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Yves Engler's Blog

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Yves Engler has been described as "Canada's version of Noam Chomsky" (Georgia Straight), “one of the most important voices on the Canadian Left today” (Briarpatch), “in the mould of I. F. Stone” (Globe and Mail), "ever-insightful" (rabble.ca) and a "Leftist gadfly" (Ottawa Citizen). His latest book is The Ugly Canadian: Stephen Harper's foreign policy.

If labour really wants to break the wealthy's grip on society, it should fight car culture

| February 4, 2016
Image: Flickr/Victor Bezrukov

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At their finest labour unions are class-conscious organizations that check the corporate elite's influence over public policy. But, even the best Canadian unions have largely failed to provide an alternative vision to the existing system and challenge the power of big business over important areas of our lives. 

Alongside collective-bargaining activities, unions have spearheaded efforts to expand the Canadian Pension Plan and Employment Insurance coverage, to raise minimum wages and to improve labour laws. While these campaigns have directly benefited all workers, unions have also been heavily involved in fights for Medicare and public daycare, programs that serve a wider interest than just people who work for a living.

Over the past few decades most unions have devoted resources to combating sexism, racism and homophobia. They have done so out of a sense of solidarity and an understanding, built upon internal union struggles, that these forms of oppression take their toll on many members and society in general.

But unfortunately unions have generally deferred to the business class regarding much of the social, cultural and even economic sphere. Advertising provides a striking example of this implicit class compromise. On a typical day most people come across hundreds of ads, which greatly influence their consumption habits and social outlook.

Additionally, a media sphere funded through advertising gives corporations significant leverage over the news agenda (companies regularly pull or threaten to pull ads when they are unhappy about a story and simply refuse to advertise in leftist media outlets). Yet most unions have little to say about this expression of capitalist power or the particularly acute psychological burden advertising places on low-income people.

Few (if any) unions have called for blanket restrictions on destructive corporate advertising. In fact, some unions representing media workers have called for more advertising. In response to layoffs at the Toronto Star two years ago, a union representative was quoted in a release saying, "Why cut ad staff when the thing we need most is more ads?"

In another example of how unions concede much of the social, cultural and economic arena to big business, they have given a free pass to the private automobile even though orienting our living spaces around cars is particularly damaging to working-class interests.

As the least accessible and most expensive form of land transportation, car-dominated transport eats up a disproportionate amount of working-class income. Rather than promoting cars, unions should be promoting access to employment, lodging and goods by foot, bike or mass transit as this would greatly benefit lower income people, as well as society in general.

But why not "cars for all" some might ask. One important answer is the environment. A transportation system based on the private automobile is simply not sustainable. Preventing global warming requires drastically reducing the number of cars.

But even aside from the critical environmental question cars are bad for ordinary people.

For example, the automobile gives wealthy people an important means to assert their dominance through their fancy vehicle. This has been an important factor since the dawn of the auto age. Even before they had significant utility, cars grew to prominence as technological toys for the rich. As the technology advanced and the infrastructure was laid, the car became popular among the wealthy because it strengthened their dominance over mobility, which had been slightly undermined by rail.

(Prior to the train's ascendance in the mid-1800s, the elite traveled by (the very expensive) private horse and buggy. With respect to mobility, the train and streetcar blurred class lines. Unlike the train and streetcar, which were more available to all classes of society, the automobile provided an exclusive form of travel.)

The automobile's capacity to create social distance appealed to early car buyers and continues to appeal to supporters of inequality. In a car, one can remain separate from perceived social inferiors (blue-collar workers, immigrants, etc.) while in transit.

Unions have largely ignored the ways in which the private car strengthen wealthy people's grip over mobility and culture -- to be fair so has much of the so-called left. Even the financial burden that a car-dominated transportation system places on the working class has seldom been challenged.

In fact, many unions contribute to automotive hegemony by locating their offices in auto-dependent suburbs, subsidizing staff parking and providing car allowances (over $10,000 a year) to employees who have no work-related reason for a vehicle. In a particularly disturbing example of this pro-car attitude, Unifor calls for greater public subsidies for auto manufacturing and for individuals to "buy a car." 

Most union leaders and officials seem largely indifferent to capitalist dominance over culture or space. For them, the class struggle (they might not use this term) is generally confined to the relations of production and getting more stuff (not necessarily more power or even a better life) for members.

But rather than simply accept corporate dominance over culture and the status quo in the way something as important as our transportation system functions unions should fight for something better. They should offer an alternative, a vision of the good life in an environmentally sustainable economy.

As the corporate elite drive us towards an ecological precipice, it's more important than ever for members and activists within unions to push for a broader definition of class struggle. If we don't, there may be no good jobs left for our grandchildren.

Yves Engler was briefly a researcher for the Communications Energy Paperworkers/Unifor. He is also co-author of Stop Signs: Cars and Capitalism on the Road to Economic, Social and Ecological Decay.

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Image: Flickr/Victor Bezrukov



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