All "modernizers" who have hailed the referendum as Mirafiori the entry of Italian industrial relations in the "modernity" should be remembered that the modern, or "Modern Age" began in 1492 with the discovery of America. At that time, in modernity, the Italy of the Lord had already entered. In the centuries that followed, has had its ups and downs (currently secured with a "low"), but if January 14, 2011 were to become a historic date, would be to mark the entry but not exit the country by Modernity: to slip back ( second some) in a new Middle Ages, or to establish a new form of "corporate feudalism". Why?
I will not dwell on the limitation of the right to strike - afforded by the new contract - that all workers will then have to subscribe individually, nor the abolition of elective representation in favor of a management disputes entrusted to trade unions (as in processed "Missi Dominici ': that is, master agents), subjects already widely discussed by others. But what will happen "in production"?
The workers are made redundant before the ordinary extraordinary and motivated by an "event sudden and unexpected "(as the contract, but provides for" the unexpected "with absolute certainty) and financed with funds drawn from the INPS" special handling "of temporary workers (which in this way will be flayed their already paltry pensions) and additional state contributions (to the face of the withdrawal of state aid to Fiat!). In the meantime - but it is more than a year - the workers will be called one by one to sign the individual contract to bind them inextricably to the terms of the agreement. And to be selected. Many will be discarded for one reason or another. That 's what Fiat is already doing with the workers of Zastava, despite the generous help of the EIB and the Serbian government. Marchionne knows that workers with an average age of 48 years (in 2012), 30 percent are women, and another 30 percent certified RCL (reduced work capacity) can not sustain the pace of work provided by 'Agreement. Then the NewCo will be set up - it seems to be known as Mirafiori Plant - rehabilitate facilities with funds Chrysler and Fiat (the famous one billion, but who knows what will then be effectively spent?). In February 2012, if everything "goes", will begin production. What?
SUV (which modernity!) With Chrysler and Alfa, mounted on flatbed and engines manufactured in the USA, and then returned to the U.S. to be sold. Allowing the market: even with new motors, suv vehicles remain the most energy, those who had been sent to the peak production of the three big in Detroit in 2008, and oil is back up to a hundred dollars a barrel! But what sense does this andarivieni between Italy and the USA, even when the Termini Imerese plant was considered unproductive because it is too far from component suppliers? The sense is that among the conditions imposed by the climb of Obama to allow Chrysler to Marchionne is to export from the USA and outside the NAFTA (Canada and Mexico) products for at least $ 1.5 billion. Therefore, platforms and engines moved from Detroit to Torino (ie Chrysler Fiat Plant: these are two different societies, even if controlled by the same management) will have to contribute as much as possible to the objective. Obvious that this "export" over-invoicing of components will be (has already proposed also Massimo Mucchetti), whereas the margins of Mirafiori will cut to the bone (or completely eroded to justify further downsizing or closure of the factory) for those with lots of greetings that the production of new models with higher added value "- that is bigger, more complicated, more luxurious, more spreconi, per soli ricchi – si aspettano la rimessa in sesto del Gruppo. Ma quale Gruppo?
L’accordo di Mirafiori, dopo quello di Pomigliano, dopo la dismissione di Termini Imerese, dopo lo “spin-off di Fiat Industrial - la separazione dall’auto di Cnh (trattori e movimento terra), e Iveco (camion), i settori più redditizi rimasti in mano agli Agnelli – e in attesa di nuovi accordi anche per gli stabilimenti di Cassino e Termoli (Melfi, cioè Sata, sta già per conto suo), prelude alla dissoluzione di Fiat Group. Intanto va notato che: a) Mirafiori – “nocciolo storico” del gruppo - non produrrà più macchine Fiat e diventerà una “fabbrica cacciavite” che lavora per altri; b) lo stabilimento di Pomigliano eredita le produzioni e l’organizzazione della fabbrica polacca di Tychy, che - occorre ricordarlo - è di Fiat ma lavora anche per Ford e che, in attesa di chiarimenti, lavorerà sempre di più per altri; c) Magneti Marelli è in vendita; d) Maserati, Alfa, Lancia e Ferrari sono oggi, con l’eccezione dell’ultima, soprattutto “marchi”: che possono essere venduti come “marchi senza fabbrica” – come si prospetta ogni tanto per Alfa – così come Tychy e Mirafiori sono o possono diventare “fabbriche senza marchio”. E’ la globalizzazione, bellezza! E poi?
Poi la crisi è tutt’altro che superata; le finanze di tre quarti dei paesi dell’UE sono a rischio. I consumi ristagnano. Il mercato europeo dell’auto (a differenza di quelli USA e asiatico) non dà segni di ripresa. A livello mondiale la capacità produttiva è di cento milioni di veicoli all’anno mentre la domanda è stata di sessanta milioni (sarà forse di settanta quest’anno). C’è ormai un eccesso di capacità non solo in Europa e negli Usa, ma anche in Giappone, Cina e Corea, i cui produttori sono quindi pronti a scalare la classifica delle vendite in Europa. Qualcuno si è chiesto quali sono i “vantaggi competitivi” con cui Marchionne conta di vendere ogni anno in Europa un milione in più di vetture fabbricate in Italy? That is to take away at least one million in annual sales to Volkswagen, without missing a beat in front of Daimler-Yundai and Kia, on the rise, or Reanult-Nissan and Toyota, much stronger, not to mention landing near future in Europe Chinese manufacturers?
Some now claim that may have a chance competitiveness though squeezing even more workers, the cost (so Marchionne) accounts for less than 7 percent on the final price of the vehicle. Far fewer have wondered what is the point to compare the 100 or 80 vehicles per employee per year produced by Fiat in Poland or Brazil with 30 of the Italian plants. Aside from the complexity of different models and different boundary between supply and outdoor stages internalized, how do you compare the "productivity" of factories working at full speed with that of plants in which the days of layoffs are more of those worked? Comparisons are meaningless. The truth is that if Marchionne wants to sell, or rent, or give to others using its facilities, each of which would be covered by a separate company, the added value of manpower supplied to the strings is much greater than that of the plant facilities employing them. But the two are inseparable. And 'this is the "corporate feudalism" that is leading the Mirafiori agreement, what does the new workers' servants of serfdom "of the global economy.
Marchionne and its shareholders, if they manage to complete the climb in Chrysler can afford to send workers to the bottom of the Fiat, after having tied with a cord according to their respective establishments. It will derive increased profits and stock options. But the country, all those who live by their work - and even many of those who live by the labor of others by exploiting or even depend on - they can not. However, the future of the plants, the know-how and the work that today are still owned by Fiat or its suppliers as it rests, and can no longer rest on the automotive industry. The sectors that have a future are others: those that lead towards sustainability: renewable energy, energy efficiency, ecoedilizia, regional planning, flexible mobility, as well as organic food and farming. All this - basically - in km and zero waste.
But the ecological conversion of production and our consumption is still needed and still need for an indefinite time, for now, industry, economies of scale, large flows of materials, large plants (all of which are the opposite of zero kilometers) and workers involved, albeit in a more creative and intelligent on them. Issues are unavoidable. But who can never work in a perspective like that?
agreements halter Fiat approached what was once the army of workers "guaranteed" - that is exploited for an indefinite period - the condition of an increasingly widespread insecurity. While the themes and the ways it has been expanding the fight against the destruction of schools, universities, research and culture make this movement, made up of current precarious (researchers and students working to finance their studies) and future job (million young people that "the future has been stolen"), the largest segment of organized Italian ocean of insecurity.
The application of knowledge that do not serve alone, or not used at all, building operators, engineers, teachers and researchers subservient to employers or impromptu ghost companies and institutions, where no one will ever have the security of an income nor the opportunity to realize their potential, not only means the rejection of the Reform and Gelmini criticism practice of forms and ways in which the transmission of knowledge is organized and funded. Expresses above all the claims - which may be proposed, active practice, the path of realization - a reform of research and knowledge that invests the content of knowledge, its aims, the fragmentation of knowledge in many subject areas are deprived of any consciousness.
For this the central theme of each possibile riforma della scuola, dell’università, dei saperi, della cultura dovrebbe essere la conversione ecologica: una prospettiva che richiede l’integrazione di conoscenze sociali, tecniche, giuridiche, economiche, storiche con pratiche fondate sul confronto e sulla lotta, ma anche sulla capacità di fare proposta e di promuovere organizzazione. Pratiche che possono trovare punti di riferimento e di applicazione concreti nelle lotte dei precari, dei lavoratori delle fabbriche in crisi, dell’opposizione esplicita o soffocata (come i “Sì” di Mirafiori) all’avvento del nuovo feudalesimo aziendale
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