatives needs to be seen as an opportunity for new job creation, not just an excuse for job destruction for the purpose of corporate profit extraction. Such jobs should be “good jobs” with living wages, shorter work weeks (something we’ll need worldwide to compensate for the rise of the robots), and generous benefits. People losing jobs in the existing transportation sector should be retrained at government expense and get priority placement in jobs in the new transportation sector. All of said jobs should be unionized.

Public

As many of these transportation alternatives as possible should be public. Leaving our transit future to private companies like Uber, Lyft, Lime, Bird Rides, etc. is a prescription for disaster. Because all such corporations look out for their bottom lines first, and the public good second (if at all). And every entrant to that new sector has sought to end-run public planning processes and government regulators in a never-ending quest to make a fast buck—to the point of Uber purposely designing their payment algorithm so that their drivers would keep driving while making as little money as possible, according to Vanity Fair.

So if we’re going to ensure that commuters have a voice in a reasonably democratic and rational transportation planning process going forward, then we have to expand public transportation to control the commanding heights of its sector. And regardless, the role of privately owned vehicles must be minimized if we’re going to reduce carbon emissions enough to save ourselves from the worst depredations of human-induced global warming.

That’s my basic thinking on at least regional transportation. Happy to participate in civic dialogues on the subject any time.

Thanks to Suren Moodliar, co-author of the forthcoming A People’s Guide to Greater Boston [University of California Press], for ongoing ever-illuminating conversations on transportation, housing, and many other policy areas.

GREENFIELD BLUES: HOMELESSNESS IS NOT JUST A BIG-CITY PROBLEM IN MASS

*Greenfield City Hall by ToddC4176 at en.wikipedia [CC BY-SA 3.0] from Wikimedia Commons*

August 7, 2018

BY JASON PRAMAS @JASONPRAMAS

We don’t get much news about Western Mass in Boston. And since the population is relatively small in the largely rural western counties of the Commonwealth, it can be easy to miss significant stories. Because the scale of noteworthy happenings is naturally smaller there. Because our diminished metro news outlets have trouble covering the entire state. And because, let’s be honest, Bostonians don’t usually care about what happens west of, like, Brookline.

So at first glance, word of a homeless encampment out in Greenfield isn’t something that would get much attention hereabouts at the best of times. But for a city with a population that fell by more than 500 people to 17,456 between the 2000 and 2010 censuses—with a median household income of $33,110, and 14 percent of residents below the poverty line—it’s an important enough development to warrant a series of articles in the local press. And I think it deserves coverage here in the Hub as well.

Especially when the encampment is on the Greenfield Common, opposite the Greenfield City Hall (better known as the Town Hall prior to a recent change in nomenclature). Something unusual is definitely afoot.

It seems two local homeless people began camping on the common a couple of months ago. A number that quickly grew to 20 regular residents in as many as a dozen tents. According to the Greenfield Recorder, their “de facto spokeswoman” Madelynn Malloy “and others have said previously they are camping on the common because there is no other place that is safe for homeless residents to go and because current city law allows them to stay there day or night. There are no requirements for licenses or permits to be there and the homeless residents’ actions are not considered loitering, but public assembly. The city has an ordinance prohibiting loitering, but it only applies to sidewalks.”

A city count of last January pegged the homeless population at 39, but area charities have said the actual number is significantly higher—as they noted during the brutal cold snap at the end of 2017 when their shelters were so overwhelmed that the Salvation Army put up $1,600 to house people at Days Inn. Since that time, the Greenfield Human Rights Commission and homeless advocates have been pushing for the city to do more. Meanwhile, the encampment has put a very human and public face on the crisis, and has sparked meetings and debates in local government about how to find housing for the homeless.

Unfortunately, there seems to be at least as much concern from Mayor William Martin to get the city council to pass rules effectively banning camping on Greenfield Common as there is to find ways to house local homeless people. The latter being the obvious policy priority, if for no other reason than to relieve overwhelmed private social service agencies.

Most recently, a breakthrough of sorts—also reported in the Greenfield Recorder—happened when the city council voted to put a port-a-potty closer to the common than the one local churches previously made available. “According to the Department of Public Works, the cost of a temporary restroom is $150 a month and includes emptying it. The mayor’s office said the first two months of the portable toilet would be paid for by the Interfaith Council and an unnamed local business. There is no plan currently in place for funding after the two months.” The council also voted, apparently contrary to the mayor’s wishes, to decrease “regulations on churches to set up temporary shelters” and open “the former Wedgewood Gardens property on Kimball Drive as a possible site for an encampment.” The mayor then vowed to “attempt to find temporary housing solutions through a ‘rapid re-housing team’” made up of “city officials and social service and humanitarian agencies.”

Baby steps perhaps. But it would not do to underplay the difficult situation Greenfield government finds itself in. It’s going to take officials time to find even a stopgap solution. Large cities like Boston aren’t doing a great job of dealing with a growing homeless crisis either; so it’s obviously more difficult for smaller municipalities with fewer resources to house and provide services for even a few dozen people.

Particularly when, as was pointed out in a DigBoston op-ed by Lawrence social services executive Joe D’Amore in January, many communities in Massachusetts ban people from sleeping in public spaces or even “loitering” there. Which merely shifts the burden of dealing with homelessness to more densely populated and tolerant locales with more social services like Lawrence. Or Greenfield.

Hopefully people will retain the right to sleep on the Greenfield Common overnight when needed, and the city government will cobble together some longer-term housing options for its homeless population before winter sets in.

Yet however things turns out in the largest burg in Franklin County, the situation is interesting not because it is unique… but because it is sadly commonplace. Across Massachusetts and all over America the story is the same. Despite claims of a “strong economy” from Republicans and many Democrats, homelessness is ever more persistent and ever more desperate.

To see an actual strong economy in a place like Greenfield, one has to look back to the 1950s—when the city was home to major metal-working concerns, the largest being Greenfield Tap & Die. But that plant was sold off to a larger company in 1958, and most of its jobs disappeared over decades. The city’s last major manufacturing business, Lunt Silversmiths, went under in 2009 during the Great Recession.

According to the Republican, Lunt had 800 employees in 2001. And only “12 to 15” by the end. It’s difficult for even larger cities to recover from that kind of blow to their job base, let alone a small city like Greenfield.

It will thus shock no one that the rise of the opiate crisis tracks closely to this decline in the city’s fortunes. And it’s therefore ironic in the extreme that the former Lunt plant is now home to two drug treatment facilities, Franklin Recovery Center and Northern Hope.

The opiate crisis relates directly to the homeless crisis. And both relate to the ongoing jobs crisis. Increasingly unregulated capitalism, as I often write, is clearly incapable of providing good jobs for our population. As the job base collapses, people in Greenfield, Boston, and around the nation are stuck with lousy part-time, temp, contract, independent contractor, and day labor gigs. Or with no jobs at all.

As these downwardly mobile people see their lives collapsing, they turn to opiates. Maybe because they got injured in their precarious pseudo-jobs and got put on addictive pain killers by well-meaning doctors being suckered by criminal conspiracies like oxycontin-maker Purdue Pharma of nearby Stamford, Connecticut. Or maybe because they couldn’t take the humiliation of no longer being able to provide for themselves and their families, and reached for the strongest, most reliable, and readily available chemical solace. And soon enough, more and more of these folks end up on the streets.

Without public jobs programs, new public housing, and cradle-to-grave public healthcare, local, state, and federal governments will not be able to fix these related crises. Even if they wanted to. Which they don’t in this era of gangster capitalism. Nor will “private” charities. Many of which already rely on shrinking pools of government money to do what little they can do to stem the tide of rising poverty.

So it’s critical that people in big cities like Boston—especially press and policy makers—pay careful attention to small municipalities like Greenfield. They are canaries in the coal mine of a political economic system that can only be called failing, the less it is able to provide for the growing number of people on the bottom of our societal pyramid.

As such, we ignore the Greenfields of our nation at our peril. We must act now to stop the rest of our communities, large and small, from continuing their rolling collapse. A task we can best begin by rebuilding government at all levels to focus on the human needs of all of its denizens. And stop privileging the schemes of the rich and powerful few over the livelihoods of the struggling multitude.

Townie is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. His Apparent Horizon column is winner of the Association of Alternative Newsmedia’s 2018 Best Political Column award. Copyright 2018 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

FLIPPING US THE BIRD: SCOOTER-SHARING COMPANY LITTERS CAMBERVILLE WITH DANGEROUS VEHICLES NO ONE ASKED FOR

Bird’s model looks to be entirely profit-driven and completely mean-spirited. No matter how much CEO Travis VanderZanden tries to equate the unasked-for and unwanted service to “freedom.”