By Alison Bate
First published in Maritime Magazine, Fall 2009
Vancouver longshore worker Karen Crossan (pictured) stood in the ghostly dispatch hall looking vainly for work on tonight’s graveyard shift.
“I’m bored and I am broke,” she said, after learning there was no work that night, yet again. “There were 150 jobs for the afternoon shift, but only a few casuals got out.”
Crossan only comes in from Port Coquitlam twice a week nowadays looking for work, as it’s usually a wasted 40-minute trip each way. She last worked ten days ago.
In the first eight months of 2009, she clocked less than 300 hours work as a B Board casual in International Longshore and Warehouse Union Local 500. This year, B Board casuals like Crossan will be lucky to make $30,000, compared with an average $70,000 last year.
The recession has hit the dockworkers in British Columbia hard, with work hours down by 600,000 hours or 17.6 per cent – the equivalent of 400 full-time jobs.
Container work has taken the biggest dive, and Vancouver’s Local 500 has seen a 23 per cent drop in work hours from January to the end of August 2009, year-on-year.
While full union members are surviving, the 1,200 casuals have suffered dramatically, especially on the lower boards. In Vancouver, A Board casuals get preference over those on B, C, T and OO Boards and the numbers speak for themselves.
According to Gordie Westrand, president of Local 500, last year’s A Board easily averaged $87,000 last year. This year, they’ll be lucky to make $50,000.
T Board casuals last year made about $30,000 last year; this year, maybe $2,000 or $3,000. The way things are going, Westrand predicted it could be 2020 before they become full union members. As for the OO Boards, they made $15,000 to $20,000 in 2008. This year, a pitiful $51 to date.
“There’s just despair,” Westrand told Maritime Magazine. Some regulars on the C Boards, who have been coming to the dispatch hall for the last four years only worked one day last month. They can’t afford to pay rent, and have run out of employment insurance. He said one guy has been forced to live in his car as he can’t pay his rent any more.
“I’ve been down on the waterfront for 44 years and seen some of the worst recessions. The 1975 one lasted from mid-April to mid-September. But this one has already lasted longer: from January until now (September),” he added.
Crossan realizes she’s luckier than most, with money still coming in from her husband, a full union longshore worker. But even these union members aren’t getting the work they like.
“Lots of the guys are having to do jobs they haven’t done for 20 years. I feel for them,” she said.
Tom Dufresne, president of ILWU Canada, said the union took on 700 new workers about two years ago and trained them to handle the boom. Now there’s no work for them.
The union is also preparing to negotiate its contract with the BC Maritime Employers Association, with talks due to start Dec.1. The contract expires March 31. “I think it’s going to be an interesting round of negotiations,” said Dufresne.
Over on Vancouver Island, work hours are down 17 per cent this year compared with 2008. Unlike Vancouver, they don’t handle container traffic, and never really benefited from the boom.
Brett Hartley, president of ILWU Local 508, said that the downturn in the forest industry and closure of many mills has caused a steady decline in work in the last ten years. There were about 400 union members in 1999; now there are 115 union members. At the beginning of this year, there were also 60 to 70 casuals but Hartley is not sure what the numbers are now.
“They’ve been taking a beating,” said Hartley. “Some of them have been hit twice.” A lot of mill workers became longshore casuals when mills closed or took down time, and are now suffering again.
The Vancouver Island local is based in Chemainus but uses a telephone dispatch system to cover its vast area. Workers may live in Victoria and travel to work in Port Alberni three hours away, an increasingly expensive proposition.
Currently, the biggest source of work is handling raw log exports at Port Alberni, Nanaimo and Island Timberlands’ terminal, south of Nanaimo.
It’s dangerous work and some people disapprove of raw log exports, but Hartley said it was happening anyway. Logs were being towed or barged to U.S. ports and exported to China, Korea and Japan from there. The union intervened, and now at least its members are getting the work in B.C.
At Cowichan Bay, the export of Western Forest Products lumber has really slumped. Full ships carrying 21 to 24 million board feet of lumber used to sail tor the eastern U.S. every month. So far this year, only four vessels have arrived and they left half-empty.
“It’s not a pretty picture,” Hartley concluded. “The difficult part from our view is that this scenario has been going on for a number of years. It’s always been a scramble.”
© 2009 Maritime Magazine