New pay proposal could see an end to two years of industrial action, protect passengers from further national strikes and improve the reliability of services
Following a series of positive talks led by the new UK government, ASLEF yesterday (14 August 2024) agreed to recommend a new pay proposal to its members.
The offer made to ASLEF is a 5% pay rise for 2022/23, 4.75% for 23/24, and 4.5% for 24/25. The offer will now be put to ASLEF members in a referendum.
This marks a significant step towards resetting industrial relations and resolving the long-running rail dispute, which has seen services disrupted for over 2 years now. As the pay proposal includes an offer for the year ahead, it also means there is no national rail dispute on the horizon.
The Secretary of State for Transport, Louise Haigh, says the breakthrough shows how this government is “putting passengers first”.
If agreed by ASLEF members, the pay proposal could see an end to 2 years of industrial action, protect passengers from further national strikes and improve the reliability of services, which train passengers have been missing for far too long.
Poor industrial relations have caused disruption and delay for working people, prevented families from visiting loved ones and stopped the public from attending events, damaging the hospitality sector.
New industry estimates revealed today show that railway revenue foregone because of strikes since June 2022 has totalled around £850 million – a debilitating amount for the industry and a huge burden that falls directly on the taxpayer. Accounting for additional impacts of strikes, including those due to people being unable to work, or due to potential reductions in spending on hospitality and retail, the total impact likely exceeds £1 billion.
This government changed the tone and got unions back around the table to resolve rail disputes. In recent weeks, the Transport Secretary has instructed senior officials to conduct intensive talks with unions in order to resolve disputes in the interests of the travelling public, which has led to this significant breakthrough.
Transport Secretary, Louise Haigh, said: “When I took this job, I said I wanted to move fast and fix things – starting by bringing an end to rail strikes. Finally today the end is in sight.
“If accepted, this offer would finally bring an end to this long-running dispute and allow us to move forward by driving up performance for passengers with the biggest overhaul to our railways in a generation.”
Transport disruption has a huge impact on the wider economy, with sectors like hospitality and tourism among the worst affected.
If ASLEF members vote yes, it will end the national two-year pay dispute during which drivers have taken 18 days of strike action as well as refusing to work non-contractual overtime.
The dispute – the longest in the recent history of Britain’s railways – was because the Tory government, and the privatised train companies, refused to give train drivers, who have not had an increase in salary for five years, since their last pay deals expired in 2019, the pay rise they deserve because, during that time, the cost of living has increased significantly.
Mick Whelan, ASLEF’s general secretary, who negotiated the deal with Simon Weller, assistant general secretary, and Dave Calfe, executive committee president, emerged from talks at the DfT to say: “‘We are pleased that after being treated with utter contempt for the last two years by the privatised train companies, and the previous government that was pulling their strings, we finally have a new government – a Labour government – that listens and wants to make the railway work for staff, for passengers, and for the taxpayer.
‘The offer is a good offer – a fair offer – and it is what we have always asked for, a clean offer, without a land grab for our terms & conditions that the companies, and previous government, tried to take in April last year.
‘We will put it to members with a recommendation for them to accept.’
The no-strings three-phase offer is for 5% for 2022-2023; 4.75% for 2023 to 2024; and 4.5% for 2024 to 2025. Backdated and pensionable.
Mick Whelan added: ‘We have achieved more in the last four weeks of a Labour government than we managed under a Tory government that set out to destroy us – first by refusing to meet us, then by insisting the companies could only offer us 2%, then by offering us 4% but with a land grab for all the T&Cs we have spent 144 years negotiating with productivity and sweat.
‘We have gone from people behaving dishonestly and deceitfully and trying to rip up all our t&cs to a group of people who seem to understand the interests of rail workers, the travelling public and the taxpayer.’
Public sector workers seem set on a collision course with local and national government over inadequate wage rises …
The General Secretary Designate of teachers union the EIS yesterday urged all of Scotland’s teachers to get active in the campaign to secure a 10% pay rise.
Ms Bradley addressed delegates on the final day of the EIS Annual General Meeting (AGM) at Dundee Caird Hall, and just ahead of a rally in support of the EIS ‘Pay Attention’ Campaign in the Civic Square outside the conference venue.
Addressing the AGM, Ms Bradley said, “The obvious and pressing priority is our Pay Attention campaign. We’ve staked our claim, nailed our colours to the mast … now we need to win.
“Listening to our speakers on the issue of pay over the last few days, I know we’ve got what it takes to win this. To win it because it’s simply unacceptable that teachers and other public sector workers would be expected to bear the burden of yet another crisis that’s been created by the economic vandalism of the Tory government and a Cabinet of millionaires …utterly morally bankrupt and more intent on callous racketeering and profiteering than they are on caring about people and supporting recovery.”
“We can’t allow COSLA to peddle the myth of the One Workforce agenda. Or the Scottish Government to quietly sit there on the side-lines being let off the hook by a raft of egalitarian-sounding rhetoric that’s in truth about pay suppression for teachers and by dint of that the rest of the public sector. We know One Workforce is utter fallacy and I have a sense that the other public sector unions know it as well.”
“If we’re to win a pay rise that protects teachers’ incomes from the worst of the cost of living increases, from every corner of the union, we need to keep building what will be a formidable display of our union strength. We’ve started building this – the press statements, the campaign materials, the branch meetings, the petition, the social media activity, and the demo outside this building later this morning.”
“With full-blown organising, comms and political campaigning… synchronicity of actions with local associations, we’ll be ballot ready, strike ready by October and with a strong industrial action strategy mapped out so that we’re strike ready and strike able.
“From the speeches and applause that we’ve heard this AGM about pay and the other inter-related injustices it sounds like you’re well up for taking this on …and so am I!”
COSLA STATEMENT ON PAY NEGOTIATIONS
COSLA is deeply disappointed that the First Minister and Cabinet Secretary for Finance have refused the request of all Council Leaders to engage in discussions regarding the current settlement for Local Government and its significant impact on our ongoing pay negotiations.
The implications of the Scottish Government’s spending plans for the rest of the parliament are deeply concerning for communities across Scotland and have further increased the already strong likelihood of industrial action in the coming months.
Scottish Government continues to fail to respect the fundamental role Local Government and its workforce has in addressing their own priorities of tackling child poverty, climate change and a stronger economy.
The ‘Resource Spending Review’, published on 31 May, shows that Local Government’s core funding for the next 3 years will remain static at time when inflation and energy costs are soaring.
This “flat-cash” scenario gives no scope to recognising the essential work of our staff, whose expectations, quite rightly, are being influenced by Scottish Government’s decisions in relation to other parts of the public sector. A suggestion that increases in welfare payments will mitigate the cost of living crisis do not recognise that our staff should not have to depend on such payments to make ends meet.
As things stand, the only option available to Councils is yet fewer jobs and cuts to services that are essential to communities everywhere.
COSLA’s Resources Spokesperson Gail Macgregor said: “COSLA, every year, argues for fair funding for Local Government to maintain the essential services our communities rely on.
“No increase in our core funding damages these services and limits the options we have in successfully concluding pay negotiations. Refusal to engage in discussion will only see this continue and our communities will see and feel the difference.”
The Fraser of Allander Institute has recognised the impact on councils: “The local government budget will decline by 7% in real terms between 2022/23 and 2026/27 … the real terms erosion of the funding allocations of local authorities represents the continuation of a longer trend.”
UNISON, Scotland’s largest local government union, will be balloting its members in a dispute over pay. The union is planning targeted strike action – this means select groups of workers will be balloted.
UNISON is campaigning for a pay rise for ALL local government workers.
The groups that will be balloted for strike action are members employed working in schools, who provide services to the running and operation of the school, and all members working in early years and in waste and recycling services. The union is recommending that vote ‘YES’ in favour of strike action.
The ballot will run from 10 June and will close on 26 July. It is vital that all ballots are posted back in good time to ensure we receive them by closing date.
Why are we balloting?
Having consistently worked above and beyond to keep our key services going over the past two years of the pandemic, and with the cost of living spiralling, COSLA’s offer of a 2 per cent pay increase for local government workers is nothing short of an insult.
While politicians have raced to praise your efforts their warm words have not been matched by action.
Earlier this year we ran an online consultation to see what you and other local government members thought of the employers’ 2022 pay offer. It was no surprise that the overwhelming majority of you voted to reject the offer and indicated your willingness to take action to achieve a better deal.
Nothing has changed since then and we now need you to vote YES to take strike action to remind your employers exactly how you feel.
This offer is derisory. It is less than the Scottish Public Sector Pay policy, falls far short of our pay claim and is significantly below current levels of inflation. It will exacerbate the gap between those on the lowest and those on the highest rates of pay.
And it is in sharp contrast to the 5.2% increase that councillors themselves have just received from 1st April 2022.
GMB Scotland has attacked “failure at all levels of government” as an industrial action ballot across local government gets underway this morning (Monday 6 June) against the threats of a 2 per cent pay offer and swingeing cuts to local jobs and services.
Nearly 10,000 GMB members in waste and cleansing and schools and early years services will be asked if they back strikes in the face of a pay offer from employer body COSLA amounting to less than £10 a week for staff earning under £25,000 a year.
Joint trade unions in local government wrote to the First Minister and the Finance Secretary last week seeking urgent talks and warned about the consequences for council workers of significantly below inflation pay with the cost of living at a forty-year high.
The ballot, which runs throughout the summer until Tuesday 26 July, also takes place amid dire forecasts for local government budgets following the Scottish Government’s spending review plans.
GMB Scotland Senior Organiser Keir Greenaway warned: “Council workers and the vital services they deliver are firmly in the sights of Kate Forbes’s cuts agenda, and if left unchallenged the lowest paid will pay the highest price in the biggest cost-of-living crisis for 40 years.
“This is what years of failure at all levels of government looks like – a decade of failed austerity, the passing on of cuts to communities, and a meek acceptance of the consequences locally. It’s a far cry from the doorstep applause of virtue-signalling political leaders just two years ago.
“It shows everyone there are no political superheroes and if you want wages that confront soaring inflation then you need to organise and fight for it.
“That’s exactly what our members are doing and unless an improved pay offer is tabled then industrial action looks inevitable.”
RMT launch 3 days of national strike action across the railway network
Over 50,000 railway workers will walkout as part of 3 days of national strike action later this month, in the biggest dispute on the network since 1989.
The union will shut down the country’s railway network on 21st, 23rd and 25th June, due to the inability of the rail employers to come to a negotiated settlement with RMT.
Network Rail and the train operating companies have subjected their staff to multiyear pay freezes and plan to cut thousands of jobs which will make the railways unsafe.
Despite intense talks with the rail bosses, RMT has not been able to secure a pay proposal nor a guarantee of no compulsory redundancies.
In a separate dispute over pensions and job losses, London Underground RMT members will take strike action on June 21st.
RMT general secretary Mick Lynch said: “Railway workers have been treated appallingly and despite our best efforts in negotiations, the rail industry with the support of the government has failed to take their concerns seriously.
“We have a cost-of-living crisis, and it is unacceptable for railway workers to either lose their jobs or face another year of a pay freeze when inflation is at 11.1pc and rising.
“Our union will now embark on a sustained campaign of industrial action which will shut down the railway system.
“Rail companies are making at least £500m a year in profits, whilst fat cat rail bosses have been paid millions during the Covid-19 pandemic.
“This unfairness is fuelling our members anger and their determination to win a fair settlement.
“RMT is open to meaningful negotiations with rail bosses and ministers, but they will need to come up with new proposals to prevent months of disruption on our railways.”
A snap poll from the Trades Union Congress (TUC) and Opinium showed the cost of living was the top issue for 75% of the Scottish electorate when casting their ballot in May.
This was followed by 60% citing the NHS as their primary concern, with public services (21%), housing (15%), Brexit (20%) and the environment (19%) all taking voter preference over the constitution (14%).
The news was cited as a ‘wake-up call’ from the Scottish Trades Union Congress leader Roz Foyer, who will host a specific cost of living crisis summit on June 17th with the Poverty Alliance.
Ms Foyer said: “These elections should be a wake-up call to all levels of government – local, Scottish and UK – that workers throughout the country need urgent and sustained help in the face of this brutal attack on their living standards.
“By far and away, with 75% of the electorate in Scotland citing the cost of living crisis as their top concern, with health, housing and the environment their taking preference over the constitution, all incoming councillors must make this their most urgent priority.
“Our local government manifesto made clear we need sustained investment from the Scottish Government to local authorities throughout the country, helping to deliver a real terms pay increase for our public sector workers. This is in addition to delivering on rent freezes, settling equal pay disputes and introducing universal free school meals throughout the country.
“This is the type of real terms action we need from councillors and government throughout Scotland. Our movement, with affiliates currently balloting for industrial action across the country, are not standing idle whilst workers face this material threat to their living conditions.”
The Rail Accident Investigation Branch (RAIB) has today released its report into the fatal derailment of a passenger train at Carmont, Aberdeenshire, 12th August 2020.
At around 09:37 hrs on Wednesday 12 August 2020, a passenger train derailed near Carmont, Aberdeenshire. The train, reporting number 1T08, was the 06:38 hrs service from Aberdeen to Glasgow, which was returning towards Aberdeen due to a blockage that had been reported on the line ahead.
It was travelling at 73 mph (117 km/h), just under the normal speed for the line concerned. After derailing, the train deviated to the left, before striking a bridge parapet which caused the vehicles to scatter. Tragically, three people died as a result of the accident: the conductor, Donald Dinnie; the train driver, Brett McCullough; a passenger, Christopher Stuchbury. The remaining six people on the train were injured.
On the morning of the accident there was near-continuous heavy rain at the site of the accident between about 06:00 hrs and 09:00 hrs. The 51.5 mm of rain which fell in this period at the accident site was close to the average rainfall for the month of August in this part of Scotland.
Train 1T08 derailed because it struck debris that had been washed out of a drainage trench. This trench, which had been constructed between 2011 and 2012, contained a perforated pipe that had been installed as part of a project to address a known problem with drainage and the stability of a cutting in that area.
However, the drainage system and associated earthworks had not been constructed in accordance with the original design and so were not able to safely accommodate the water flows that morning.
RAIB’s investigators found that a low earth bank (bund) had been constructed that ran across a slope leading towards the track.
The presence of this bund significantly altered the flow of water such that extreme rainfall would cause a concentrated flow into the steeply sloping section of trench. The evidence indicates that the intensity and duration of this rainfall would have generated water flows into the trench that were sufficient to wash away the gravel fill and the ground immediately surrounding the trench.
No instruction was given by route control or the signaller that train 1T08 should be run at a lower speed on its journey between Carmont and Stonehaven. At that time there was no written process that required any such precaution in these circumstances.
Consequently, normal railway rules were applied to the train movement. The RAIB’s investigation found that the ‘route controllers’ (who were responsible for the operational management of Scotland’s railway network) had not been given the information, procedures or training that they needed to effectively manage complex situations of the type encountered on the morning of 12 August 2020.
The RAIB’s investigation also identified that Network Rail’s management processes had not identified or addressed weaknesses in the way it mitigated the consequences of extreme rainfall events. Furthermore, despite an awareness of the risk, Network Rail had not completed the implementation of additional control measures following previous events involving extreme weather and the management of operating incidents.
A train built to modern standards would have had a number of design features that are intended to minimise the damage to the train in case of collision or derailment. However, the refurbished HST that derailed at Carmont was designed and constructed before some of these standards came into force.
While it is not possible to be certain about what would have happened in the hypothetical situation with different rolling stock in the same accident, RAIB considers it more likely than not that the outcome would have been better if the train had been compliant with modern ‘crashworthiness’ standards.
Recommendations
As a consequence of this accident, RAIB has made 20 recommendations for the improvement of railway safety. The areas covered include:
better management of civil engineering construction activities by Network Rail and its contractors
additional standards and guidance on the safe design of drainage systems
improved operational response to extreme rainfall events, exploiting the full capability of modern technology, and based on a detailed understanding of the risk associated with extreme rainfall
enhancing the capability of route control offices to effectively manage complex events
extending Network Rail’s assurance regime to encompass route control offices
addressing the obstacles to effective implementation of lessons learnt from the investigation of accidents and incidents
measures to prevent derailed trains from deviating too far from the track (equipment fitted to track and/or trains)
addressing train design issues identified by the investigation and better understanding the additional risk associated with the operation of older trains.
Simon French, the Chief Inspector of Rail Accidents, said:“This was a tragedy that devastated the lives of the three families who lost their loved ones and brought terror and injury to six other people on the morning of 12 August 2020. Our thoughts are with them all. Nothing can undo this event, but we owe it to everybody who was affected by it to strive to learn safety lessons for the future.
“Although railway safety in the UK has been steadily improving over recent decades, the tragedy at Carmont is a reminder of just how disruptive and potentially dangerous Britain’s volatile weather can be.
“The railway industry needs to get even smarter about the way it counters this threat, and to better exploit remarkable modern technology that enables the prediction and tracking of extreme weather events such as summer convective storms. There’s also an urgent need for the railway to provide real-time decision-makers with the information, procedures and training they need to manage complex and widespread weather-related events across the rail network.
“No one wants to shut down the railway every time it rains. Railways need to operate safely and reliably in most weather conditions. If they’re not able to achieve this, potential passengers will be forced onto the roads, which are undoubtedly much more dangerous in bad weather conditions. So, there’s a balance to be struck and technology can help to get this balance right.
“Modern weather forecasting and monitoring systems can spot the truly exceptional events before they occur and as they happen, so allowing railway operators to implement precautionary measures when it’s prudent to do so. This would benefit the safety of the line (by restricting train speeds, or suspending operations, when necessary) while reducing the need for imposing blanket speed restrictions over areas that are not at significant risk.
“This investigation highlights the risk of uncontrolled changes to railway infrastructure during construction. It is so sad that a project that was designed for the protection of the travelling public became unsuitable for its intended use and posed a hazard to trains because of such uncontrolled changes to the design.
“When anything is built in difficult conditions, such as on the side of a steeply sloped cutting, changes will often be needed for practical reasons. Although such changes are normal and can be highly beneficial in terms of saved time and cost, they need to be made with care.
“In each case, the original designer needs to understand the change that’s proposed and review the implications of a change that may appear inconsequential to the team on site. I hope this example will resonate throughout the UK’s construction industry.
“It’s important for all of us in the rail industry not to dismiss this truly harrowing accident as a one-off event. The railway industry needs to think through the implications of severe weather on its infrastructure, whilst also looking to the behaviour of trains should they derail after striking obstructions such as washouts and landslips.
“Is there more that could be done to keep trains in line and closer to the track, to minimise the risk of jack-knifing and to keep bogies attached to rail vehicles?
“RAIB doesn’t have all of the answers but is urging the railway industry to think about ways of guiding derailed trains, and to think about the longer-term implications of continuing to operate rolling stock that pre-dates modern standards.”
Carmont Report ‘damning’ and must be ‘Watershed Moment for Rail Safety’ say Drivers Union ASLEF
ASLEF’s organiser in Scotland, Kevin Lindsay, said:“This report is damning and makes for difficult reading, not least for the families of those who died and were injured.
“The failures identified in this report are so bad that we believe this must be a watershed moment in the way we ensure rail safety is adhered to. ASLEF has made a number of recommendations and demands (see notes below).
“Never again should our drivers be on trains where crashworthiness is not fit for purpose and on track and infrastructure not designed to withstand the consequences from climate change and where repeated warnings were not acted upon.
“Action must be taken urgently, if not then this tragedy could happen again and again.
“Network Rail and Abellio ScotRail failed the staff and passengers who were on the train that crashed at Carmont and they must be held to account. This should start with Alex Hynes, given his involvement in both Network Rail and Abellio ScotRail, his position is untenable, and he must resign with immediate effect.
“Network Rail and Abellio ScotRail must also be pursued in the courts. Carmont represents endemic corporate failure and for justice to prevail corporate homicide/manslaughter laws should be used to pursue Network Rail and Abellio ScotRail. Using the laws of the land and we implore the Crown Office and Procurator Fiscal Service to act and ensure that their litany of failure is heard in court.”
The train drivers’ trade union demands:
ASLEF demands ORR begins the immediate process of withdrawal of HST’s from service across the entire rail network by 12th of August 2023.
ASLEF demands the ORR conduct an immediate industry review of crashworthiness standards of all rolling stock in service today and insist that classes of train or locomotive that do not meet minimum standards of crashworthiness be modified or be given a timescale for withdrawal.
ASLEF demands the ORR to ensure that going forward there are regular reviews of the crashworthiness of legacy rolling stock to take into account the “state of the art” at the time of the review, and the introduction of any new cab equipment.
The RSSB initiate research on the design, specification and effectiveness of lifeguards with a view to specifying a new standard that would prevent the derailment of trains in scenarios such as the one experienced at Carmont.
In line with the RAIB report ASLEF calls for the RSSB to review its previous research on the fitting of secondary impact protection devices for train drivers (including seatbelts) in the light of the circumstances of Carmont, future train accident risk (including derailment) and the capabilities of current technology.
In consultation with relevant stakeholders the RSSB evaluates the case for fitting specific secondary impact protection devices into new and existing trains; and where justified and incorporate requirements for improved protection measures into standards for train driving cabs.
A Public Inquiry into the events at Carmont and the awarding of the franchise to Abellio with regards bringing HSTs to Scotland.
