Union of German Engine Drivers

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Union of German Locomotive
Drivers (GDL)
logo
founding 1867
Seat Frankfurt am Main
precursor Association of German Locomotive Drivers (VDL)
purpose labor union
Chair Claus Weselsky
Employees 58
Members over 37,000 (2021)
Website www.gdl.de

The Union of German Locomotive Drivers ( GDL ) is a German union for the railway staff of the railway companies. It is a member of the DBB Beamtenbund and Tarifunion and is based in Frankfurt am Main .

The GDL is a tariff partner of Deutsche Bahn and another 53 private railway companies . In the past, the GDL only represented locomotive drivers and thus also an assertive functional elite ; it opened up in 2002 to the entire driving staff of the railways and local public transport , and it gave the latter back to the local transport union, which was founded in 2012in the civil servants' union. In November 2020, the GDL abandoned the self-imposed restriction of its organizational area to train personnel and opened up to all direct railway personnel. In addition to train staff, GDL now also represents railway workers in vehicle and track maintenance (workshops and railway construction), network infrastructure (dispatchers, signal workshops, stations and energy supply) and parts of the railway administration.

As an employee representative, the GDL competes with the railway and transport union . The EVG belongs to the German Federation of Trade Unions and the European Transport Union (ETF) .

Members

According to the company, the level of organization among the approximately 25,000 train drivers in Germany is more than 70 percent, with more than 80 percent of Deutsche Bahn train drivers being organized in the union. Of the approximately 11,000 train attendants of DB, over 30 percent are GDL members. According to a written agreement with the DB Group, the train attendants were not integrated into the GDL collective bargaining agreement until 2013.

At the end of May 2007, 15,500 (79 percent) of the 19,611 train drivers of Deutsche Bahn were organized in the GDL, and 3,900 (33 percent) of the 11,844 employees in the DB train escort service . A total of 62 percent of the train staff (19,450 of 31,455 employees) were organized in the GDL in mid-2007. The majority of the locomotive shunting drivers , however, were organized in the EVG (formerly Transnet ) in 2007 (status: 2008).

After the strike at Deutsche Bahn AG in 2007/2008, the union also increasingly organized underground , tram and bus drivers . Local groups in local and urban transport were founded in Berlin, Munich, Nuremberg and Saarbrücken. In the GDL local group for employees of the Berliner Verkehrsbetriebe and BT Berlin Transport GmbH founded on March 28, 2008 alone, around 500 employees were organized before it was founded. By opening up to public transport, the GDL reached the size of the GDBA transport union , but remained behind the rail workers and clearly behind the DGB trade union Transnet. In November 2010, GDBA and Transnet merged to form the railway and transport union in the DGB . This represents (as of 2020) 184,090 members. Public transport employees organized in the DGB are assigned to the Ver.di transport department. The GDL has 37,000 members (as of 2020). After the GDL decided in its general assembly to limit itself to the railway sector , the local transport union was founded in the civil servants' union on October 3, 2012, in which local transport employees organized in the GDL were combined with the local transport department of the DBB municipal union komba . In addition to train drivers, the GDL represents more than 9,000 members of other professional groups.

organization

Claus Weselsky , Federal Chairman of the GDL since 2008

The highest body of the GDL is a general assembly , which usually takes place every four years. As an executive body, it presides over a main board of 20 members and an executive board. The federal chairmanship has been held by Claus Weselsky since May 6, 2008 , the two deputy positions Norbert Quitter and Lutz Schreiber.

The union of German locomotive drivers is divided into seven districts:

At this district level there are around 200 local groups with around 34,000 members.

The youth organization GDL-Jugend has existed since 1958 . She represents the political interests of GDL members up to the age of 27 in the union. The union publishes a membership magazine called Advance with ten issues a year ( ISSN  1438-0099 ).

38 full-time employees work at the Frankfurt headquarters and 20 in the seven regional offices.

According to its own information, the GDL is structurally in the minority in all 300 railway companies. GDL works councils would run around 30 companies.

story

precursor

Membership book 1920s, Railway Museum Nuremberg

The Association of German Locomotive Drivers (VDL) was founded in 1867 . Its statutes were approved in 1904 by the Imperial Supervisory Office for Private Insurance. As a result of the establishment of the Prussian-Hessian Railway Community in 1897, the association was renamed the Association of Prussian-Hessian Locomotive Drivers (VPHL) in 1907 . The associations' early services also included accident insurance, legal expenses insurance and support for families in need of train drivers. An important goal was first of its status as a subordinate officials to get away and status as Subalternbeamte (mean rank officials) to get admitted. Nevertheless, the GDL invokes these associations in its tradition and regards itself as the oldest German trade union, although z. B. the GEW - predecessor society of friends of the patriotic school and education system was founded in 1805.

After the Weimar Constitution also granted civil servants freedom of association, the GDL emerged from the association on January 1, 1920. The GDL had over 70,000 members in the early 1930s.

After the "seizure of power" by the National Socialists , on July 1, 1933, the GDL again took on its original name "Association of German Locomotive Drivers" from 1867 in order to avoid the politically stimulating word "union". On December 16, 1933, the chairman of the VDL resigned due to growing political pressure, and the organization became a puppet for the National Socialists. On November 12, 1936, the VDL was formally incorporated into the Reich Association of German Civil Servants . Some leading members of the GDL such as Otto Scharfschwerdt were persecuted by the National Socialists, some of them imprisoned several times and murdered.

Re-establishment after the Second World War

The first local associations of the GDL were re-established in 1946. The first general assembly after the Second World War took place in 1949 ; it was also decided to join the German Association of Officials.

Expansion after reunification

On January 24, 1990, GDL-Ost was re-established in the Halle P depot as the first free trade union in the GDR . The first general assembly of the GDL-Ost, at which a statute was also adopted, took place on July 3rd and 4th, 1990 in Halle.

At the beginning of July 1990 the GDL-Ost organized warning strikes in order to emphasize its demand to convert the wages of the Reichsbahn locomotive drivers at a ratio of 1: 1 (instead of, as planned, 2: 1) within the framework of the monetary, economic and social union . In November of the same year, collective bargaining discussions followed, in which, among other things, the 40-hour week was agreed. According to its own information, the GDL organized around ninety percent (around 15,000) of the locomotive drivers in the new federal states within nine months in 1990. In West Germany, around 98 percent of union members were civil servants who were not allowed to strike by the end of the 1980s.

On January 29, 1991, GDL West and East merged in Kassel to form an all-German union.

Chairperson

Reorientation of collective bargaining policy

Dissolution of the rail tariff association

With reference to incompatible tariff policy goals, the GDL broke away in July 2002 from the Deutsche Bahn tariff community , which it had previously formed with the GDBA, which also belonged to the dbb beamtenbund and tarifunion, and the DGB trade union Transnet. In November 2002 a supplementary collective agreement failed. provided for up to 18 additional unpaid shifts per year at DB Regio, due to the resistance of the GDL. In a short time, according to GDL, around 3,000 train escort employees joined the GDL.

In February 2003, the GDL proposed a sectoral collective agreement for train staff for the first time . Negotiations between March and May 2003 between DB AG and the union failed; on March 6, 2003, a warning strike followed. An arbitration procedure remained unsuccessful. A court ruling certified the GDL to strike for its own collective agreement. A regulation agreement made between DB and GDL in May 2003 established the tariff leadership of GDL: The interests of the train drivers may not be decided beyond the GDL. In February 2005, negotiations on an area collective agreement failed ; According to the GDL, in addition to protection against dismissal and questions about working hours, there was no significant improvement in the incomes of the drivers. In August 2005, negotiations between DB and GDL began on long-term work accounts and a social security collective agreement . These failed because no agreement was reached on the use of the funds. The GDL then submitted a qualification collective agreement, which has not been negotiated since.

Collective bargaining disputes and strikes in 2007/2008

GDL warning strike at Leipzig Central Station (July 2007).

In May 2006 the general assembly of the GDL resolved the demand for an independent passenger tariff contract (in particular train drivers, train attendants and employees of the on-board catering). She presented this as a model in spring 2007. It provided for better working conditions and an increase in the basic wage by up to 40 percent, whereby some of the allowances of the current wage system were to be integrated into the basic wage. So far, Deutsche Bahn has not been ready to negotiate such a sectoral collective agreement .

Therefore, on July 3 and 10, 2007, the first widespread train driver strikes in the history of Deutsche Bahn AG followed as widespread warning strikes . The strike vote was initiated at the end of July . On August 6, the GDL announced that a majority of 95.8 percent of GDL members agreed to a strike. The first nationwide strike, which was planned for August 9, 2007, was banned by Deutsche Bahn by means of an injunction by the Nuremberg Labor Court . This was valid until the conclusion of the main proceedings in Chemnitz, at the latest until September 30, 2007. On August 9, Deutsche Bahn and GDL agreed on two arbitrators: Kurt Biedenkopf and Heiner Geißler .

After failed negotiations, the union called for a three-hour strike on October 5, a full-day strike on October 12, a strike lasting several hours on October 18, and a 30-hour strike on October 25 and 26, 2007. These strikes were limited to local and regional transport.

On November 2, 2007, the Chemnitz Regional Labor Court lifted the ban on strikes in long-distance and freight traffic. Thereupon the GDL carried out a strike lasting 42 hours in freight traffic from November 8th to 10th, 2007. Since the railway did not present a new offer until late in the evening on November 13th, the GDL announced a strike in freight and passenger traffic. From November 14th, 12 noon (goods traffic) and from November 15 (passenger traffic) to November 17, 2:00 am, the longest strike so far with the greatest impact took place.

On January 13, 2008, the GDL agreed with Deutsche Bahn on the cornerstones of a new, independent collective agreement. This provided for an average wage increase of 11 percent and a one-off payment of 800 euros. In addition, the weekly working hours should be reduced from 41 to 40 hours per week with the same pay. Another strike was almost ruled out by the GDL after this agreement. The final formulation of the collective agreement should take place by January 31, 2008.

On March 4, 2008, the conflict came to a head because Deutsche Bahn made the conclusion of collective bargaining dependent on the simultaneous agreement on a new basic collective bargaining agreement. Therefore, the GDL broke off the collective bargaining and announced open-ended strikes. This strike was averted by the resumption of talks between Deutsche Bahn and the GDL. The GDL and the railway unions Transnet and GDBA declared that they would recognize the other side's collective bargaining agreements.

In April 2008 the collective bargaining partners came to an agreement. In a strike vote , 85.5 percent of the members approved the collective agreement. The new contract applied to all train drivers except for shunting engine drivers, who at that time were not mostly organized in the GDL. This ended the longest tariff dispute in the history of Deutsche Bahn. According to Transnet, almost 1,000 union members switched to the GDL by mid-August 2007. In addition, around 700 of the more than 10,000 employees of the Berlin transport company , mostly bus and tram drivers, transferred from the United Service Union (ver.di) to the GDL, as it negotiated a low collective agreement. Similar effects were also observed in Nuremberg and Munich.

After the wage conflict ended, Manfred Schell handed over the chairmanship of the GDL to Claus Weselsky and became honorary chairman.

Failed strike in Bavarian local transport in 2010

In 2010, Ver.di achieved a salary increase of 3.5% for its members in the collective bargaining for Bavarian local transport with the Association of Municipal Employers' Associations (KAV). The GDL rejected this as insufficient and pushed for a better collective agreement for GDL members. On August 20, 2010, the dbb collective bargaining union, as the GDL negotiator, declared these negotiations to have failed. In Nuremberg, Augsburg and Munich there were then strikes on local public transport from September 10, 2010, the VAG Nürnberg , Stadtwerke Augsburg and Münchner Verkehrsgesellschaft (MVG) have been on strike by the GDL-organized drivers since September 24.

Since the GDL ignored the customs of local traffic strikes with unannounced strikes, the MVG in Munich put a restricted timetable for underground and tram into effect on September 30, 2010: the underground only ran every 10 or 20 minutes. The night line offer was canceled. The dbb tariff union interrupted the strike in Nuremberg and Augsburg on the same day, but continued it in Munich, although the restricted timetable there guaranteed the basic supply of MVG customers even without the GDL drivers.

After Munich's Lord Mayor Christian Ude threatened the lockout of GDL members and the Münchner Verkehrsgesellschaft raised allegations that the GDL was conducting its labor dispute with an above-average number of sick reports , after an eight-week labor dispute the GDL accepted the collective bargaining agreement negotiated by ver.di months earlier. Further demands of the GDL regarding working time were referred to a joint commission of the KAV and the GDL, which was supposed to clarify controversial questions. If there is no agreement, these points would be negotiated in the next collective bargaining round in 2012. The strategy of advertising members with more radical demands than the DGB union ver.di had failed because the GDL overestimated its clout here.

Collective bargaining dispute and strikes in 2011

After the last wage dispute ended with an agreement in 2008, the GDL sought a federal framework locomotive driver wage agreement (BuRa-LfTV) in 2011, which was intended to level out wage differences, especially between Deutsche Bahn and private railways. While some shareholders agreed to the contract immediately, strikes took place at AKN , Cantus , metronom and the Veolia companies in order to force approval of the BuRa-LfTV.

The strike focus was often northern Germany. Many commuters had to switch to rail replacement services for weeks at a time . Despite the lack of understanding among passengers, months of strikes and arbitration proceedings, there was no movement in the tariff dispute. In August 2011, the GDL had to give up most of its strikes. This was justified inter alia. with falling willingness to strike.

Internal conflicts 2013

In the spring of 2013, a conflict broke out within the board about the doubling of an employer loan granted by GDL to its deputy chairman Sven Grünwoldt of 50,000 euros. Therefore, on April 15, 2013, the main board removed Grünwoldt and his other deputy Thorsten Weske, who supported Grünwoldt, from their offices. According to Weselsky's account, Grünwoldt used his office in an impermissible manner in order to obtain another loan. The other vice, Thorsten Weske, had been voted out of office because he was on Grünwoldt's side. For observers, the house loan was only the reason for voting out, as conflicts between Weselsky and his representatives had been simmering for a long time. Such loans for real estate purchases are common for top officials in the train drivers' union. The main board appointed Norbert Quitter and Lutz Schreiber as new deputies. An extraordinary general assembly of the GDL on May 15, 2013 confirmed both of them as deputies. Against the presentation of his dismissal on the GDL website, Weske filed a criminal complaint for defamation in April 2013 .

Weselsky's predecessor Schell accused him of an authoritarian leadership style and resigned the honorary chairmanship of the GDL in protest. In 2013, Schell founded the initiative for democracy and the rule of law in the GDL with other former long-term employees .

Collective bargaining disputes and strikes in 2014/2015

From autumn 2014 to May 2015, the GDL organized nine nationwide strikes lasting several days. The eighth strike at the beginning of May lasted six days and was the longest so far in the ongoing collective bargaining dispute. On May 18, 2015, the union announced another strike. Previously, 20-hour talks between Deutsche Bahn and GDL had failed. This strike began in freight traffic on May 19 at 3 p.m. and in passenger traffic at 2 a.m. the following night. In contrast to previous strikes, the GDL did not give an end date. She announced that she would inform 48 hours before the end of the strike. On May 21, the union ended the strike after a successful arbitration process with the Thuringian Prime Minister Bodo Ramelow as GDL representative. The railway was represented by Matthias Platzeck . The arbitration was planned until June 15, until then peace was required . After five weeks of arbitration, both sides agreed to the arbitrator's verdict on June 30, 2015.

The main demands of the GDL were:

  • five percent more wages for the train crew
  • Reduction of the weekly working time from 39 to 38 hours (originally planned from January 2015)
  • Limitation of overtime to 50
  • Free weekends should include at least Friday 10 p.m. to Monday 6 a.m.

This was initially not negotiated because, according to both parties, the other side refused to negotiate. With a view to the plurality of tariffs , the GDL demands that, in addition to the EVG collective agreements, separate collective agreements of the GDL apply to all train staff (i.e., in addition to the train drivers, also for train attendants and on-board restaurateurs) instead of just for train drivers. For its part, the railway demands the use of an arbitrator to enable negotiations with the GDL.

Effects of the strike on the Hamburg S-Bahn (November 2014)

The background to this was the principle of collective bargaining that has existed since 2010, which the Federal Labor Court ruled on the basis of the Basic Law. According to this, different unions can be responsible for the employees in a company , which are organized in each case. This means that several collective agreements can apply in the same company. The GDL emphasized that in addition to being responsible for the train drivers, it was also responsible for the rest of the train crew, especially since it represented a majority of the train crew as a whole. Deutsche Bahn AG denied this. She refused to enter into competing negotiations with both unions. So far, negotiations have only been carried out with the Railway and Transport Union (EVG) for the train crew (with the exception of the train drivers). This responsibility was laid down in the basic collective agreement signed by the GDL in 2007. This was valid until June 2014. There are different views between the two parties about the specific distribution of these staff between EVG and GDL. The GDL saw their demand to extend the validity of collective agreements to the entire train crew, from the fundamental right to freedom of association covered.

Against a four-day strike announced by the GDL, the railway failed in November 2014 with an application for the issuance of an injunction due to alleged disproportionality at the labor court in Frankfurt am Main and then in the complaint procedure before the Hessian state labor court . The GDL ended the strike “as a gesture of goodwill” a day earlier than planned. She rejected judicial settlement proposals, but the process of the process brought about a rapprochement between the social partners.

In total, there were nine strikes in that collective bargaining dispute, with a total duration of 420 hours. According to the time, a quarter of the train drivers and 115 of the approximately 3,100 shunting drivers of Deutsche Bahn took part in the eighth strike ; many train drivers called in sick. According to its own information, DB lost eight to ten percent of its freight transport customers as a result of those strikes.

Constitutional complaint to the Unified Collective Bargaining Act

The GDL feared that it would be displaced by the competing EVG with the entry into force of the Unified Collective Bargaining Act . The law was passed on May 22, 2015 and should come into force on July 1, 2015. On July 31, 2015, the GDL filed a 179-page constitutional complaint against it. Four train drivers, two train attendants, an on-board restaurateur, a locomotive shunter and a dispatcher alleged a violation of their basic rights (Art. 2, Paragraph 1 and Art. 9, Paragraph 3 of the Basic Law).

The collective bargaining agreement between DB and GDL was concluded before the collective bargaining law came into force. He was not subject to the new law.

At the beginning of July 2017, the Federal Constitutional Court ruled that the law was largely constitutional. Protective measures would have to be improved so that special professional groups are not excessively disadvantaged compared to the majority of company union members because the latter does not adequately take their special interests into account.

Internal conflicts 2015

The Frankfurt am Main regional court declared the impeachment and resignation of Weske as deputy federal chairman at the beginning of March 2015 to be ineffective. The Frankfurt Higher Regional Court confirmed the judgment in September 2020 and awarded Weske EUR 170,000 because his employment contract had not been effectively terminated.

In August 2015, Schell was expelled from the GDL by the executive board because of controversial contribution arrears and because of allegations of behavior that was harmful to the union. The incumbent executive GDL board also decided to expel ex-functionaries Volker Siewke and Dieter Kowalsky because of the accusation of behavior that was harmful to the union. Lawsuits against Schell for contribution payments by the GDL were finally dismissed.

2017 collective bargaining round

In the 2017 collective bargaining round, following strike threats and eight-week arbitration, the GDL concluded with a result that was largely based on the agreement previously negotiated between the railways and the rail and transport union: from April 2017, employees received 2.5 percent more wages and a one-off payment 550 euros. From January 2018 there will be 2.6 percent more or additional time off in lieu. There are also extensive improvements in shift work. Through the mediation of the two arbitrators Bodo Ramelow and Matthias Platzeck, a basis for a social partnership between the collective bargaining parties could be created again.

Further development

Before the works council elections in 2018, the union expelled 200 active members who, according to the GDL, had set up free lists.

Positions regarding the 2020 COVID-19 pandemic and renewed tariff dispute with Deutsche Bahn

Due to the travel restrictions in the COVID-19 pandemic , the number of passengers on the trains plummeted from March 2020. In long-distance traffic, the train services were largely maintained. There were cuts in regional traffic. To mitigate the consequences of pandemic-related short-time work, the GDL concluded a short-time work collective agreement with the main collective bargaining partners, which included protection against dismissal and an increase in short-time work allowance to 90% of the net wage. The GDL refused to join the “Alliance for our Railways” initiated by Deutsche Bahn, which included protection against dismissal, substantial financial support for Deutsche Bahn and the waiver of major wage increases. The alliance does not sufficiently improve rail traffic in Germany. It is not the Deutsche Bahn group that is systemically relevant, but the rail traffic in Germany. Among other things, alluding to the subsidiary Arriva, the GDL pleaded for a goodbye to lossy international business. The mountain of debt of Deutsche Bahn - as of 2021 around 35 billion euros - should not grow any further. The redevelopment at the expense of the employees was rejected. The administrative apparatus also urgently needs to be reduced. The GDL rejected a request from Deutsche Bahn to enter into negotiations for a restructuring collective agreement before the wage agreement from the 2018/19 collective bargaining round expired. Therefore, on October 7, 2020, Deutsche Bahn convened an arbitration in accordance with the 2015 collective bargaining agreements. Both parties appointed the Brandenburg Prime Minister retired as arbitrator. D. Platzeck. The GDL rejects worsening wages or working hours. Nevertheless, savings in administrative expenses are conceivable. On October 16, the GDL passed the following demands:

  • a salary increase of 4.8%
  • the introduction of a binding annual shift plan
  • Regulations on partial retirement
  • Improvements to working hours
  • a one-time corona allowance of € 1,300
  • a location-based allowance to offset the cost of living
  • Renovation collective agreement, among other things. with waiver of bonuses for 3 years for all executives
  • Hygiene concepts for employees on trains

Weselsky stated that the train staff earned more than applause and were not responsible for the misery of the group. In August 2021, both parties to the collective bargaining agreement came so close that, based on the conclusion of the ver.di union, 1.4 percent for the public sector for 2021 and an additional 1.8 percent for 2022 and a corona bonus of 600 euros appeared possible. The term of the contract (the GDL demanded 24 months, the Deutsche Bahn initially 40 months, from September 1, 2021 36 months) as well as questions of pension provision were controversial:
“While the executives with pension systems approve up to 20,000 euros per month, the locomotive drivers should receive from their 150 euros company pension and 50 euros will be taken away. ”
In addition, the GDL would also like to set tariffs for vehicle maintenance, network operation, route maintenance and general conditions for trainees. Since this usually represents the EVG, the Deutsche Bahn rejects this. According to the Unified Collective Bargaining Act , the contract of the trade union that has the most members in the respective company applies. The EVG agreed on September 17, 2020, without a member survey, to forego wage increases until the end of 2021. This will be followed by an increase of 1.5 percent until February 28, 2023. In addition, there would be benefits for old-age provision and the exclusion of compulsory redundancies. However, the collective agreement of the EVG contains a special right of termination in Annex 11: If “another union” (the GDL) achieves a higher degree, the EVG can terminate and renegotiate its collective agreement. This also applies to the corona premium, which EVG waived. This is one of the reasons why the fronts hardened in view of the 185,000 EVG members. However, most of them are retirees and only around 64,500 are still in employment.

Railway spokesman Achim Stauß called on the GDL to be considerate of the company's performance, especially because of the billions in losses in the corona pandemic. According to DB, the strike also endangers the supply chains of German and European industry. In emergency operation, the freight transport subsidiary DB Cargo drives the supply-relevant trains to power plants or large industrial companies, for example, in order to maintain supplies. The lack of space in the few remaining passenger trains, in which the distance required due to the corona pandemic cannot always be maintained, is also causing concern. The chairman of the Railway and Transport Union (EVG), Klaus Hommel, criticized the fact that the labor dispute was not about a normal collective bargaining round, but about the GDL's struggle for existence. Its chairman Weselsky had given the goal of switching off the EVG.

After strikes in freight and passenger traffic in mid-August 2021, a second wave of strikes followed from August 21st to 25th. The passenger association Pro Bahn criticized that the strikes had been announced too short-term. Weselsky rejected the criticism with the argument: "There is no time when a strike is good for customers."

On August 30, 2021, the GDL announced a third strike, which will last in freight traffic from September 1 at 5 p.m. and in passenger traffic from September 2 at 2 a.m. to September 7 at 2 a.m. Attempts by Deutsche Bahn to prohibit the strike by way of an interim injunction at the Labor Court in Frankfurt am Main as well as on appeal at the Hessian State Labor Court failed on September 2 and 3, 2021, because the courts did not comply with the urgent procedure necessary Confirmed that the union would pursue unacceptable collective bargaining policy goals with their actions.

Memberships

The GDL is a member of the following organizations:

literature

  • Viktoria Kalass: New trade union competition in the railway sector. Conflict over the union of German locomotive drivers . VS Verlag für Sozialwissenschaften, Wiesbaden 2012, ISBN 978-3-531-19566-7 .
  • Siegfried Mielke , Stefan Heinz : Railway trade unionists in the Nazi state. Persecution - Resistance - Emigration (1933–1945) (= trade unionists under National Socialism. Persecution - Resistance - Emigration. Volume 7). Metropol, Berlin 2017, ISBN 978-3-86331-353-1 .

Web links

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Individual evidence

  1. ↑ a b GDL press: GDL: We about us. In: gdl.de. Retrieved May 8, 2015 .
  2. ↑ a b c d e f g The driver's tariff contract: numbers, facts, background . ( Memento from October 20, 2007 in the Internet Archive ) (PDF) Union of German Locomotive Drivers
  3. ↑ Franz Drey: No competitive advantage over wage costs  ( page no longer available , search in web archives ) (PDF) In: authorities Spiegel , February 2010 edition@1@ 2Template: Toter Link / www.gdl.de
  4. ↑ Nikolaus Doll: There are no winners and no defeated . Welt Online , January 15, 2008
  5. ^ A political balance sheet of the strike at the Berlin transport company . March 27, 2008, accessed March 28, 2008
  6. ↑ Website of the GDL local transport operating group in Berlin ( Memento from July 11, 2017 in the Internet Archive )
  7. ↑ DGB: DGB membership figures 2020. In: www.dgb.de. March 12, 2021, accessed May 21, 2021 .
  8. ↑ Thomas Gutschker: Mensch, Weselsky . In: Frankfurter Allgemeine Sonntagszeitung . No. 47 , November 23, 2014, p. 3 (similar version online ).
  9. ↑ Manfred Schell: The locomotive pulls the train . Rotbuch-Verlag, Berlin 2009, ISBN 978-3-86789-059-5 , p. 185
  10. ^ Christian Tenbrock: Rail strike: a man does not want to brake . In: Die Zeit , No. 29/2007
  11. ↑ a b "Country deserves a break" . In: Frankfurter Allgemeine Sonntagszeitung . May 10, 2015, p. 1 .
  12. ↑ a b Markus Meinold: The locomotive drivers of the Prussian State Railroad 1880-1914 . Hövelhof 2008. ISBN 978-3-937189-40-6 , p. 13, 140ff.
  13. ^ Eisenbahndirektion Mainz (Ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of April 9, 1904, No. 19. Announcement No. 164, p. 276.
  14. ↑ a b Manfred Schell: The locomotive pulls the train . Rotbuch-Verlag, Berlin 2009, ISBN 978-3-86789-059-5 , p. 65 f.
  15. ↑ DIW estimate: rail strike costs high millions - per day. In: Spiegel Online . August 7, 2007, accessed December 24, 2014 .
  16. ^ Siegfried Mielke , Stefan Heinz : Railway trade unionists in the Nazi state. Persecution - Resistance - Emigration (1933–1945) (= trade unionists under National Socialism. Persecution - Resistance - Emigration. Volume 7). Metropol, Berlin 2017, ISBN 978-3-86331-353-1 , p. 49.
  17. ^ DB Museum (ed.): In the service of democracy and dictatorship: The Reichsbahn 1920–1945 (=  history of the railroad in Germany . Volume 2 ). 2nd Edition. Nuremberg 2004, ISBN 3-9807652-2-9 , pp. 72 f .
  18. ↑ Manfred Schell: The locomotive pulls the train . Rotbuch-Verlag, Berlin 2009, ISBN 978-3-86789-059-5 , pp. 95 f.
  19. ↑ Manfred Schell: The locomotive pulls the train . Rotbuch-Verlag, Berlin 2009, ISBN 978-3-86789-059-5 , p. 102
  20. ↑ Manfred Schell: The locomotive pulls the train . Rotbuch-Verlag, Berlin 2009, ISBN 978-3-86789-059-5 , p. 104 f.
  21. ↑ Nikolaus Doll: The Poltergeist leaves the driver's cab . In: The world . May 6, 2008, p. 12 (under a similar title welt.de ).
  22. ↑ Hans von der Hagen: Manfred Schell - The uneitle vain. In: sueddeutsche.de . May 17, 2010, accessed December 24, 2014 .
  23. ↑ Thomas Jansen: Germany's top train driver. In: FAZ.net . July 5, 2007, archived from the original on December 4, 2014 ; Retrieved December 24, 2014 .
  24. ↑ Manfred Schell: The locomotive pulls the train . Rotbuch-Verlag, Berlin 2009, ISBN 978-3-86789-059-5 , pp. 154, 159
  25. ^ The struggle of the train drivers for their own collective agreement . In: Franconian Day of July 5, 2007
  26. ↑ Christine Zeiner: The wheels stand still . In: the daily newspaper . July 3, 2007, p. 2 ( taz.de ).
  27. ↑ Train drivers' union votes for strike at the railways . ( Memento of October 12, 2007 in the Internet Archive ) reuters.com, August 6, 2007
  28. ↑ Labor court prohibits rail strikes . Tagesschau.de, August 8, 2007
  29. ^ Temporary injunction from the Nuremberg LAG .  ( Page no longer available , search in web archives ) (PDF)@1@ 2Template: Toter Link / www.arbg.bayern.de
  30. ↑ ad-hoc-news.de
  31. ↑ Engine drivers are on strike for three hours . ( Memento from November 23, 2008 in the Internet Archive ) netzeitung.de
  32. ↑ Engine drivers want to go on strike all Friday . ( Memento from November 23, 2008 in the Internet Archive ) netzeitung.de
  33. ↑ File number: 7 SaGa 19/07
  34. ^ Strike in freight and passenger traffic ( Memento from November 19, 2007 in the Internet Archive ). Announcement on the GDL website
  35. ↑ Green light to prevent labor disputes ( memento from January 20, 2008 in the Internet Archive ) on www.gdl.de
  36. ↑ Strike from Monday: No mercy for Berlin - GDL wants to strike across the board. In: Spiegel Online . March 7, 2008, accessed December 24, 2014 .
  37. ^ Dispute settled, strikes canceled ( Memento from January 30, 2009 in the Internet Archive ). Tagesschau , March 9, 2008.
  38. ↑ Manfred Schell: The locomotive pulls the train . Rotbuch-Verlag, Berlin 2009, ISBN 978-3-86789-059-5 , p. 189
  39. ↑ Manfred Schell: The locomotive pulls the train . Rotbuch-Verlag, Berlin 2009, ISBN 978-3-86789-059-5 , p. 186
  40. ↑ Johannes Welte: MVG expects further strikes . In: Münchner Merkur . October 28, 2010 (Interview with the negotiator of the municipal employers Reinhard Büttner)
  41. ↑ Press release of the dbb collective bargaining union on the failure of collective bargaining (PDF; 64 kB), accessed on September 29, 2010 at gdl-stadtverkehr-muenchen.de
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  44. ↑ Employees make advance payments with a break on strike  ( page no longer available , search in web archives ) (PDF) accessed on September 29, 2010 at augsburg.gdl-stadtverkehr.de@1@ 2Template: Toter Link / www.augsburg.gdl-stadtverkehr.de
  45. ↑ Strike in local public transport - reduced operating concept remains for the time being  ( page no longer available , search in web archives ), accessed on September 20, 2010 at vag-nuernberg.de@1@ 2Template: Dead Link / www.vag.de
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  47. ↑ End of the underground strikes - collective bargaining dispute in local transport settled. In: sueddeutsche.de . March 14, 2011, archived from the original on October 21, 2014 ; Retrieved December 24, 2014 .
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  51. ↑ Sebastian Kisters: Dispute with train drivers' union GDL The credit gambled away . ( Memento from June 7, 2013 in the Internet Archive ) Tagesschau online, May 13, 2013.
  52. ↑ a b Detlef Esslinger : Train driver, two-track . In: Süddeutsche Zeitung . May 16, 2013, p. 6 ( sueddeutsche.de ).
  53. ↑ Matthias Breitinger: Engine driver: "This labor dispute harms the GDL". In: zeit.de . October 24, 2014, accessed December 24, 2014 .
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  66. ↑ Rail strike - I understand GDL . Reflection pages, Oct 30, 2014 at 11:39 am
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  73. ↑ Bundestag weakens mini-unions. In: SZ. May 22, 2015, accessed May 23, 2015 .
  74. ↑ Federal Constitutional Court: The Unified Collective Bargaining Act is largely compatible with the Basic Law. Retrieved July 24, 2017 . NJW 2017, 2523 with comment by Mike Wienbracke
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  79. ↑ No strike at Deutsche Bahn , Der Tagesspiegel of March 13, 2017
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  91. ↑ Tagesschau.de, incomprehension and criticism of the GDL , August 11, 2021
  92. ↑ Train drivers' union GDL announces second wave of strikes: Passenger traffic to stand still from Monday , Neue Zürcher Zeitung, August 20, 2021.
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  94. ↑ https://www.spiegel.de/wirtschaft/deutsche-bahn-gdl-kuendigt-bisher-laengsten-streik-an-a-023365ff-3ce9-439f-ac6d-9dd457e69714
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