WorldTraveler
Corn Field
- Dec 5, 2003
- 21,709
- 10,662
thank you for bringing the conversation to a point of agrément....the Force Majuere clause.. is only used to get around a union protection clause, which Delta did not have at the time (except for the ALPA pilots).
Force Majeure defined:
"Standard clause found in construction and supply contracts, it exempts the contracting parties from fulfilling their contractual obligations for causes that could not be anticipated and/or are beyond their control. These causes usually include act of God, act of man, act of parliament, and other impersonal events or occurrences. French for, superior force. Also called irresistible force."
Note the word "contracts" used throughout. Only Delta employees covered by a CBA would have needed a declaration of Force Majuere to lay off outside of the scope.
Read more: http://www.businessdictionary.com/definition/force-majeure.html#ixzz2f5R3JB1j
I haven't been arguing about what a FM is or that DL didn't or could use it.
I have argued that just because an FM doesn't exist isn't proof that employees will be laid off. In contrast, DL's philosophy - and far less contentious relationship with labor - allowed it to achieve what it needed post 9/11 with less pain, if that can be measured by reduced wages and lost jobs.
Richard Anderson, either running NW or DL, wasn't and isn't running for sainthood - and I don't think there is a DL employee who would nominate him for it.
He was and is running a business. IN the case of NW, he was determined to get NW's costs down, something they achieved in the aftermath of the AMFA strike. At DL, he obtains costs that are better than many of his network peers through efficiency and labor flexibility, including the use of RR and PT employees which unions have little to no interest in supporting.
Richard didn't invent those concepts because they have been part of the fiber of DL for decades, long before deregulation.
I'm not sure if you ever struck NW or any other company before, but these boards are full of accounts of what happened before and leading up to the AMFA strike and lockout, or whatever term you want to use. The AMFA affair was nasty and it was obvious from the beginning that it would not end well for labor.
In the aftermath of 9/11, it is hard to imagine that any labor leader could have honestly believed they could expect to be exempt from the impact of the enormous financial impact of 9/11, but AMFA leaders apparently doubted the reality of the drop in revenues on the industry.
Once again, DL and NW had identical labor CASMs on the day the two merged - but NW had gained it via painful labor-mgmt relations including during the AMFA incident while DL's labor-mgmt. relations have featured far less drama and animosity.
Richard Anderson is capable of putting on whichever hat he needs to run the type of business he is leading.
DL people will always have that choice and if Mr. Anderson or any other DL leader - or groups of them - screw up, then DL people could and should choose unions if that option makes the best sense for them. There is absolutely nothing wrong in my mind with DL employees keeping DL mgmt. on their toes in order to extract the maximum benefit that DL employees can achieve. But DL has shown that it is capable of answering dissatisfaction with the answers that employees want better than labor has been able to.
This thread started as a discussion about DL non-contract employees regaining the 5th week of vacation above a certain seniority level. DL employees have repeatedly lambasted DL mgmt. for taking the benefit away 8 years ago and their persistence in bringing up the issue has resulted in its restoration, even if no one here can quantify the number of people who will qualify for it.
The vast majority of DL employees have repeatedly said they do not want to increase the level of unionization which means they do not see value in what labor can provide compared to what they can get directly from DL mgmt. They have also repeatedly indicated they don't want the painful labor relations which are common in the airline industry and which have almost always ended up with mgmt. getting what they want regardless of what labor does or thinks.
If there is an argument that DL people have ridden the coattails of labor on the upside, then the fact that DL people have fared better than their network carrier peers on the downside would seem to indicate that DL has been a source of restraint to the cuts that other airline managers would like to implement.
Considering that DL is on track to have one of the best years in the history of US aviation and DL employees are reaping benefits as good as or better than their peers elsewhere because of DL's profitability, there is little reason to believe anything will change WRT DL employees desire to unionize.