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Introduction
Our fieldwork research in the Port of Piraeus started in 2013, a
period when labour relations were radically transformed as a result
of a concession agreement signed between the Greek government
and COSCO Pacific Ltd in 2009.1 The container port was divided, as a
result, into two parts: Pier I continued to be managed by the existing
port authority (OLP), while Pier II and from 2013 the newly
constructed Pier III, were operated by Piraeus Container Terminal SA
- PCT, a COSCO subsidiary company operating under Greek law.
Following the concession, new machines, software, infrastructures,
entrepreneurial cultures and languages emerged in the port, some
assuming a material form and others in the form of anticipations,
projections and desires. At the time, we could only sketch what was
emerging next to the existing OLP regime by juxtaposing conflicting
statements enounced by Greek government officials, COSCO
executives, Chinese diplomats, Greek labour unionists, technicians
and inhabitants of the surrounding area. The amalgam of these
enunciations, however, already sketched a complex assemblage of
machines and humans that produced the Port anew.
The prevailing neo-liberal enunciations of the COSCO concession
projected futuristic scenarios of economic efficiency, the utilisation
of new technologies and highly trained personnel and the
undertaking of research and innovation on new infrastructures and
superstructures that would transform Piraeus into the largest port
in Eastern Mediterranean.2 As Greece was entering into a period of
deep recession and austerity, government officials celebrated these
progressive visions as the largest investment on the Greek territory
emphasizing the prospects of further Chinese investments that
1 The paper is based on fieldwork research carried out in Piraeus,
Greece, between 2013 and 2015 as part of the project Logistical
Worlds, coordinated by the University of Western Sydney. Logistical
Worlds is a collective research project that investigates logistical
operations as a set of practices making worlds. The project moves
between Athens, Kolkata and Valpariso, investigating regimes of
circulation and containment that connect Chinas manufacturing
industries to different corners of the world (Neilson and Rossiter,
2014: 4).
2PCT S.A., Our philosophy. See http://www.pct.com.gr.
1
3 In its 2014 annual financial statement, PCT declares that it employs only
261 workers, while the total number of people employed in the PCT
terminal
is
estimated
to
900-1.000.
See
http://www.pct.com.gr/PRImages/Financial/16_PCT%20ANNUAL
%20FINANCIAL%20STATEMENTS%202014.pdf.
COSCOs privileged presence in Piraeus to an additional 7 yearperiod and making it practically a monopoly company in all services
and facilities of the port.6 COSCO was the sole bidder and the
agreement includes mandatory investments such as the
development of the cruise pier, some of the buildings belonging to
OLP and the zone of the ship repair industry, which is adjacent to
Piers II and III. As attempts by labour unions to re-terriorialisations
collapse, seamless futuristic scenarios seem to become increasingly
probable.
This announcement ends a prolonged period of uncertainty, since
the formation of the newly elected coalition government of the leftwing party SYRIZA and the right-wing nationalist party ANEL in
January 2015, which had initially declared that the ongoing
privatization of the Piraeus port and other critical infrastructures
would be reverted. As soon as February 2015, the governments
attempts to seek financial aid infrastructural investments from
China annulled the pre-election declarations. This may be
interpreted as another attempt to re-territorialisation: as the
territory within expands, it is expected to save the Greek territory
from its sovereign debt crisis. In a surprising twist of the previous
Sinification rhetoric, the Greek Prime Minister stated during the
ceremonial visit of the Chinese fleet in Piraeus: The Chinese people
gave a fight against colonialism. Today the Greek people give a fight
for their national sovereignty.7 On the 28th of February 2015, Yanis
Varoufakis, then Minister of Finance, visited Piers II and III of the Port
of Piraeus accompanied by the Chinese ambassador. After
6 APM Terminals, owned by the Danish shipping company A.P.
Moller-Maersk A/S, and Philippines-based port operator International
Container Terminal Services Inc. didnt submit binding bids. COSCOs
offer was lifted to EUR 22 per share, i.e. EUR 368.5 million for the
stake of 67%. The total value of the concession, which will expire in
2052, amounts to EUR 1.5 billion and includes among others the
aforementioned EUR 368.5 million offer, the mandatory investments
amounting to EUR 350 million over the next decade and the
expected revenues from the Concession Agreement for the Hellenic
Republic, amounting to EUR 410 million. There are two stages in the
concession procedure: first, COSCO will pay the amount of EUR
280.5 million to HRADF, thus becoming a 51% shareholder of PPA.
After a period of five years, if COSCO fulfills certain conditions set
out in the Agreement, including the successful completion of the
mandatory investments, COSCO will pay HRADF an additional
amount of EUR 88 million and will increase its PPA stake from 51%
to
67%.
See
http://www.hradf.com/sites/default/files/attachments/HRADF
%20Press%20Release_PPA200116B.pdf.
7
When
Alexis
Tsipras
spoke
chinese,
http://www.iefimerida.gr/news/192479/otan-o-alexis-tsipras-milisekinezika-ti-egine-stin-teleti-ypodohis-toy-kinezikoy-stoloy
8
10
See
the
Wikipedia
entry
https://en.wikipedia.org/wiki/Industry_and_Idleness for photos of the
12 engravings.
9
10
11
12
Machinic idleness
The specter that haunts the organization of work at Piraeus
container terminal is machinic idleness. Powerful algorithms and
data mining techniques continuously document and analyse
machinic behaviour with the aim of minimizing the time spent in
idleness by entanglements of machines, people, things and
software.
In Total Soft Banks jargon (the IT company that has developed the
terminal operating system used by PCT in Piraeus) machinic idleness
is articulated as the empty traveling time of equipments or, in
other occasions, as the state of a machinery being idle (i.e.
motionless) within the space of the terminal. The companys new
optimization software, CHESS - Container Handling Equipment
Supervisor System, is precisely its proposed solution to increasing
performance and efficiency in semi- or fully-automated container
terminals by minimizing idleness (Total Soft Bank, 2014). Against the
declared scope of CHESS intervention supervising equipment-, we
have to note that its approach towards minimizing idleness always
targets amalgams of software, machines, and workers. The idleness
of a quay crane as posited by CHESS, implies concomitantly the
possible idleness of a functional whole that includes the quay crane,
a possible glitch on the software that controls the crane, the body of
the crane operator, an RFID reader and tag placed on the quay
crane, and so on. Another example is the application of CHESS in
the operations of the Guangzhou South China Oceangate Container
Terminal, where one of the conclusions was that the idleness of yard
trucks was primarily caused by a particular driver's negligence.12
12
See
http://www.tsb.co.kr/RBS/Data/Files/fnAAN/News05/Final_20130402.
13
15
for
an
Conclusion
On July 18, 2014 workers at the PCT container terminal organized
their first strike. Their actions addressed both COSCO and Diakinisis,
their formal employer, acknowledging the different layers of control
in the Port but also their interconnections. The next day, COSCO PCT
promised to meet some of their demands, and to negotiate some
others. As a result, the strike ended. One of the achievements of this
action was the foundation of the first trade union representing, at
least some workers in the PCT. 14 The union continues to fight, its
latest action being the (averted) call for a walkout in piers II and III
in February 2016, but has still not managed to force PCT to sign a
collective labour agreement, or to impose a training process, or
achieve any major improvement of health and safety conditions
(Frantzeskaki, 2016).
As the concession expands in time and space to absorb the cruise,
car and passenger terminals, the ship repair industry, the train line,
the Thriassio freight centre and commercial buildings in the
surrounding area, the machinic assemblage becomes more and
more intense integrating multiple political subjects, labour histories
and tropes into the new precarious labour regime. This complex
process can no longer be addressed simply as a question of national
sovereignty or of the labour unionism of Greek male dockworkers. At
14 The union is called Union of Dockworkers in Piraeus Container
Ports. See their blog: http://enedep2014.blogspot.gr and Facebook
page: https://www.facebook.com/enedep/, for more information (in
Greek).
17
18
References
Batsoulis, D. (2014). Interview of fired ex-PCT employee with
authors, February 16.
Deleuze, G. and Guattari, F. (1986). Kafka: Toward a Minor
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Press.
Deleuze, G. and Guattari, F. (1999). A Thousand Plateaus:Capitalism
and Schizophrenia. Trans. Brian Massumi. Minneapolis: University of
Minnesota Press.
Frantzeskaki, A. (2016). The privatization of the Piraeus Port
Authority in Greece: What's really happening. Retrieved from:
http://www.tlaxcala-int.org/article.asp?reference=17002.
Galloway, A. (2004). Protocol: How Control
Decentralization. Cambridge, MA: MIT Press.
Exists
After
Retrieved
from
19
worlds:
from
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