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August 31, 2005

Service cuts for City line

Birmingham Post: Aug 31 2005
By Campbell Docherty, Transport Correspondent

The axe is poised to fall on the West Midlands' busiest commuter line as part of a wider Government programme of local train service cuts.

The Cross City line - which annually carries 8.5 million passengers through Birmingham between Redditch in the south, New Street Station and Lichfield to the north - currently runs a "turn up and go" frequency of six trains an hour.

However, the Department for Transport has asked train operator Central Trains to calculate how much the line would cost with just four trains running hourly.

The Birmingham Post understands that there would be little financial saving to be made with service cuts and suspicions are growing that the Government's motive is to create more track room for intercity trains at the expense of local commuter services like this one.

The region's Passenger Transport Authority and its executive Centro have pledged to fight any Cross City cuts after winning the six-train frequency in tough negotiations with the Government in

Following the huge increase in Virgin CrossCountry trains in 2002 - and with its West Coast relaunch 11 months ago - the level of service on the Cross City line has been criticised by national rail bosses who view the slower services as getting in the way of the faster intercity trains.

A report to be considered by PTA councillors next Monday states: "They (the DfT) have advised that they will be asking Central Trains to separately cost a four-trainsan-hour and a six-trainsanhour service on the Cross City line, and have stated that 'there will need to be a discussion between DfT and Centro regarding funding of these additional services'."

Last night, a DfT spokesman said the extra two trains an hour had not been part of the original franchise agreement and had been paid for with Rail Public Partnership funds, which run out in April.

He added the department was simply obtaining a "quote" to see how best to proceed with the line.

A Centro spokesman said: "If this is a serious suggestion we will have to have serious discussions with the DfT.

"The 'turn up and go' level of service is important, not just physically, but psychologically in promoting public transport to more people.

"We would obviously be opposed to any reduction in frequency."

A spokesman for Virgin Trains said: "We don't know anything about this but it could be the Government are asking ' do we need this number of trains on this line?'

"It may be a capacity as well as cost issue because the shortage of capacity at New Street station means that a minor problem can soon have a major knock-on effect."

Alan Bevan, from passenger watchdog Midland Rail Future, said: "It is a very worrying development and would be a big retrograde step for passengers in Birmingham."

Recent reports have suggested Whitehall is drawing up plans to introduce wideranging cuts in local train services to clear the tracks for more high-speed trains and to increase the amount of freight carried.

The first closure proposal under the Government's new Railways Act, the Wolverhampton to Walsall service, was announced on the last day of Parliament.

Despite local opposition, the service will be replaced with coaches next year.

A working paper from the now defunct Strategic Rail Authority also reveals that civil servants are examining a much larger list of service withdrawals across the country.

Family killed by high-speed train

BBC News: 31 August 2005

A mother and her two children have been killed after apparently jumping in front of a Heathrow Express train travelling at up to 100mph.

The woman, 27, and a young girl died immediately after jumping from a platform at Southall, west London.

A boy, who British Transport Police (BTP) said was nine months old, died after being treated at Ealing Hospital.

A BTP spokesman said the woman was married and from Southall. The incident is not being treated as suspicious.

Travel disruption

"It appears the three people jumped from the platform," the spokesman said.

Police said the girl who died at the scene was five, although there appears to be some confusion over her age.

Southall station has been closed to allow forensic officers to carry out investigations.

There is major disruption to services with only two lines open between Reading and Paddington and passengers are advised to find alternative routes.

First Great Western tickets will be accepted on South West Trains services between Waterloo and Reading either direct or via Basingstoke.

Maritime unions launch campaign for minimum standards for European ferry crews

RMT: 31 August 2005

MARITIME UNIONS in Britain, Ireland, France, the Netherlands and Belgium have joined forces to demand an end to appallingly low pay, unacceptable working conditions and denial of basic trade-union rights aboard ferries operating between European countries.

Union leaders and activists from the five countries will gather in Swansea tomorrow to call for minimum standards of pay and conditions and for UN conventions on human rights to be imposed on ferry operators to prevent them exploiting overseas crews.

The campaign will tomorrow reveal evidence that the MV Superferry, operated by Swansea-Cork Ferries, employs eastern European crew on pay rates and working conditions that fall well short of decency levels.

"Recruiting crews overseas, paying shockingly low wages, expecting them to work unacceptably long hours and sacking workers who dare even to contact a trade union adds up to a policy known as social dumping," RMT general secretary Bob Crow said today.

"We believe it is morally indefensible for employers to take advantage of workers like this, and I am delighted that trade unionists from so many countries are united in calling for minimum standards that apply to shore-base workers to be imposed on ferry operators."

"The evidence we have gathered contradicts Swansea-Cork Ferries' claims that everything is hunky-dory on the MV Superferry," said International Transport Workers' Federation inspector and campaign co-ordinator Norrie McVicar.

"If they have nothing to hide, why not allow the ITF aboard to make a full inspection and test out their claims?" Norrie McVicar said.

ends

Notes to editors: The campaign to end social dumping involves RMT, TGWU and Numast in the UK, Siptu in Ireland, CGT and CFDT in France, FWZ in the Netherlands and AVC Transcom and BTB in Belgium.

International campaign launch in Swansea,
Thursday September 1, from 12 noon starting at the Swansea Dockers' Sports and Social Club, Delhi Street, Swansea, SA1 8BT

Speakers will include: Paul Smyth of Siptu (Ireland); Steve Todd of RMT, Paul Maloney of Numast and Graham Stevenson of TGWU (UK), Didier Cappelle, FCDT (France), ITF inspector Norrie McVicar, and representatives of other unions involved.

Hatfield rail crash jurors urged to be unemotional

Financial Times: August 31 2005
By Nikki Tait, Law Courts Correspondent

The health and safety trial arising from the Hatfield rail disaster reopened yesterday with jurors urged to put aside any emotional response to the accident in which four people died.

"You must be careful to put emotion on one side," Mr Justice Mackay told the High Court jury as he began summing up evidence in the case, which opened in late January and involved charges against five senior rail executives and Network Rail, previously Railtrack. "What is needed is a clear, cool assessment of the evidence before you," the judge advised, although he acknowledged that aspects of the case might have left them feeling angry.

Slips, Trips, and Falls

Slips and trips are the most common cause of non-fatal major injuries in both manufacturing and service industries and account for over half of all reported injuries to members of the public.

According to the HSE a third of all major injuries reported each year are caused as a result of a slip or trip, which represents the single most common cause of injuries at work.

These cost employers over £300 million a year in lost production and other costs and can result in serious injuries to employees.

Slips and trips are the most common cause of non-fatal major injuries in both manufacturing and service industries and account for over half of all reported injuries to members of the public.

Under health and safety legislation your employer has a general duty of care, which includes addressing this type of hazard and also a strong commercial incentive to adopt effective measures. Actions brought as a result of an injury can be extremely damaging to business, especially where the public are involved. Insurance covers only a small proportion of the costs.

Effective solutions are often simple, cheap and lead to other benefits.

What the law says

The Health and Safety at Work etc Act 1974 (HSWA) requires employers to ensure the health and safety of all employees and anyone who may be affected by their work. This includes taking steps to control slip and trip risks.

The HSWA also places a responsibility on employees not to endanger themselves or others and to use any safety equipment provided.

Manufacturers and suppliers have a duty to ensure that their products are safe. Adequate information about appropriate use must also be provided.


The Management of Health and Safety at Work Regulations 1992

These build on the HSWA and include duties on employers to assess risks (including slip and trip risks) and where necessary take action to safeguard health and safety.


The Workplace (Health, Safety and Welfare) Regulations 1992

Require floors at the workplace to be suitable, in good condition and free from obstructions. People must be able to move around safely.

Managing health and safety

A good management system will help your employer to identify problem areas, decide what to do, act on decisions made and check that the steps taken have been effective. A good system should involve:

Planning: Identification of the key areas of risk and the set goals for improvement. An employer needs to carefully select equipment and work practices which prevent or contain slip and trip hazards. This helps to remove or minimise risks.

Organisation: Remember that the HSE believe it to be good practice for employers to ensure that staff are involved and committed to reducing risks. They urge that an employer should give people responsibilities (e.g. supervisors) to ensure that areas of the workplace are kept safe and record is kept of who is responsible for which arrangements with these details made clear to everyone. But be aware that this may raise the issue of employees training needs if extra responsibilities are adopted. Also, remember that employers have a legal duty to consult safety reps and if your employer proposes, for example, a new or revised strategy for any workplace practice that has health and safety implications you have the right to meaningful consultation.

Control:Your employer has an obligation to check to ensure that working practices and processes are being carried out properly and to keep a record of cleaning, maintenance work etc and encourage good health and safety.

Monitor and review: Company policies must re-examine their approach in the light of experience. To do this a company should look at accident investigation and inspection reports. Do they show any improvement? The HSE suggest that an employer talks to safety representatives about slip and trip risks.

Examine slip and trip risks

All employers have to assess the risks to employees and others who may be affected by their work. This helps to find out what needs to be done to satisfy the law. HSE recommend a five step approach to risk assessment, and slip and trip risks should be among the risks examined. The HSE suggest that employer should adopt the following approach:

Step 1: Look for slip and trip hazards around the workplace, such as uneven floors, trailing cables, areas that are sometimes slippery due to spillages (include outdoor areas).

Step 2: Decide who might be harmed and how. Who comes into the workplace? Are they at risk?

Step 3: Consider the risks. Are the precautions already taken enough to deal with the risks?

Step 4: Record your findings if you have five or more employees.

Step 5: Regularly review the assessment. If any significant changes take place, make sure that precautions are still adequate to deal with the risks.

An employer must remember to consider employees who work away from the workplace and to look at the hazards and risks that they may come across so that proper training and equipment can be provided.

Good working practice

Employers are urged to get conditions right from the start, it will make dealing with slip and trip risks easier. They should choose only suitable floor surfaces, ensure lighting levels are sufficient, properly plan pedestrian and traffic routes and avoid overcrowding.

Cleaning and maintenance

An employer needs to train workers in the correct use of any safety and cleaning equipment provided.

Cleaning methods and equipment must be suitable for the type of surface being treated. An employer may need to get advice on the appropriate method of treatment, e.g. from the manufacturer or supplier. An employer needs to be careful not to create additional slip or trip hazards while cleaning and maintenance work is being done.

An employer must conduct all necessary maintenance work (they may need to get outside help or guidance). An employer should have a programme for inspection, testing, adjustment and cleaning at suitable intervals and maintain records so that the system can be checked.

Companies should ensure that the following areas are adequately addressed:

Lighting should enable people to see obstructions, potentially slippery areas etc, so they can work safely. Replace, repair or clean lights before levels become too low for safe work.

Floors need to be checked for loose finishes, holes and cracks, worn rugs and mats, etc. Take care in the choice of floor if it is likely to become wet or dusty due to work processes.

Obstructions and objects left lying around can easily go unnoticed and cause a trip. Try to keep work areas tidy and if obstructions can�t be removed, warn people using signs or barriers.

Footwear can play an important part in preventing slips and trips. Employers need to provide footwear if it is necessary to protect the safety of workers.

RMT Policy

Reps must remember that one of their functions is to represent their constituents on health and safety matters that affect them. This does not mean that reps carry out duties that are in any way a substitute for an employer fulfilling his legal responsibilities.

Reps can assist an employer in meeting these obligations by notifying an employer of any problems that the rep or their constituents identifies and checking that an employers systems conforms, as a minimum to these guidelines.

The HSE state that the information this brief is based upon constitutes examples of "good practice which [is] not compulsory but which [an employer] may find helpful in considering what [needs to be done]". If necessary, reps should bring this information to an employers attention and check what remedial action results.

Young Japanese workers hold symposium on railways safety

Japan Press Weekly: Akahata, August 23, 2005

In Osaka, a symposium "Young Workers Devote Themselves to Railway Services" was held in Osaka focusing on safety.

The symposium was organized by the Japan National Railways Workers' Union (Kokuro) and the National Confederation of Trade Unions (Zenroren) to discuss and learn lessons from the fatal derailment accident that killed 107 people in April.

In the panel discussion, a West Japan Railways (JR West) train driver who works in the same district as the driver who died in the accident, revealed the repressive mistreatment of workers making them unconditionally obey 'orders.'

A private railway worker spoke how workers' rights there are being abused as they are at JR using punishment.

A local Kokuro official criticized the government's deregulation policy that has produced the JR way of management giving priority to making profits over ensuring safe operations.

A speaker from the floor said, "Each worker should have a higher awareness of safer operations, and make efforts to create a workplace where workers can enjoy the freedom of speech.

Thinktank calls for new rail sell-off

Guardian Unlimited: August 26, 2005
David Hencke, Westminster correspondent

The free-market thinktank that influenced the Tories' unpopular privatisation of the railways is calling today for further deregulation and privatisation to solve passenger complaints about services.

A report by the Adam Smith Institute says the failure of privatisation is due to the effective renationalisation of Railtrack, through Network Rail, and the bureaucratic supervision of services by regulators, agencies and the government. The report's author, Iain Murray, a senior fellow at the Competitive Enterprise Institute in Washington, says: "Bureaucrats forced an over-complex structure on the industry and having too many regulators made it worse. The combination of over-regulation, over-complexity and public ownership of the infrastructure makes it impossible for private train operators to improve the service."

The report says train companies must be given more control over the railways and a greater say in how station and track improvements are managed. This would allow far more decisions "driven by customers".

But reaction to the report was not complimentary, even from the Conservatives. Alan Duncan, shadow transport secretary, said : "I cannot see the case for extending privatisation in the railways."

Bob Crow, general secretary of the Rail, Maritime and Transport union, said: "This is another bankrupt idea from a crackpot rightwing organisation. This is the same thinktank that once wanted to concrete over Britain's railways and turn them into motorways.

"Network Rail's performance has improved massively since the privateers were thrown off the maintenance contracts. Bringing rail operations back into the public sector would release an extra £1bn over the next decade to invest in the 21st century railway that passengers want."

Whitehall plans cuts in local rail services

Guardian Unlimited: August 29, 2005
David Hencke, Westminster correspondent

Whitehall is drawing up plans to introduce wide-ranging cuts in local train services to clear the tracks for more high-speed trains and to increase the amount of freight carried.

The first closure proposal under the government's new Railways Act, the Wolverhampton-Walsall service, was announced on the last day of parliament. The aim is to replace the service with coaches next year.

But a working paper from the now defunct Strategic Rail Authority (SRA), published on the Office of the Rail Regulator's website, reveals that civil servants are examining a much larger list of service withdrawals, from Hertfordshire to Northumberland.

The catalyst for the cuts is the huge increase in rail passenger travel which has led to overcrowding on intercity and commuter express trains. The lack of cash for extra rail investment means rail planners can relieve overcrowding only by withdrawing local trains and using the freed track space to run more intercity and freight trains.

The scale of the cuts being considered suggests that the rest of England and Wales could soon be facing similar reductions in service as other reviews are undertaken by Network Rail, the not-for-profit company that took over responsibilities from the SRA. The SRA working paper alludes to studies under way to cut services provided by Virgin CrossCountry, Central Trains, TransPennine and Scotrail.

Most of the proposed service cuts affecting the east coast mainline from King's Cross are aimed at speeding up intercity expresses.

Among services facing the axe are local trains from Newcastle to Chathill and Morpeth in Northumberland; from Sheffield to Adwick, near Doncaster, and Scunthorpe; fast peak train services between Letchworth and Welwyn Garden City in Hertfordshire; and fast services between Sunderland and Newcastle. Services will also be cut between Leeds and Bradford.

The reasoning behind axing the two Sheffield services is that they clog up the mainline at Doncaster, delaying long-distance services and preventing more freight trains using the line. Similarly, local services between Newcastle and Morpeth delay main line services to Scotland.

The main beneficiaries of the cuts will be more express trains to Leeds, where demand is rising rapidly, and extra freight trains.

Demand for imported coal following pit closures means there is not enough track space for all the trains running from Immingham docks in Lincolnshire to power stations in Yorkshire and the East Midlands. The planned expansion of container ports including Felixstowe in Suffolk is also leading to pressure for more freight services.

A spokesman at the Department for Transport last night defended the decision to close the Wolverhampton to Walsall service, saying: "There are 31 trains a day used by 200 passengers. They will get a better and faster service going by coach."

Unions and the Conservative party were sceptical of the cuts. The RMT's general secretary, Bob Crow, said: "It marks a sad day for Britain's railways, passengers and the environment. The original Beeching cuts also started by replacing trains with buses, and when the bus replacements were run down rural communities found themselves with no public transport links at all."

The shadow transport secretary, Alan Duncan, said: "This is the counsel of despair. The strategy for the east coast line seems to be a typically bureaucratic approach to success - if it is getting too full, close it down. The report shows there are lot of bottlenecks. Surely it is better to have a more visionary approach to tackling a bottleneck than wringing its neck."

August 30, 2005

Railway Union Calls for Public Inquiry

UTU Canada: August 30, 2005
 
Ottawa - Following another two derailments at CN since last Thursday, the United Transportation Union is calling for a public inquiry into the safety and operating practices of Canadian National, says Tim Secord, Canadian Legislative Director for the United Transportation Union.

"Our members expect the rail they travel over and the equipment they use to be safe for use," said Secord. "The continuing decline in safety at CN is an ongoing symptom of an ailing Company that was privatised by the Canadian Government 10 years ago at the expense of the Canadian taxpayer. Reductions in employees and changes to inspections, standards, policies, practices, guidelines and rules, coupled with a regulatory environment that does not exercise a very high level of oversight or enforcement is the recipe for this (and future) disasters," Secord says.

We are working closely with other unions like the Steelworkers to call for a public inquiry to find out why Canadian National is allowed to seemingly operate in a manner that threatens the health, safety and environment of our members, the public, the environment, and the communities through which it operates.

"The only surprise to any of the recent spate of derailments has been that it has taken this long to occur, and that no one has been killed," said Secord. "The public interest and safety is at stake and on behalf of the employees we represent, we are calling on the Minister of Transport and the Minister of Environment to help get to the bottom of what appears to be a systemic problem that threatens employee safety and the environment as well. Some accountability would go a long way in gaining the public trust," he said.

The United Transportation Union represents 3,500 railway operating employees working at Canadian National Railways.

ITF and Unions in Africa take up ports of convenience challenge

International Transport Workers' Federation (ITF): 26 August 2005

Dockers' unions in Africa have pledged to establish a regional network as part of efforts to take on the challenges posed by privatisation and the globalisation of the industry.

The International Transport Federation and Dockers' unions in Africa have pledged to establish a regional network as part of efforts to take on the challenges posed by privatisation and the globalisation of the industry.

Dockers' unions representing 12 sub-Saharan African countries - including Cameroon, Democratic Republic of Congo, Gambia, Ghana, Kenya, Namibia, Nigeria, South Africa, and Tanzania - gathered at an ITF ports of convenience campaign skills seminar in Nairobi, Kenya, between 15 and 19 August. There they focused on common problems, including privatisation, casualisation, and the growing impact of global terminal operators in African ports.

The unions gave a rundown of their activities: in South Africa and Namibia unions' campaigning helped stave off proposals to privatise ports; meanwhile in Ghana, unions are attempting to organise in newly licensed stevedoring companies. They also played host to port workers from Sierra Leone, who visited the country to learn from their experiences.

During the course of the seminar, the group set up a regional network of port unions, which will coordinate their input into the development of a ports of convenience campaign. This initiative will be organised jointly by the sub-regional and regional ITF offices and the Dockers Section in London, UK.

Ben Udogwu, ITF African Regional Secretary commented: "This week has focused on some fundamental issues for dockers' unions in the region including the need for unity, leadership and good industrial relations in our ports, which are the gateway to our economic success. Trade unions have a key role in the success of the industry and in development efforts in the region."

International Transport Federation Campaign against FOCs

The ITF is unique amongst international trade union organisations in having a powerful influence on wages and conditions of one particular group of workers, seafarers working on ships flying Flags of Convenience (FOCs).

The ITF is unique amongst international trade union organisations in having a powerful influence on wages and conditions of one particular group of workers, seafarers working on ships flying Flags of Convenience (FOCs). FOCs provide a means of avoiding labour regulation in the country of ownership, and become a vehicle for paying low wages and forcing long hours of work and unsafe working conditions. Since FOC ships have no real nationality, they are beyond the reach of any single national seafarers' trade union.

The ITF has therefore been obliged to take on internationally the role traditionally exercised by national trade unions - to organise and negotiate on behalf of FOC crews. For 50 years the ITF, through its affiliated seafarers' and dockers' unions, has been waging a vigorous campaign against shipowners who abandon the flag of their own country in search of the cheapest possible crews and the lowest possible training and safety standards for their ships.

In defining an FOC the ITF takes as its most important criterion whether the nationality of the shipowner is the same as the nationality of the flag. In 1974 the ITF defined an FOC as:

Where beneficial ownership and control of a vessel is found to lie elsewhere than in the country of the flag the vessel is flying, the vessel is considered as sailing under a flag of convenience. The ITF campaign against flags of convenience, which was formally launched at the 1948 World Congress in Oslo in Norway, has two elements:

A political campaign designed to establish by international governmental agreement a genuine link between the flag a ship flies and the nationality or residence of its owners, managers and seafarers, and so eliminate the flag of convenience system entirely;

An industrial campaign designed to ensure that seafarers who serve on flag of convenience ships, whatever their nationality, are protected from exploitation by shipowners.
Over the past 50 years the ITF's maritime affiliates have developed a set of policies which seek to establish minimum acceptable standards applicable to seafarers serving on FOC vessels. The policies form the basis of an ITF Standard Collective Agreement which sets the wages and working conditions for all crew on Flag of Convenience vessels irrespective of nationality. It is the only agreement normally available to shipowners who run into industrial action. All FOC vessels covered by an ITF-acceptable agreement are issued an ITF Blue Certificate by the ITF Secretariat, which signifies the ITF's acceptance of the wages and working conditions on board. About a quarter of all FOC vessels are currently covered by ITF agreements, thus giving direct protection to over 90,000 seafarers.

Compliance with ITF-recognised agreements is monitored by a network of over 100 ITF inspectors in ports throughout the world. ITF Inspectors are union officials who are either full time or part time working directly with the ITF. By inspecting FOC ships they monitor the payment of wages and other social and employment conditions and if necessary take action to enforce ITF policy. In recent years the number of inspectors has doubled and they are now to be found in ports in every region of the world.


The FOC Campaign is the joint responsibility of the Seafarers' and Dockers' Sections and it is the Fair Practices Committee (FPC) which has, since 1952, provided the key forum by which both sections' representatives have come together to review the day to day running and effectiveness of the Campaign. The involvement of the dockers' unions, whether through direct action or through co-operation with seafarers' unions, has continued to be vital to the success of the Campaign.

The FPC is elected at each Congress by a joint Conference of the Seafarers' and Dockers' Sections. It usually meets once a year (around May - June). Between meetings, urgent matters may be referred to the Fair Practices Committee Steering Group which deals with matters connected with the approval of collective agreements and non-compliance with ITF policy by ITF maritime affiliates, monitors and develops the strategy and direction of the FOC Campaign, and considers new initiatives and means for expanding and developing the FOC Campaign. The role of the FPC steering group is to monitor the activities of the ITF Inspectors and to make recommendations to the appropriate ITF bodies on the practical implementation of FOC policies and on any other matter relating to the effectiveness of the campaign.

While the political campaign has not so far succeeded in preventing a constant growth in ships using FOC registers, the industrial campaign has succeeded in enforcing decent minimum wages and conditions on board nearly 5,000 FOC ships. In addition, the ITF has become the standard-bearer for exploited and mistreated seafarers, irrespective of nationality or trade union membership, throughout the world. Every year millions of dollars are recovered by the ITF and its affiliated unions in backpay and in compensation for death or injury on behalf of seafarers who have nowhere else to turn.

Crew members take unpaid wages case to court in Australia

International Transport Workers' Federation (ITF): 25 August 2005

Crew members who have been stranded on board a Kuwait-registered ship for six months, are taking their fight for unpaid wages, amounting to hundreds of thousands of US dollars, to an Australian court.

Lawyers acting on behalf of the 69 mainly Filipino crew members on board the Mawashi Al-Gasseem served a writ on owner-operators Kuwaiti Saudi Livestock on 18 August, demanding wages and repatriation expenses. A hearing will be held next week.

The crew also appeared in a federal court alongside another creditor, OW Bunker, to whom the owners owe a substantial sum. OW Bunker secured the vessel's arrest in the port of Adelaide as a result of the debt. The vessel, along with the crew, has been anchored in the port since March.

It is likely that debts will be paid from proceeds of the sale of the ship.

"The captain on board is doing an excellent job keeping the crew together after their long wait for justice. ITF volunteers are constantly visiting the vessel and seeing to the crew's needs on a daily basis and the Maritime Union of Australia is donating a significant amount of money to help out. They are not in any discomfort as they are being well fed and there is a strong swelling of community support in Adelaide," commented Assistant ITF Coordinator Matt Purcell.

He added: "We are hoping that OW Bunker will put up the money owed to the crew so they can be repatriated as soon as possible; the company should then retrieve the costs once the vessel is sold."

August 28, 2005

Railway mazdoor union threatens stir

The Hindu: Andhra Pradesh - Hyderabad, Aug 28, 2005
Special Correspondent

HYDERABAD: The South Central Railway Mazdoor Union, affiliated to the All-India Railwaymen's Federation (AIRF), has threatened to launch an agitation resenting the attitude of the Centre in not constituting the sixth Central Pay Commission (CPC).

AIRF assistant general secretary Ch. Sankara Rao in a statement issued here on Saturday said that the Centre failed to appoint the sixth CPC and solve the anomalies in the implementation of the fifth CPC.

He lamented that the merger of 50 per cent DA with basic pay for all purposes was implemented from April last year instead of July 2002. Though anomalies in the fifth CPC were to be redressed within a year, they had not been rectified even after a decade.

Running allowances

Mr. Rao, who is also the general secretary of South Central Railway Mazdoor Union (SCRMU), termed the Running Allowances Committee report detrimental to the interests of the running staff. The pay element for specified purpose proposed by the panel was 10 per cent instead of 30 per cent.

The retirement benefits had been slashed from 50 to 20 per cent, he said adding that the rate of kilometreage proposed was Rs. 83.80 paise instead of Rs. 75.05 paise.

Mr. Rao said the Centre was adopting confrontationist attitude and turning a deaf ear to the grievances of the railwaymen. He urged the Prime Minister and the Finance Minister to convene a meeting of the leaders of the JCM Constituent Organisations of Central Government employees and hold discussions.

August 27, 2005

TUC on Transco

TUC: 26 August 2005

The TUC today welcomed the imposition of a £15 million fine on Transco for offences under the HSW Act.

Hugh Robertson, TUC Senior Health and Safety Officer, said: 'We are pleased that the courts finally seem to be taking Health and Safety offences seriously. However it does illustrate why we also need an offence of Corporate Killing. A conviction under the health and safety at work act is still seen as an administrative breach, whatever the penalty. We believe that this case also reinforces the case for more stringent duties on directors with penalties for those that allow situations like this to arise.

'We hope that this conviction will be of some consolation to the families of those that died and believe that penalties of this order may make companies think again before putting profit before safety.'

NOTES TO EDITORS:

- All TUC press releases can be found at www.tuc.org.uk

Jarvis chiefs quit before York move

Guardian Unlimited: August 27, 2005
Heather Tomlinson

The two most senior executives at troubled PFI specialist Jarvis plan to desert the company early next year, just months after tapping investors for £50m to refinance the group.

Chief executive Alan Lovell, who has been in the job for only 10 months, is to leave the company before it moves its headquarters to York. Finance director Alasdair Marnoch was appointed in June but will also leave early next year.

A company spokesman said replacements for the two men had not been decided, and that it had never been Mr Lovell's intention to stay after the company's restructuring was complete.

Jarvis is groaning under debts of about £380m after a series of business disasters, including its role in charge of the track in the Potters Bar rail crash and spiralling losses at its PFI contracts to build and maintain schools.

The business, which counts former Tory mayoral hopeful Steve Norris as chairman and former parliamentary standards watchdog Elizabeth Filkin as a part-time non-executive director, was once valued at £1bn but it is now worth a fraction of that.

A complex refinancing of the business is under way, further details of which were released yesterday. The prospectus document warns prospective investors: "Both Alan Lovell and Alasdair Marnoch have indicated their intention to step down from the board. While the company believes that adequate succession planning is being undertaken, there is a risk that any replacements for the role of chief executive and finance director may not be able to deliver the business plan successfully."

The document states that the two directors will stay until the end of the financial year in March. They will oversee the last of the disposals of unwanted parts of the business as well as sorting out the troubled facilities management arm. The rail track renewal business, UK roads and plant hire divisions will remain.

In the restructuring, creditors will take control of the company, leaving shareholders with virtually nothing. The creditors are then being asked to stump up £50m, although if they refuse Deutsche Bank will plug the gap. The new shares will make up 95% of the company, so if creditors refuse to back the fundraising their holding will also be significantly diluted.

Jarvis has gone through a succession of senior managers as it has lurched from crisis to crisis. Kevin Hyde spent a year and a half in the top job before Mr Lovell joined. In June, Andrew Lezala left the post of chief operating officer to join Metronet after eight months in the job. Alistair Rae resigned as finance director in March after a year in the role. His predecessor, Robert Kendall, left in April 2004 after three years.

In addition the architect of the company, Paris Moayedi, ran it from 1994 but resigned when it started to hit troubled waters in late 2003.

The company also announced its rescue timetable. Creditors will take control at the end of this month, at the same time that the term of a £40m loan expires.

Jarvis will then receive the £50m from new investors, which will also be used to pay £15m of restructuring costs. The company has arranged a new credit facility to keep it going.

The firm also confirmed that Mr Lovell will pay £225,000 of his own money, paid as a bonus, to a Jarvis creditor in order to get their agreement to a deal, as reported in the Guardian yesterday.

Plight of the living dead

Guardian Unlimited: August 27, 2005

Jarvis can't even get its directors on board
The York tourist board's home page features a rave review from Dame Judi Dench. "Unique attractions, exciting shops ... all kinds of festivals ... England's finest historic city." You know the sort of thing.

York is now also home to England's finest example of the corporate living dead. Jarvis, kept alive with a £378m debt-for-equity bail-out and a £50m fundraising, has relocated there but it seems that it can't persuade its chief executive and finance director to follow.

Not even a journey of two hours to London by train (when the tracks are not under repair) can persuade Alan Lovell and Alasdair Marnoch. The latter was only appointed in June after the previous finance director quit, saying he didn't want to leave London, so Marnoch can't say he wasn't warned.
York, and Dame Judi, should not take it too much to heart. A boardroom job at Jarvis must count as one of the most unappealing directorships in Britain.

The new shareholders are the old bankers and they have already shown their mood by forcing Lovell, who has done a decent job as chief executive in keeping the beast alive, to give up half his bonus. There probably won't be riches on offer to Jarvis's new guard.

But who will they be? A chief operating officer has been appointed from Amey but that still leaves vacancies. It is not a trivial question. Jarvis may have sold key assets, such as its stake in the Tube Lines consortium, but it remains an important firm in track renewal. Heaven forbid that Jarvis should face another crisis like Potters Bar without committed, quality directors on board.

August 26, 2005

Jarvis may sue ex-directors after firm's dramatic decline

Guardian Unlimited: August 26, 2005
Heather Tomlinson

The troubled PFI group Jarvis is considering legal action against former directors and auditors of the company following its fall from grace.

The chief executive, Alan Lovell, who joined the firm last October, said the board - headed by the former Tory mayoral hopeful Steve Norris - had not ruled out a lawsuit. "The board has not come to a final conclusion," he said. "It is unlikely that it will occur, but it is appropriate for us to have considered the possibility."

Mr Lovell declined to comment on the grounds for any action or which directors or auditors would be targeted in such a move.

Investors are furious about the disasters that have besieged the firm. The company was once worth £1bn and riding high on the boom in private industry's involvement in public services now valued at £5m. Most recently, Jarvis was kept afloat by a restructuring that left shareholders with less than 5% of the company and gave creditors - who are owed £350m - majority control.

In the past two years, the company has made losses of almost £600m as its debts ballooned out of control.

The company was also criticised for its role in the Potters Bar train crash, where it maintained the track. The Health and Safety Executive found that the accident was caused by the poor condition and maintenance of the track, although it has never pointed the finger at Jarvis.

Former directors have been paid multimillion-pound salaries. Paris Moayedi, who built Jarvis up but who resigned in November 2003, was paid £751,000 in the year of the train crash.

The most recent information on directors' pay and salaries was revealed yesterday in the company's annual report. Mr Lovell was paid £412,000, although he is due an extra £225,000 in bonuses.

He confirmed yesterday that he gave £225,000 of his own money to the US pension fund Teachers, a company creditor which had refused to sign up to the deal unless the directors paid up. Mr Norris also gave a third of his £150,000 a year payment.

"It was judged to be a critical element for getting them onside," said Mr Lovell. The company is issuing the prospectus for the restructuring deal next Wednesday, where the payments will be revealed.

Other directors at Jarvis were not given large bonuses "due to the financial condition of the company". But the former chief executive Kevin Hyde was given £138,000 compensation for losing his job.

Jarvis doubles payout for Norris

The Independent: 26 August 2005
By Rachel Stevenson

Steven Norris, the former Conservative MP and London mayoral candidate, saw his pay as chairman of the troubled engineering group Jarvis double over the year as he worked to save the company from collapse.

Jarvis's annual report, published yesterday, shows his pay rising to £150,000 for the year to the end of March, up from £77,000 in the previous year.

Alan Lovell, who was parachuted in by the company's banks in October to become chief executive, has already banked a £225,000 bonus for his first five months in the job, taking his pay to £412,000.

Shareholders in Jarvis are likely to be left with less than 5 per cent of the company after it has had to embark on a £350m debt-for-equity swap to secure its future.

Mr Lovell is believed to be giving up a further bonus of about £225,000 to appease US banks that had threatened to pull out of the restructuring.

Kevin Hyde, its former chief executive who resigned in August last year, received a £138,000 pay-off, taking his pay packet in his last year to £376,000. Alistair Rae, the former finance director, was paid £120,000 in compensation.

Jarvis has nearly completed its refinancing, which will leave it almost debt free. It was plagued by a catalogue of project disasters, the worst being the Hatfield train crash, where seven people died on tracks it maintained.

Mr Norris said the previous year had been "traumatic for the company". Writing in the annual report, he said: "For much of the year, survival was in question. But a combination of financial restructuring and an operational turnaround have given the company a solid base."

Its operations director, Andrew Lezala, also left the company during the year to join Metronet, the London Underground company as its chief executive.

Steven Norris, the former Conservative MP and London mayoral candidate, saw his pay as chairman of the troubled engineering group Jarvis double over the year as he worked to save the company from collapse.

Jarvis's annual report, published yesterday, shows his pay rising to £150,000 for the year to the end of March, up from £77,000 in the previous year.

Alan Lovell, who was parachuted in by the company's banks in October to become chief executive, has already banked a £225,000 bonus for his first five months in the job, taking his pay to £412,000.

Shareholders in Jarvis are likely to be left with less than 5 per cent of the company after it has had to embark on a £350m debt-for-equity swap to secure its future.

Mr Lovell is believed to be giving up a further bonus of about £225,000 to appease US banks that had threatened to pull out of the restructuring.

Kevin Hyde, its former chief executive who resigned in August last year, received a £138,000 pay-off, taking his pay packet in his last year to £376,000. Alistair Rae, the former finance director, was paid £120,000 in compensation.

Jarvis has nearly completed its refinancing, which will leave it almost debt free. It was plagued by a catalogue of project disasters, the worst being the Hatfield train crash, where seven people died on tracks it maintained.

Mr Norris said the previous year had been "traumatic for the company". Writing in the annual report, he said: "For much of the year, survival was in question. But a combination of financial restructuring and an operational turnaround have given the company a solid base."

Its operations director, Andrew Lezala, also left the company during the year to join Metronet, the London Underground company as its chief executive.

Flat Earth Society declares moon landings were faked

The ultra-Thatcherite Adam Smith Institute has published a report 'No Way to Run a Railway', which seeks to blame the catastrophe of British Rail privatisation on too much regulation and not enough 'free enterprise'. We invite you to Comment on this article.

The press release claims 'Rail's woes due to bureaucracy, not privatization'. Well, as Mandy Rice-Davis once said: "He would say that, wouldn't he". They continue:

"Privatization offered a chance to break the vicious circle of under-investment and poor performance in the public sector but the opportunity was missed. Instead, bureaucrats forced an over-complex structure on the industry, and having too many regulators made it worse. The combination of over-regulation, over-complexity and public ownership of the infrastructure makes it impossible for private train operators to improve the service to travellers." The indictment comes in 'No Way to Run a Railway' by Iain Murray, a Scot who now works at the Competitive Enterprise Institute in Washington DC.

The lessons of rail privatization, says the report, is that regulation needs to be light, industry players need the freedom to fix their own contracts, and that regulatory and political risks can cripple future investments.

"Privatization could have been the answer to Britain's rail problems, but now the job can only be completed by restructuring and genuine deregulation," concludes Murray. "If Britain's railways are to play a future role in meeting our transport needs in the foreseeable future, they must be freed from their regulatory straitjacket."

You can download the full report 'No Way to Run a Railway' here. Comment boxes are open below.

Eurostar guards go out on strike

BBC News: 26 August 2005

Security guards began strike action at the Eurostar terminals in London and Ashford in Kent on Friday. Eurostar says its services will not be affected by the strikes.

Workers from security firm Chubb are taking action on Friday and Saturday over a pay dispute.

RMT union members are walking out for three-and-a-half hours on each day at different times at the two sites.

Eurostar has said it does not expect the planned strike action to affect bank holiday weekend services and that it has contingency plans in place.

The RMT said it was concerned at the Channel Tunnel train operator's view that a lack of security guards would have little effect.

'Dangerous materials'

Earlier in the week, a Eurostar spokesman said: "The RMT is not the whole of Chubb and it won't affect the whole operation if some staff walk out for three hours. Services won't be affected."

The rail firm said it was expecting a "bumper" weekend, with many people travelling to Paris or Brussels for the bank holiday.

But Bob Crow, general secretary of the RMT, said: "I have written to Eurostar expressing our concern that the use of staff who are untrained or who do not have the required counter-terrorism check would seriously compromise its passenger-screening operation.

"Our security guard members are trained to use specialist equipment and techniques to ensure that no dangerous materials can enter the Eurostar system, and the use of untrained or unvetted staff in an attempt to undermine our action would seriously compromise security."

'Lengthy talks'

Talks have taken place during the week in an attempt to avert strike action but no compromise was reached.

Mr Crow said: "Despite lengthy talks with the company this week there was no significant offer put on the table so our members will go ahead with the action."

The union said Chubb had offered workers a 3% pay rise.

Workers at Ashford International station will strike from 0700 to 1030 BST on Friday and Saturday, while at Waterloo strikes will be from 1400 to 1730 on Friday and 0700 to 1030 on Saturday.

The RMT said more than 130 of its members would be involved.

Feisty Punjabi women toast of British labour movement

Hindustan Times: August 25, 2005

Whatever the outcome of the strike at Gate Gourmet - caterers to British Airways - the action of the feisty Punjabi women at the heart of the dispute is leading to demands for a review of working conditions and labour laws in Britain.

A fortnight into their strike, the middle-aged women who have led the industrial action against the summary sacking of nearly 700 co-workers have won the support of the British media - and the admiration of worker unions.

Their action is unlike anything Britain has seen in decades: it led a large number of white British Airways baggage handlers and lorry drivers to break the law and go on a solidarity strike, and forced the 'world's favourite airline' to the negotiating table.

Its genesis lies in the double-edged sword of free market, specifically the process of outsourcing and subcontracting, which enables profit-seeking company managers to scour a region - or the globe - for the cheapest manufacturing options, often driving down local labour standards.

The very process that is now benefiting parts of the Indian economy, as Western firms hire cheap Indian labour, is also the one that has led to the Heathrow dispute.

In 1997, British Airways sold off Gate Gourmet, which was its in-house catering arm. In 2003, it was taken over by a US venture capital group. Today Gate Gourmet is the second largest in-flight catering company in the world.

On August 10, Gate Gourmet sacked 670 of its workers - at least 70 per cent of them are Indian-born women - claiming they had participated in an illegal walkout over plans to change work practices.

In turn, the huge union representing the workers, the Transport and General Workers' Union (T&G), accused Gate Gourmet management of deliberately provoking the strike.

T&G members work as catering assistants, earning around 12,000 pounds a year - a very low salary by British standards - and as drivers, earning just under 16,000 pounds a year.

According to T&G, Gate Gourmet had been in talks with the union for months over plans to restructure pay and work conditions when the company brought in 120 temporary workers on Aug 10, ignoring T&G objections.

New hands, mostly Somali and East European immigrants, were reportedly hired at the rate of only six pounds an hour - lower than what the regular workers were paid.

While talks to resolve the crisis were adjourned on Wednesday, after the Gate Gourmet chairman suddenly left for the US, the striking Punjabi women have now become something of a cause celebration among British labour unions.

They have also won the support of MPs representing Southall and other areas surrounding Heathrow airport, the London suburbs where the bulk of the workforce lives.

Also highlighted has been the law on secondary strikes - such as the one by 1,000 British Airways baggage handlers and lorry drivers who struck work on August 11 and 12, leaving some 100,000 passengers stranded at the world's busiest airport.

The striking Gate Gourmet workers had shouted out in delight: "BA staff zindabad."

Under current British laws, unchanged from Conservative years, their strike was illegal, a fact that forced the T&G to distance itself from the action.

But the union's general secretary Tony Woodley now says the affair shows the need for a repeal of the law.

"The Gate Gourmet workers' case now goes beyond just an industrial dispute," he declared. "They are the focus for the trade union movement and the fight for decency and justice in the workplace."

Woodley said that elsewhere in Europe, where labour law conforms to the International Labour Organisation conventions, solidarity action is not illegal.

The workers have also won a significant legal endorsement of the right to picket.

August 25, 2005

Watchdogs and union criticise SET ticket office plan

Rail Manager ON LINE: 15 August 2005

The Rail Passengers' Council and London Transport Users' Committee have formally delivered their objections to South Eastern Trains' plan to reduce the number of ticket office staff on its stations.

Last month RMOL reported that the groups had voiced strong disapproval of the idea.

Brian Cooke, who chairs the London Transport Users? Committee, said: "This is one of the daftest proposals we have seen from a train operator. At a time when train travel is increasing and rail passengers are faced with an increasingly complex range of fares, passengers need more advice - not less."

SET has since provided details of the proposed changes at stations likely to be affected, and over 3000 people have contacted the passenger groups registering their opposition in what is being described as an ?unprecedented response?.

The proposal is to displace 99 ticket office workers, who will be offered one of 128 newly created jobs for platform and train staff. There will be no compulsory redundancies.

In a letter delivered to the Department for Transport, the two passenger groups claimed the reductions would lead to greater inconvenience for passengers and leave unmanned stations more open to vandalism.

Proposals to reduce ticket sales staff at many stations are described as "daft" by LTUC "At the same time, there is a growing demand for more customer-facing staff on board trains and on station platforms."

"The proposals are not intended to close ticket offices, to reduce the service available to passengers or cut jobs."

The operator says that recent advances in self service machines mean that passengers can buy almost every kind of ticket from them, though the operator did not deny that only 104 out of its 151 stations currently have the new machines.

The RPC and LTUC have vowed to continue opposing the changes.

RMT General Secretary Bob Crow agreed, saying: "I am delighted that rail users have given a decisive thumbs-down to a plan that would see stations severely understaffed or not staffed at all for long periods. Removing staff from stations would mean less security and more vandalism."

SET said it would take objections into account on a station by station basis, but was sceptical about how many of the 3000 names on the petition actually represented SET customers.

"Ticket sales outside peak times are very low and it is difficult to justify maintaining current hours," said a spokesman.

Eurostar benefited from stranded air passengers

Rail Manager ONLINE: 15 August, 2005

Eurostar saw a surge in passenger numbers over the weekend as industrial action by British Airways staff brought chaos to Heathrow Airport.

Around 1000 stranded air passengers went to Waterloo to catch trains to mainland Europe.

"From early Friday morning, we saw extra passengers travelling to Paris and Brussels, either to catch flights from there, or to continue on by train," Eurostar told RMOL today. "We are still seeing increased numbers even now," the company added.

Transport and General Workers Union members working for BA at Heathrow walked out after 670 employees were dismissed from the airline catering company Gate Gourmet. Some GG staff assembled in the car park were reportedly sacked via a megaphone. Talks between employers and union representatives are continuing with the help of ACAS, and union members have now returned to work.

BA said that 95% of its long haul flights would run today. Meanwhile, analysts believe the cost of the strikes to the airline could be as much as £40m.

High-speed rail set to begin speed tests next week

Taipei Times: Aug 19, 2005

Taiwan High Speed Rail Corp will begin speed tests of the high-speed rail next week, hoping it can start operating in October as scheduled, the company said yesterday. The firm will start the tests at 120kph and slowly raise the speed, and said that it aims to launch the railway system by the end of October.

"We will gradually raise the speed from 120 kilometers per hour [kph] to 315 kph," said Ted Chia, assistant vice president of the press office of the Taiwan High Speed Rail Corp (THSRC).

"The transport ministry has asked us to announce the date of the launch of the high-speed rail by mid-September. Our goal is to launch it at the end of October as scheduled," he said.

Chia said construction is ahead of schedule.

"Construction of the rail and stations has been completed 95 percent, but the core system is a little behind schedule," he said.

The 345km railway will link Taipei and Kaohsiung. It had been scheduled to start running on Dec. 31.

The Japanese-built high-speed train will have a maximum operation speed of 300kph, although its speed can hit 315kph.

Taiwan Shinkensen Corp (TSC), a consortium led by Japan's Shinkansen group which built Japan's Shinkansen bullet train, is in charge of building the rail system.

THSRC has ordered 30 sets of the 700T rail cars from Japan and has taken delivery of 20 sets. Each set consists of 12 carriages seating a total of 986 passengers.

RMT raises Eurostar security fears after talks fail to settle Chubb dispute

RMT: 25 August 2005

STRIKES BY RMT Chubb security guards employed at Eurostar's Ashford and Waterloo terminals and its North Pole depot in London are set to go ahead tomorrow (Friday) and Saturday after talks failed to secure an acceptable pay offer.

RMT has raised concerns with Eurostar that safety and security standards will be compromised if Chubb uses unvetted and untrained staff in attempt to undermine the strikes.

The 130-plus RMT members involved ? who returned a unanimous vote for action earlier this month - will stop work at Waterloo International and North Pole between 14:00 and 17:30 on Friday August 26 and between 07:00 and 10:30 on Saturday August 27, while at Ashford they will strike from 07:00 to 10:30 on Friday and from 07:00 to 10:30 on Saturday. 

"Despite lengthy talks with the company on Tuesday, there was no significant offer put on the table, and our members will take action tomorrow and on Saturday," RMT general secretary Bob Crow said today.

"I have written to Eurostar expressing our concern that the use of staff who are untrained or who do not have the required Counter-Terrorism Check would seriously compromise its passenger-screening operation. 

"I have also contacted the Department of Transport's security body, Transec, to request that they ensure that Eurostar complies with all of its security obligations and does not allow standards to be compromised during this dispute.

"Our security guard members are trained to use specialist equipment and techniques to ensure that no dangerous materials can enter the Eurostar system, and the use of untrained or unvetted staff in an attempt to undermine our action would seriously compromise security.

"We remain ready to talk to Chubb at any time to resolve this dispute, but our members want to see pay justice, and our membership at Chubb has grown by 25 per cent since this dispute began," Bob Crow said.

In a hole

Guardian Unlimited: August 25, 2005

It was to be a landmark new Tesco store, built on a tunnel over a railway line and heralding new possibilities for expansion.

But two months ago, the structure at Gerrards Cross collapsed, leaving commuters in turmoil and protesters against the store feeling vindicated. This week, the line has reopened - but the battle between demonstrators and the supermarket giant continues. Jonathan Glancey reports

As the driver of the 17:40 Stratford-upon-Avon train to Marylebone braked to stop at Gerrards Cross station in the early evening on June 30, he must have thought his eyes were playing a trick on him. Beyond the platforms of the Edwardian station, rooted deep in a Buckinghamshire cutting, there was no light at the end of the tunnel, where there certainly should have been. The driver held the Chilterns Railway diesel in the platform and called his line controller to find out what on earth was going on. He was told that, ahead of him, a 60m section of a brand new 320m tunnel being built over the cutting had collapsed under the weight of up to 25,000 tonnes of earth, rubble and ash.

The passengers and crew of the 17:40 were extremely lucky. As Reg Whittome, chairman of the Marylebone Travellers' Association and the Chiltern Railway Passenger Board, puts it, "There would have been an almighty tragedy had there been a train going through the tunnel at the time it collapsed. Had it been during the rush hour, hundreds could have been killed." In the event, Gerrards Cross station was closed and the line's busy commuter services from Marylebone to High Wycombe, Banbury, Birmingham and Stratford were withdrawn.

For two steaming summer months, commuters have been sitting in coaches on busy roads between shuttle trains while Network Rail, the Health and Safety Executive, Chiltern Railways, Jackson Civil Engineering and - the client behind the entire enterprise - the supermarket giant Tesco sorted through the rubble. Earlier this week the stretch of railway was finally reopened, and a full service has now resumed out of Gerrards Cross station. End of story? Far from it.

The residents of Gerrards Cross want answers to a number of questions, principal among them: why was permission granted to construct a tunnel in the first place? The concrete raft was not designed to carry a road, a cycle path or another railway line over the tracks. It had been constructed solely to shoulder the weight of a new £20m Tesco superstore that local protesters say is unwanted.

The battle of the Gerrards Cross Tesco has been raging since 1996, when the supermarket announced plans to build there. Of 8,600 residents polled (including 500 millionaires), 93% claimed to be against the proposed development, and an initial planning application was refused by the local council. Opponents pointed out that there are three large Tesco stores, at Amersham, High Wycombe and Slough, all within easy reach from Gerrards Cross.

But Tesco badly wanted a store here, in one of the most affluent corners of the country, and it badly wanted to build it on top of the tunnel. Unable to find a suitable existing site, the retailer had come up with the notionally brilliant idea of creating new land across the railway tracks. Neither greenfield nor brownfield land would be needed, so who could complain? Once it was opened, commuters, whatever they said in the heat of a planning inquiry, would flock here on their way back to their neo-whatever homes in the gated estates and coniferous cul-de-sacs fanning out from Gerrards Cross station. This precedent established, Tesco stores could then vault over railway lines the length and breadth of these far from shopped-out isles. In 1997, a public inquiry backed the local council's decision, only for John Prescott, then secretary of state for environment, transport and the regions, to overturn the decision and give Tesco the thumbs-up. Despite continued opposition from residents, contractors moved on to the site in early 2003, the retailer doubtless hoping that objections would fade as the prospect of the new store moved ever closer.

The task of constructing a tunnel over the railway line was entrusted to Jackson Civil Engineering, a company with more than 50 years of solid structural work behind it. A concrete raft would be placed over the line, and an inner tunnel within this, the space between the two to be filled with 200,000 tonnes of waste, some of it, according to Chiltern Railways, spoil from power stations, some of it ground-down household waste. The rubble would bury the 23-tonne sections of steel-reinforced concrete that form the tunnel.

The design is not an untested one. "There are eight tunnels like this in Britain," says James Ford of Chiltern Railways, "and something like a thousand worldwide. Independent engineering firms have been brought in to examine the tunnel, and they say it is safe. So, from the point of view of the travelling public there is, as far as anyone can possibly tell, no concern."

As to what exactly went wrong on June 30, we will have to wait for an inquiry mounted by the Health and Safety Executive's Railway Inspectorate, the results of which are not expected for many months. Campaigners have suggested that torrential rains in late June may have added so much weight to the waste being used by the contractors to cover the arches that a section collapsed.

While the local Buckinghamshire media has made much of the small local stores that will be threatened should the supermarket giant complete its development, the picture that has been painted of an idyllic Betjemanesque village under threat from commercial bully boys is not terribly accurate. Gerrards Cross is neither particularly old, nor is it a village; it is, rather, a suburban high street strung along the arms of a crossroads on the old Oxford road, dating as a parish in its own right only from 1859. Even then, Gerrards Cross only really grew when the Great Central and Great Western Railways opened a joint station here in 1906, later becoming a magnet for wealthy London commuters. It is very difficult, in fact, to see what might make a branch of Tesco out of place here as opposed to one of the 100 or so other sites where the retailer successfully opened stores last year, bringing it profits of more than £2bn.

Needless to say, however, the tunnel collapse was seized upon by the anti-Tesco lobby. "If this particular disaster encourages Tesco to not go ahead with the scheme, everyone in Gerrards Cross will be absolutely delighted," said the local Conservative MP, Dominic Grieve, after the landslide. "If there are to be further years of disruption," said Peter Hardy, leader of South Bucks district council, "it would be better to abandon the project."

Says Hardy now: "I'm not against Tesco as such, but as a council, we want the inquiry into the collapse of the tunnel to be open and transparent. We want to know why such a hugely complex engineering process has been deemed necessary to build a relatively small new Tesco store. And we want something positive back from Tesco."

Last week, 150 placard-waving locals gathered at the site of the proposed store to state their displeasure. "I only started to protest earlier this year", says Ros Hearn, a local housewife who was at the demonstration. "I noticed just how much filth and dust construction of the new Tesco was causing. I thought, enough's enough, and took up my banner. We're fighting to get Tesco to tell us exactly why the tunnel collapsed, and to stop them from succeeding in winning further planning permission to continue work on the store."

She has just received a letter, she says, in response to one she sent to Sir Terry Leahy, Tesco's chief executive. "It says that Tesco is pleased to have worked to get the tunnel open and trains going again, and that it is taking things one step at a time, and that everyone is working together to find the best long-term solution . . . blah, blah. Why don't they just come down and talk to us?"

What next for the Gerrards Cross site? Network Rail and the Health and Safety Executive insist that the tunnel is perfectly safe. Electronic monitoring equipment, they say, has been installed inside the tunnel and will take readings of the concrete sections from 400 points every three hours.

"As to whether or not Tesco plans to continue building above the tunnel," says Ford, "we just don't know. What we do know is that there will be no further work, or anything that could have an effect on it, unless Network Rail and the HSE are satisfied that it's safe to do so. Network Rail will consult us if this situation arises. Tesco may, however, choose to continue work on parts of the supermarket project that are not directly connected to the tunnel."

Tesco is refusing to comment on the situation until the inquiry into the collapse is completed. Planning permission for the site expired on August 7 (the store was originally due to be opened by then) but Tesco may hope to get a year's extension so that it can complete the process once the dust settles. It would certainly appear to be worth it. If Tesco can get through the embarrassment of the tunnel collapse and the hostility of local politicians and protesters, the world of superstores over railway tracks elsewhere in the country might yet open up very profitably. Property developers and retail giants have been up to this trick for some years. In 1987, a grossly inflated postmodern office block was built across the tracks of Charing Cross station in central London, depriving commuters of daylight while making someone darkly rich. More recently, developers have tried to perform the same nebulous trick, unsuccessfully to date, over South Kensington underground station.

"Thanks for your patience during construction," read hopeful notices pasted up by Tesco on hoardings stretching up the hill from Gerrards Cross station to the road bridge above and the spidery steel web of the emerging supermarket. While local opposition, for the moment, remains considerable, few seriously doubt that the development will now proceed as the retailer planned.

And not all locals are so resolutely opposed. "I wish I'd had a camera with me when the demonstration against Tesco was going on the other day," says one nameless Gerrards Cross estate agent. "If I could pin up the pictures of those demonstrating on the walls of the new Tesco and match them to those coming out with bags of shopping in six months' time . . . I suppose it would say it all, really. People here like to have a go at Tesco. I suppose most of us would have preferred a Marks & Spencer food hall, but we'll all shop in Tesco anyway. And, even if people say they hate the idea of Tesco in Gerrards Cross, they drive to Amersham on the weekends to shop at the huge Tesco there."

Fatigue - The Law

Fatigue - Safety Critical Staff

Hours of work and other conditions of service are primarily matters for agreement between employers and their staff. But fatigue, particularly when work is critical to safe operation such as work done by drivers, signallers and maintenance workers, can pose a serious safety risk for railway workers and others, and must be effectively managed.

The problem

Fatigue reduces workers' mental alertness and can affect performance. Errors caused by impaired concentration, perception, judgement or memory may become more likely. People may become more impatient. Ultimately this can lead to drowsiness or involuntary sleep.

For railway safety critical work, fatigue may cause or contribute to potentially dangerous errors: a signal or an indication on a control panel may be misread or overlooked; an important instruction or message may be misunderstood; and staff will be more likely make an error. For example, a driver might move away forgetting that permission has not been given; or an engineer carrying out maintenance or renewal work might fail to complete necessary checks or procedures before finishing a job; or a signaller set an incorrect route/message.

Managing the problem

Fatigue can be caused both by the number and nature of hours worked. The following can all have an impact on fatigue:

the length and time of the shift (e.g. long night shifts, shift start times);

the nature of the changes between shifts (shift rotation), especially backward rotation;

the balance in concentration and stimulation in the work activities being undertaken;

insufficient rest breaks;

and the time of day.

Fatigue management should include:

development and implementation of appropriate policies;

design of shift rosters;

risk assessment of changes to rosters;

monitoring levels of fatigue;

and shiftwork education.


More about the law and standards

Regulation 4 of the Railways (Safety Critical Work) Regulations 1994 require employers to ensure that employees carrying out safety critical work do not work hours which would be likely to cause fatigue which could endanger safety.

The Health and Safety Commission (HSC) Approved Code of Practice (L50) gives further guidance on this. In particular, it recommends that employers should carry out a risk assessment before making changes to working hours which could increase fatigue, and to monitor the effects of any changes. The Health and Safety Commission is reviewing these regulations in the light of the findings in parts 1 and 2 of Lord Cullen's report.

Railway operators are also required to set out in the railway safety cases how they will manage and monitor fatigue for safety critical workers. This includes setting limits on working hours/shifts etc. for employees undertaking safety critical work and having systems to monitor the actual hours worked.

The Railway Group Standard GH/RT4004 (1996) was developed by the industry as a minimum standard for setting the requirements for changes in working hours of people undertaking safety critical work. It is applied by the Railway Group in their safety case submissions. Train operating companies wanting to extend the overall pattern and length of drivers shifts (where they exceed the Railway Group Standard GH/RT4004) must carry out a risk assessment and submit a revised safety case to HSE for acceptance.

The EC?s Working Time Directive now covers the number of hours that railway employees can work. From 1st August 2003, The Working Time (Amendment) Regulations 2003 entitle railway workers to an average 48 hour working week, an average 8 hour night work limit, 4 weeks paid annual leave, statutory daily, weekly and in work rest periods, and a health assessment if a night worker. Workers can choose to work for longer than the average 48 hours per week if they wish, although employers cannot require them to do so.

For certain categories of railway workers; those whose activities are intermittent, those who spend their working time on board trains and those whose activities are linked to transport timetables and to ensuring the continuity and regularity of traffic, the night work limits and rest entitlements do not apply, subject to those workers receiving an equivalent period of compensatory rest. Compensatory rest merely allows, wherever possible, a worker to take the rest entitlements due to them under the Working Time Regulations at a different time. Many of these matters are left open to collective agreement between employers and employees.

The requirements of The Working Time (Amendment) Regulations 2003 are in addition to workers contractual arrangements and to the requirements of the Railway (Safety Critical Work) Regulations 1994. The Working Time (Amendment) Regulations 2003 do not reduce the level of protection against fatigue offered to railway workers under these other provisions.

New York Transit Authority Turns to New Cameras to Watch Over Subway System

The New York Times: August 24, 2005
By SEWELL CHAN

The Metropolitan Transportation Authority intends to announce today that it will pay up to $200 million to a team led by the Lockheed Martin Corporation, a major defense contractor, to create a surveillance and security system around major bridges, tunnels and train and subway stations.

Officials unveiled the high-tech future of transit security in New York City yesterday: an ambitious plan to saturate the subways with 1,000 video cameras and 3,000 motion sensors and to enable cellphone service in 277 underground stations - but not in moving trains - for the first time.

Moving quickly after the subway and bus bombings in London last month, the Metropolitan Transportation Authority awarded a three-year, $212 million contract to a group of contractors led by the Lockheed Martin Corporation, which is best known for making military hardware like fighter planes, missiles and antitank systems.

The authority abandoned its earlier reservations about cellphone service, agreeing that the benefits of allowing 911 and other calls during emergencies outweighed the costs and the risk of a phone-detonated bomb. It invited carriers to submit proposals by Oct. 12. The winning bidder, which would receive a 10-year license, would have to pay for the installation of the wireless network and would be required to disable all calls at the authority's request. It is not clear how long installation, which will cover 277 of the 468 stations, will take.

The surveillance and cellphone strategies, together with a police campaign begun last month to check riders' bags and packages, are a step toward what some critics have long said cannot be done - putting the nation's largest transit system under constant watch, and fortifying it with enough obstacles to deter potential terrorists.

"We will try everything, and deploy all technologies possible, to prevent an attack from happening," said Katherine N. Lapp, the authority's executive director.

The new security measures will be in place in the subway, along with the authority's two commuter railroads and nine bridges and tunnels and busy transit hubs at Grand Central Terminal, Pennsylvania Station and Times Square. While transit agencies in Boston and Houston have experimented with so-called "intelligent video" software, and London has far more cameras, the New York plan is the first to try to marry several advanced security technologies at once, experts said.

At the center of the effort will be a dense network of cameras that can zoom, pivot and rotate, all while transmitting and recording images of vulnerable areas, from dark tunnels under the East River to bustling subway platforms in Midtown. Each camera will capture distances up to 300 feet and will cost about $1,200. A selected location could have 2 to 30 cameras. For now, there will be no cameras on trains and buses.

Mark D. Bonatucci, a Lockheed Martin program director, who will oversee the effort and who plans to move to the New York area with about a dozen colleagues, showed off a bank of video screens yesterday that will be part of a new computer-aided dispatch system. He demonstrated how security officials, to be based at eight control centers, might respond to two situations.

In the first, a person tries to enter a secure facility using an expired electronic access card; a computer detects and signals the security breach on an aerial photograph of the area. Officials would pinpoint the site, watch the attempted entry on a video monitor and send a security officer to investigate.

In the second, a briefcase is left on a busy Midtown subway platform. As a camera beams live images, software can distinguish the moving people from the motionless package, sending off an alert about an unattended, suspicious object. Police officers with bomb-sniffing dogs would be sent to the platform.

The system has limits. The cameras cannot determine whether a suspicious object has been left behind in a garbage can, for example.

The cameras will be installed in the next few "weeks and months," Ms. Lapp said, while the underlying software and computer systems are designed. The contractors will also devise a new radio communications system for the authority's 700-member police force, which patrols the Long Island Rail Road and the Metro-North Railroad. (The New York Police Department monitors the subways.)

A handful of subway riders interviewed at Times Square yesterday expressed strong support for electronic surveillance.

Rashida Padilla, 26, a business student at Monroe College in the Bronx, said the London bombings convinced her that the authority and the police should take strong measures to tighten security. "It's just scary," Ms. Padilla said, referring to her daily ride. "I'm for anything that they want to do. It makes me feel more safe to have the searches and the cameras."
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Jerry Monchik, 53, an electrician who lives on Staten Island and takes the No. 1 train in Manhattan, said that while terrorists "will do what they want to do, no matter what," it was comforting to know that more activity will be recorded in the subways. "It will help with robberies and muggings, and if there is an attack, they can catch people more easily," he said.

While most experts doubt that technology could stop a determined suicide bomber, Ms. Lapp said the emphasis on surveillance was the best approach now available. "Obviously, this system, we hope, will detect a terrorist before an incident happens - not just be able, for forensic purposes after an incident happens, to identify who the terrorist is," she said.

The Lockheed Martin contract, which includes optional extensions for maintenance work through September 2013, will focus on physical security. A second big contract, the details of which will be completed by the end of this year, will focus on equipment that can detect biological, chemical and radiological agents in the transit network.

Lockheed Martin, based in Bethesda, Md., prevailed over two competitors: the Science Applications International Corporation, an employee-owned research and engineering firm in San Diego, and Siemens, the German electrical engineering and electronics conglomerate. The three companies submitted proposals on July 22.

Lockheed Martin, along with other defense giants like the Northrop Grumman Corporation, had participated in talks between the authority and a specialized Army unit in 2002 and 2003. Those talks ended because, the authority says, the military asked for too much control.

"We understand the need for immediate action to protect the M.T.A. operations," said Judy F. Marks, executive vice president of Lockheed Martin Transportation and Security Solutions, the business unit that will oversee the contract. "We also understand the need to expedite the movement of people and goods in the metropolitan New York area."

Hiring a military contractor to create a security system is a fateful step in the authority's counterterrorism efforts, which have proceeded haltingly since the Sept. 11, 2001, attacks. In 2002, the authority set aside $591 million for counterterrorism, but as of last month had spent only a fraction of that amount. It has come under pressure to move faster.

For the past 18 months, the authority has surveyed its universe of existing security devices, which include some 5,700 closed-circuit television cameras. Many of them are antiquated, unable to record images or are in relatively unimportant areas.

In a statement last night, Mayor Michael R. Bloomberg commended the M.T.A. "for taking this important step to increase the security of our mass transit system." He said completing the system should be the authority's highest priority. "They need to move forward immediately with installing more cameras in subway stations, as they are an important deterrent and will be an invaluable investigative tool for the N.Y.P.D."

The New York Civil Liberties Union, which has filed a legal challenge to the bag-search policy, said it was worried about abuses. "There are questions about both the value and the privacy implications of massive video surveillance in the subways," said Donna Lieberman, its executive director.

Roger Toussaint, president of Local 100 of the Transport Workers Union of America, called for better training on emergency preparedness. "Done correctly, new technology has its place," he said. "However, the human element is indispensable, and in the event of an emergency, it is personnel, not computers and cameras, who will respond."

Lockheed Martin will work with six partners, including Systra Engineering, a transportation engineering firm in Bloomfield, N.J.; the Intergraph Corporation, a software and data management company in Madison, Ala., and the Cubic Corporation of San Diego, a transportation and military business that helped establish the MetroCard system in the subways in the 1990's.

The other partners are Lenel Systems International, a security technology company in Rochester; Arinc, a transportation communications firm in Annapolis, Md.; and Slattery Skanska, part of the large Swedish construction firm Skanska.

Shadi Rahimi contributed reporting for this article.

Action needed to reduce violent crime on transport, says RMT

RMT: AUGUST 24, 2005

BRITAIN'S BIGGEST rail union today renewed its call for the return of guards to all trains and for more uniformed staff on stations as British Transport Police figures released today reveal another rise in violent crime on Britain's rail and Tube networks.

"It is deeply disturbing that violence on the railways is still on the increase," RMT general secretary Bob Crow said today.

"Our members have to bear the brunt of aggressive, drunken behaviour, particularly at night and particularly when working alone.

"Just as our members want to be able to work in safety, members of the public, particularly women travelling alone, should not have to run the gauntlet on deserted stations late at night or worry about being attacked in a train carriage.

"The massive response by passengers objecting to South Eastern Trains' plans to cut ticket-office staff underlines the fact that passengers and railway workers alike want to see more staff on stations and trains, not fewer.

"The simple fact is that adequately staffed, well lit stations are safer than dark, deserted ones.

"We need adequate staff on every station all the time they are open and a guard on every train, including on the Tube," Bob Crow said.

August 24, 2005

Drink 'fuels transport violence'

BBC News: 24 August 2005

Violent crime has risen nearly 12% on the UK's railways - despite a fall in the number of other crimes, police say. Alcohol was behind much of the violence on public transport.

Many of the 9,748 attacks on passengers and staff involved alcohol, said British Transport Police.

It said it had "serious concerns" about plans to extend licensing hours as it launched its annual report.

The figures do not include the London bombings, but the force said it was facing the threat of further attacks and that it was training officers.

'Alcohol connection'

Overall, the number of offences British Transport Police dealt with was down 2%.

TRANSPORT CRIME 2004

There were a total of 9,748 cases of violent crime on the UK's railways
1,604 fewer crimes were reported - a fall of 1.9%
Robberies were down 20%
A third of all crime on the London Underground and Docklands Light Railway was pickpocketing
Violence rose 14% on the London Underground
Public order offences up 27%.

But it said the increase in violent crime - including a 23% rise in Wales and an 11% rise in England - was worrying. Violent incidents fell by 2% in Scotland.

British Transport Police Chief Constable Ian Johnston said there had been a noticeable increase in the reporting of alcohol related incidents and longer pub opening hours could exacerbate the problem.

He told BBC News: "We flag crimes that have an alcohol connection. So if we arrest a burglar or a robber who's drunk we flag the crime.

"And we've had about a 30% increase in that level of flagging across the force over the last year."

Mr Johnston said the "big issue" is that "longer hours means longer coverage", with the possibility of resources being overstretched if officers have to spend more of their time dealing with drunks.

Drinking culture

It is not the first time government plans to extend licensing hours from 24 November have attracted criticism.

"Alcohol-related crime and disorder blighting our town and city centres is happening now" - Department for Culture, Media and Sport spokesman

Judges have warned the move will lead to an increase in the number of rapes and serious assaults, while police chiefs have warned of a holiday-resort style drinking culture.

But the government said the "status quo" and not extended opening was the problem.

"Flexible opening hours will reduce the need to speed drink," said a spokesman for the Department for Culture, Media and Sport.

"It will end the double madness of people gulping two or three rounds of drinks to beat last orders and then all being thrown out onto the streets at the same time."

Rail Maritime and Transport union general secretary Bob Crow said: "It is deeply disturbing that violence on the railways is still on the increase.

"We need adequate staff on every station all the time they are open and a guard on every train, including on the Tube."

Employees threaten to stop Railways' wheels

Express News Service: August 24, 2005

The All India Railwaymen's Federation has threatened to go on an indefinite strike, unless the Centre retracts some of its policies regarding railway employees.

The decision was taken at the end of a three-day national seminar in the city, which was attended by 50 participants from 16 zonal railways, 6 production units, and Metro Kolkata.

"The fifth Central Pay Commission had recommended that the next Commission be formed on January 1, 2006. The notification for the constitution of this commission has already been delayed. As a result, the wages for railway employees have been unrevised for more than a decade. We demand the commission be set up without delay, and have sought an interview with Manmohan Singh regarding this," said AIRF general secretary J.P. Chaubey.

"If this, and other demands are not met, we will go on an indefinite strike," said J.P. Chaubey, general secretary, AIRF. Another bone of contention is the recent recommendations of the Running Allowance Committee that reduces the allowances of running staff. "The basic salaries of running staff are depressed, as they are supplemented by pay elements. The committee has recommended that the pay element be reduced from 30 per cent to 10 per cent for serving running staff, and from 55 per cent to 20 per cent in the case retired running staff. This is just not acceptable," said Rakhal Dasgupta, assistant general secretary, AIRF.

The body is also protesting against the Centre's decision to stop pensions to railway employees appointed after January 1, 2004. It wants the Rs 2,500 ceiling on bonuses, fixed in 1987, to be revised. "We don't want to be forced into stopping the Railway's wheels. The NDA Government had passed anti-labour recommendations... the UPA is doing the same," said Chaubey.

Unions protest peon's assault
Trouble erupted at the office of Divisional Railway Manager (DRM) of Eastern Railway (ER) at Sealdah today, when Senior DCM of the ER, Amritangshu, who has been accused of beating up a peon, chose to attend office.

Members of ER staff and the two active unions of ER ? the Eastern Railway Men's Congress and the Eastern Railway Me'?s Union - got agitated when they saw Amritangshu arriving to rejoin work after having been on leave since the incident on Friday.

However, a leader of the ERMU ruled out any possibility of disruption of services at this stage. However, he warned that no possibility could be negated. The union representatives said the matter had been taken up by the Railway Board in New Delhi. "However, if we find their decision unsatisfactory, we will take up the matter with the Rail Ministry," they said.

"Amritangshu had been ordered to go on leave, pending investigation. But he claims he was supposed to rejoin on Monday. That is a blatant lie," said a leader of the ERMU.

While the official statement of the ER was that an inquiry was being conducted into the incidents of last Friday that landed the peon at BR Singh Hospital, staffers and union members expressed their dissatisfaction with the inquiry.

"We had asked that since the employees and the union are also part of the management, the two unions of the ER should have a representative each in the inquiry. The inquiry, however, is being conducted by the Additional DRM. It is difficult to believe that an inquiry into the conduct of an Indian Railway Service officer, carried out at the officer level, will lead to justice," said an ERMC member.

An ER official said there was an agitation at the DRM's office in Sealdah, but declined from further comments.

The unions have said they will carry on their movement till justice was served and their demand for the removal of the DCM met.

August 23, 2005

Public inquiry with full participation needed to solve CN derailment habit say Steelworkers

CNW Group: Aug. 23 2005

TORONTO -- With reports of yet another train derailment since the beginning of August, United Steelworkers' National Director Ken Neumann is calling for a full public inquiry into the practices of Canadian National Railway Company.

"We have 3,500 members who are front-line CN track workers," said Neumann. "Since privatization 10 years ago, available manpower has been a growing problem. Cutbacks and downsizing have been compounded by the ongoing practice of deferred maintenance, so that not only is our members' health and safety at risk, they are spending more and more of their time on emergency repairs instead of on scheduled maintenance tasks. This means more potential for exposure to dangerous materials that may be released in a derailment."

The union is sending letters to the federal Ministers of Transport and Labour, demanding a full public inquiry. Also copied are the chair of the Transportation Safety Board and CN CEO and President Hunter Harrison.

Neumann said that in the incident at Lake Wabamun, AB, members of the Steelworkers' Local 2004 and the surrounding community were subjected to misinformation regarding the toxicity and risks of exposure to the products spilled in that derailment. The result was that workers were exposed to materials, which caused various symptoms while they worked on the track.

"The breathing problems and irritation fortunately were short-term," he said. "If these derailments continue, we may not be so lucky in the future.

"CN must be brought to account for its actions that have led to increased health and safety concerns on the railway. This is not strictly a union-management issue. This is a health and safety issue that concerns every worker and every citizen living along the CN line."

Neumann added that, when a union representative attended the Wabamun site, he was turned away and not allowed to speak with Steelworkers who were there working.

"We want to know what CN is trying to hide. Is it the fact that materials being loaded onto trains are poorly identified? Or is it that the railway knows that its practices are dangerous and reckless? The public deserves to know."

The United Steelworkers represents more than 280,000 men and women working in every sector of Canada's economy.

For further information: Ken Neumann, (416) 487-1571, (416) 802-0607;
Scott Dawson (Pres. Local 2004), 1-800-843-2693

Rail delays hit Brussels commuters in snap strike

Expatica: 23 August 2005

BRUSSELS - Staff of the signal tower at the Brussels South train station went on a spontaneous strike between 8am and 9am on Tuesday, leading to severe rail disruptions around the Belgian capital.

The signal tower staff went on strike in protest against a new workplace roster and the lack of dialogue with management.

Some 20 people work in the signal tower and despite the fact several NMBS-SNCB staff took over their job, rail disruptions were reported on the north-south line and in Brussels itself.

The north-south rail line is Belgium's busiest and the strike took place in the busy morning peak-hour, newspaper 'De Standaard' reported.

An NMBS-SNCB spokesman said some trains were not departing and others were being diverted. The effects of the strike eased up in the afternoon.

The strike was a spontaneous action, but the Socialist union has come in support of the initiative.

"The staff are dissatisfied over the new rolling stock roster in the signal house that will be introduced from September," ACOD union spokesman Ludo Sempels said.

"More generally, there is a problem of dialogue with management."

Railwaymen's union threatens strike

Chennai Online News: August 23, 2005

Kolkata: The All-India Railwaymen's Federation (AIRF) today threatened to go on a countrywide strike without notice if the government reduced the allowance for running staff in keeping with the recommendations of the Committee on Running Allowance.

"The committee, which submitted its recommendations to the government recently, has actually called for a reduction in allowances. No one can accept this. Will the Prime Minister accept reduction in salaries and allowances? If this is implemented, we will go on a strike without notice," AIRF assistant general secretary Rakhal Das Gupta said.

Gupta was talking to newspersons on the sidelines of the AIRF's three-day national seminar here in collaboration with the International Transport Workers Federation.

He explained that as a rule, the pay scales for the running staff were kept 'depressed' and made up by way of allowances. Thus, for calculation of other benefits, the pay element was fixed at 30 per cent higher than actual salaries.

The committee had also recommended that the pay element be fixed at 10 per cent of the salary. This was unacceptable, he said.

The AIRF has taken up the matter with the appropriate authorities, Gupta said, adding, "We expected the UPA government to deliver justice. But we find they are following the same economic agenda of the NDA. This is alarming." (Agencies)

Action needed to reduce violent crime on transport, says RMT

RMT: 24 August 2005

BRITAIN'S BIGGEST rail union today renewed its call for the return of guards to all trains and for more uniformed staff on stations as British Transport Police figures released today reveal another rise in violent crime on Britain's rail and Tube networks.

"It is deeply disturbing that violence on the railways is still on the increase," RMT general secretary Bob Crow said today.

"Our members have to bear the brunt of aggressive, drunken behaviour, particularly at night and particularly when working alone.

"Just as our members want to be able to work in safety, members of the public, particularly women travelling alone, should not have to run the gauntlet on deserted stations late at night or worry about being attacked in a train carriage.

"The massive response by passengers objecting to South Eastern Trains' plans to cut ticket-office staff underlines the fact that passengers and railway workers alike want to see more staff on stations and trains, not fewer.

"The simple fact is that adequately staffed, well lit stations are safer than dark, deserted ones.

"We need adequate staff on every station all the time they are open and a guard on every train, including on the Tube," Bob Crow said.

Rolls-Royce staff at Bristol in walkout

The Independent Online: 23 August 2005
By Rachel Stevenson

Engineers at a Rolls-Royce factory in Bristol began an indefinite strike yesterday in protest at the sacking of a trade union official.

Amicus, the union representing 96 engineers that perform final tests of engines produced at Bristol, said the walkout would have a significant impact on work at the site. Engines produced there are used in military aircraft.

The union has also warned that the industrial action, taken after a ballot, could spread across the rest of the factory unless the company gave way over the dismissal of Jerry Hicks, who Amicus contends was sacked because of his trade union activities. Mr Hicks was accused by the company of organising unofficial industrial action, a claim he has strenuously denied.

Doug Collins, the union's deputy general secretary, said: "We believe that Jerry has been attacked because of his work as a union official and we are committed to do everything we can to get him reinstated. This is an unnecessary situation, entirely of Rolls-Royce's making, and we are calling for them to act now to do the right thing and avert a damaging strike."

Mr Hicks has rejected a cash settlement offer from Rolls-Royce, and he and Amicus are campaigning for his full reinstatement.

Rolls-Royce employs 3,600 workers at its Bristol plant, out of 22,000 staff across the UK. A spokesman for the company said the plant was not experiencing serious operational difficulties as a result of the walkout.

He said: "This is a local issue, concerning the dismissal of one individual on a charge of gross misconduct. Despite his important role as a union official, he organised unlawful industrial action earlier in the summer and attempted to undermine disciplinary procedures agreed between the company and its trade unions."

The spokesman added that the industrial action involves only a very small proportion of staff, with the union balloting fewer than 100 employees for strike action. It says only 55 voted in favour of a strike.

"We have a great business in Bristol and we would urge employees considering strike action to think carefully whether supporting the unlawful actions of one individual is in their best interests, or those of our customers," the spokesman said.

Engineers at a Rolls-Royce factory in Bristol began an indefinite strike yesterday in protest at the sacking of a trade union official.

Amicus, the union representing 96 engineers that perform final tests of engines produced at Bristol, said the walkout would have a significant impact on work at the site. Engines produced there are used in military aircraft.

The union has also warned that the industrial action, taken after a ballot, could spread across the rest of the factory unless the company gave way over the dismissal of Jerry Hicks, who Amicus contends was sacked because of his trade union activities. Mr Hicks was accused by the company of organising unofficial industrial action, a claim he has strenuously denied.

Doug Collins, the union's deputy general secretary, said: "We believe that Jerry has been attacked because of his work as a union official and we are committed to do everything we can to get him reinstated. This is an unnecessary situation, entirely of Rolls-Royce's making, and we are calling for them to act now to do the right thing and avert a damaging strike."

Mr Hicks has rejected a cash settlement offer from Rolls-Royce, and he and Amicus are campaigning for his full reinstatement.

Rolls-Royce employs 3,600 workers at its Bristol plant, out of 22,000 staff across the UK. A spokesman for the company said the plant was not experiencing serious operational difficulties as a result of the walkout.

He said: "This is a local issue, concerning the dismissal of one individual on a charge of gross misconduct. Despite his important role as a union official, he organised unlawful industrial action earlier in the summer and attempted to undermine disciplinary procedures agreed between the company and its trade unions." The spokesman added that the industrial action involves only a very small proportion of staff, with the union balloting fewer than 100 employees for strike action. It says only 55 voted in favour of a strike.

"We have a great business in Bristol and we would urge employees considering strike action to think carefully whether supporting the unlawful actions of one individual is in their best interests, or those of our customers," the spokesman said.

Rolls-Royce strike action starts

BBC News: 22 August 2005

Workers at Rolls-Royce in Bristol have begun the plant's first strike action in nearly 20 years following the sacking of an Amicus union official. Jerry Hicks was sacked from his job last month.

Tuesday's industrial action by 96 test facility engineers could continue for an indefinite period, the union said.

Jerry Hicks was sacked over misconduct claims, but an employment tribunal provisionally found he had "probably been dismissed on trade union grounds".

Rolls-Royce has urged staff to "think carefully" before going on strike.

A statement from the engineering giant said: "We have a great business in Bristol and would urge employees considering strike action to think carefully whether supporting the unlawful actions of one individual is in their best interests, or those of our customers."

Full hearing

The company said that Mr Hicks had been sacked for organising unlawful industrial action earlier in the summer and attempting to undermine disciplinary procedures - claims he denied.

His case is due to appear before a full hearing within six months.

The union Amicus has called for the full reinstatement of Mr Hicks, who had worked at the plant for 30 years. It also warned it could not rule out the possibility that industrial action could spread.

Around 1,000 workers from the rest of the plant could also be balloted for industrial action.

The Bristol factory produces and services engines for military aircraft, such as the Eurofighter Typhoon, the Hawk and the Harrier.

August 22, 2005

Preventing Trident replacement

Conference organised by the Campaign for Nuclear Disarmament
Saturday, 3 September, 2005
The Resource Centre, 356 Holloway Road, London N7 6PA.

CND welcomes the attendance and contributions from trades union members, at this one-day conference. In particular there will be a session for trade unionists facilitated by John Holmes, Acting-President of the CWU, to discuss how this campaign can be advanced within the trade union movement and the TUC.

At the conference, experts and activists will place the possible replacement of Trident in the wider context of both recent global political and military developments, and changing policies towards nuclear weapons within nuclear weapons states. They will also consider the progress in research and development towards new nuclear weapons, which increase the threat of their use once again – 60 years after the destruction of Hiroshima and Nagasaki.

Individual strategy sessions will bring together campaigners from Parliament, trade unions, faith communities, youth and student movements, legal and diplomatic fields, and activists targeting bases and those engaging in local community activity, to discuss and plan the way forward for the campaign in their own areas.

Participants include: Tony Benn, Jeremy Corbyn MP, Dr Valerie Flessati, John Holmes Acting-President CWU, Professor Robert Hinde, Dr Kate Hudson, Dr Dominick Jenkins, Dr Rebecca Johnson, Bruce Kent, Dr Caroline Lucas MEP, Dr Sian Jones, Phil Shiner.

You are also invited to a reception following the conference, which will launch Kate Hudson’s new book on the history of CND, entitled CND Now More than Ever: The Story of a Peace Movement. The reception will be held in the CND offices on Holloway Rd.


If you are able to attend the conference or reception, please email or write to confirm, using the details below to:

Ben Folley
National Campaigns Worker

Campaign for Nuclear Disarmament
162 Holloway Rd
London
N7 8DQ

Email: campaigns@cnduk.org
Tel: 020 7700 2393
Mob: 07968 420858
Web: http://www.cnduk.org

Metro-North workers rake in overtime pay

The Journal News: Westchester, Rockland, Putnam - August 21, 2005
By CAREN HALBFINGER

While passengers keep digging deeper into their pockets to cover rising commuting costs, it pays to work on the railroad - especially for those Metro-North employees who drive or conduct the trains.

Nearly 30 percent of the railroad's 1,000 conductors and engineers earned more than $100,000 last year thanks to overtime - 126 conductors and 168 engineers in all. Nearly as many did in 2003, showing there's nothing blue collar about their paychecks.

Their earnings put them ahead of many Metro-North Railroad passengers, along with the railroad's own directors, lawyers and architect.

While many railroad executives endured at least six years of college and graduate school, there are no educational requirements for the jobs of conductor and engineer. Nearly all gained access to their lucrative jobs by starting at lower-paying railroad positions, such as car cleaner or brakeman, and some are the sons of railroad workers.

Among Metro-North's nonunion, white-collar employees, 150 earned $100,000 or more last year, while 389 union employees - including conductors and engineers - passed that benchmark, according to Metro-North salary and overtime records provided to The Journal News in response to a Freedom of Information Law request.

"These are public institutions, and the public cost of this is real," said Joshua Freeman, a history professor at Queens College who specializes in labor issues. "It does create fewer jobs, to have a large percentage of the work being done on overtime.

"Besides, Americans work too much, and an economy built on overtime is not a good thing. It's not good for families and it's not healthy. But with the cost of living in Westchester County, $60,000 (base salary) doesn't go that far. If (a conductor or engineer) wants to make $110,000, I can understand that."

Metro-North officials say the consistent use of overtime to run the railroad is cheaper than hiring more conductors and engineers. Last year, engineers earned $32.88 an hour for an annual salary of $68,390, based on a 40-hour work week. Conductors earned $29.70 an hour, bringing them $61,776 a year.

"Given the nature of their jobs, conductors and engineers have more overtime opportunities than the rest of the work force," said Ray Burney, Metro-North's director of labor relations. "There's a balancing act that has to be done. At some point in time, your overtime exposure could lead you to find it's cheaper to hire new employees. We're constantly evaluating it. We do not have any part-time engineers or conductors. In the long run, it's cheaper for us to have one engineer work 10 hours a day than to have two engineers work five hours a day."

Grateful to work
James W. Joyce, 55, a conductor from Brewster who followed his father's career path and is in his 35th year with the railroad, has sought as much overtime as he can bear. He routinely worked 11-hour days, six days a week for the past two years. Since he remains on call around the clock, he has put in some seven-day weeks, too. Joyce earned nearly $50,000 in overtime last year, putting him on the top 10 list of high-earning conductors.

"I'm grateful to have the opportunity to do that," said the father of four, including a son who is an engineer. "All this hustling and working has allowed me to keep my wife at home, supervising our sons. The railroad is a wonderful place to work. I like working with the public. I like troubleshooting with the equipment. I like being productive."

Every hour engineers and conductors work beyond the first eight a day earns them time-and-a-half pay. But not all that extra pay is clocked while driving or conducting trains.

According to federal rules, conductors and engineers can't work for more than 12 consecutive hours without a rest period, known as "swing time." If they rest for four hours they can work another four before going off duty for at least 10 hours. They are paid 75 percent of their hourly rate during those rest periods.

Engineers and conductors also can increase their base pay by working up to eight shifts in a seven-day period, even while adhering to the work rules. One such engineer last year was Erick M. Hagenkotter, who earned the highest base pay for the job ? $98,666.

"There's no doubt the people who earn the type of money (Hagenkotter) earned spend an awful lot of time on the train," Burney said. "It would require working on what we would call his weekends and being able to work a job that he may get out at 8 a.m., rest, and then come back for his next shift 10 hours from then. That scenario would require a lot of things to fall into place."

Overtime costs millions
It takes a lot of people ? 5,800 ? to run the railroad. And with the bulk of Metro-North's 570 daily trains bunched during rush hours, overtime is an inevitable cost of doing business, Burney said. Metro-North spent $318.2 million on its payroll last year and an additional $41.3 million on overtime. Those figures, while slightly lower in 2003, are fairly typical, he said. Fringe benefits last year added $157.4 million to the cost of labor.

"Some critics may say, have them work an eight-hour day and no one will make overtime," Burney said. "But we'd have to increase our engineer work force by 30 to 40 percent. When you're talking about hiring, you're talking about health and welfare and pension, not just salary."

The union that represents engineers and conductors, the Association of Commuter Rail Employees, estimates on its Web site that for every new hire, it costs the railroad $20,000 in upfront costs for health care, vacation, sick time, personal leave and retirement taxes.

Metro-North is not alone. NJ Transit last year paid $23.5 million in overtime for rail crews and $26 million for bus workers, with more than half of it planned in advance. The agency's chief financial officer, Charlie Wedel, agreed it was cheaper to pay for overtime than to hire more workers, since fringe benefits add 50 percent in costs for rail crews and 44 percent for bus workers, on top of their salaries.

Most of Metro-North's top-earning conductors made their overtime by standing out on the tracks on hot summer afternoons and icy winter mornings, throwing switches, flagging construction crews and giving engineers in Metro-North's rail yards the all-clear to move trains. Similarly, the highest-paid engineers spent most of their extra hours switching trains and performing other work at the New Haven rail yard and elsewhere.

The highest-paid union employee last year was engineer Robert W. Barker Jr., a 33-year railroad veteran who earned $148,986.

His base pay was $89,024 but he also racked up $59,961 in overtime. A good portion of his extra hours was spent at the New Haven yard. Barker, of Hamden, Conn., is putting the last of his four children through college, said his wife, Virginia.

Long days and weekends
Conductor George W. Reardon Jr., also with 33 years on the railroad, was similarly hardworking, earning the highest base pay among conductors, $94,595, plus $33,140 in overtime. A Brewster resident and third-generation railroad worker, he was one of the few high-earning conductors who made his money last year while interacting with the riding public.

In between announcing stops, opening and closing doors and checking tickets on a 2:23 p.m. Harlem Line train on Tuesday, Reardon said he consistently worked 13-hour days, five days a week, but also was on call weekends and glad to be told to work.

"You don't make anything if you don't work," said Reardon, who noted that, while he has enough years on the job to retire, he would have to forgo a pension until he turns 60. "I've got the time, but not the age. Besides, I just like mingling with the people. You meet a lot of interesting people."

Reardon's work assignment includes four hours of swing time, which he said he spends walking the track at Yankee Stadium or in Central Park, or visiting a friend who works at the Empire State Building or meeting his wife for lunch.

Justin Evans, a 36-year-old computer operator who regularly commutes between Mount Vernon and Tuckahoe, said he was astounded when told about the hefty overtime earnings of some conductors and engineers.

"That's unbelievable," he said. "It sounds like I need to go work for them. Not only are they collecting the tickets, they're really collecting the money. I think that pay is too much."

Beyond their annual take, the extra pay can have a lasting impact on conductors and engineers preparing to retire. Pensions are based on the average of the highest pay earned in three consecutive years in the last decade of work. That means many could retire with annual pensions in excess of $60,000.

"That's something that's gone on in this industry forever, that people who are close to retirement get the most overtime," said Beverly Dolinsky, executive director of the Permanent Citizens Advisory Committee to the Metropolitan Transportation Authority.

"Some retire on more than they earned when they were working. That doesn't sound like it's good for the railroad, but it is good for the worker. This is something that's been going on as long as I can remember. They talk about reforms, but it never seems to happen."


How we got the story
On June 29, The Journal News filed a Freedom of Information Law request for a list of all Metro-North Railroad employees who earned $100,000 or more in 2004 and 2003, the amount of their overtime pay and their job titles. The railroad mailed the requested information on July 21.

After reviewing the material, the newspaper during the past two weeks sought additional information, including the work schedules for the top earners for a specific period.

The MTA first refused the newspaper's oral requests, then sought a written request after the state Committee on Open Government shared its legal opinion with the agency that the information should be publicly available. The railroad ultimately provided the information Wednesday, but the records could be deciphered only with a "run book'' held by engineers and conductors, which was not provided by the railroad.

Metro-North's press office sent memos to each of the conductors and engineers who are the railroad's top 20 wage earners, informing them that The Journal News wanted to speak with them about a story on overtime pay that would include their names and earnings. None contacted the reporter or responded to telephone messages left at their homes. The two conductors quoted in this article were interviewed on trains.

113 million euros for 'Transrapid' magnetic levitation

Die Welt: 20 August 2005

Berlin - The German Federal Government wants to make Transrapid technology operational for suburban as well as long distance traffic. Transport minister Manfred Stolpe (SPD) has signed an advance for a total sum of 113 million euros with representatives of Siemens and ThyssenKrupp as well as Transrapid International.

Stolpe made it clear that he expects an investment of approximately 100 million euros from private industry. "Germany stands for high-level technology and the Transrapid is a symbol of it", said the Minister.

With this scheme above all the subsystems vehicle, drive and operating instrumentation will be further developed, so that the use of the magnetic levitation transport system in passenger traffic will become faster, more efficient and cheaper. It was originally specifically intended for long-distance traffic but will now also be developed for use in suburban traffic. In view of the 37 kilometre-long link planned between the airport and Munich?s main station Stolpe said: "it is time to build it now."

The Bavarian regional transport minister Otto Wiesheu (CSU) welcomed the signing of the agreement. "it is good that the Federal Government is committing itself to Transrapid", said Otto Wiesheu and added similarly to Stolpe: "Germany needs the Transrapid in the country." Otto Wiesheu praised the fact that within the scheme a new vehicle for suburban residents in the Munich area was also to be developed.

He requested that the Federal Government should release the necessary funds in order to rapidly put the plans in place. Stolpe confirmed that in the second half of 2006 the provisional plans could be confirmed and construction could begin as soon as 2007.

From the progress of the pollution-free Transrapid, industry expects better opportunities in international traffic markets. According to industrial representatives the propulsion technology as well as the drive connections in the latest versions are to be improved.

A refinement of the operating instrumentation will make increased traction possible, which is necessary especially for short distances of less than 100 kilometers. According to Siemens successful marketing is realistic at present particularly in the area of rapid point-to-point connections.

Save the Night Riviera sleeper train

View Current Signatures   -   Sign the Petition

To:  Secretary of State for Transport Alistair Darling

We, the undersigned, are extremely concerned that government plans to cut the vital "Night Riviera" sleeper train service from London to Penzance.

This train is a vital link to South West England for business and leisure travellers: one whose loss would be felt keenly across the region. It is the only way to get from Cornwall to London before 0900 hours without staying overnight in the capital: and the government?s own figures suggest that it is well-used. How can it not be value for money?

We urge you to instruct the Strategic Rail Authority to provide a full and binding commitment to retain and develop this critical service for the good of the people, economy, and transport infrastructure of the South West.

Sincerely,

The Undersigned

Click Here to Sign Petition

View Current Signatures

Eurostar guards in further talks

BBC News: 22 August 2005

Talks are continuing over planned strikes by security guards at the London and Ashford Eurostar terminals. Eurostar says services will run as normal over the Bank Holiday.

Action over pay by workers at Chubb is planned for 26 and 27 August.

The security firm declined to comment until after the talks. Eurostar said on Friday it did not expect the strike to affect Bank Holiday weekend services.

The RMT union told BBC Radio Kent on Monday it was concerned at the train operator's view that a lack of security guards would have little effect.

Eurostar said on Monday: "Our point still stands. We have contingency plans in place.

"For the company to say it will have little effect I find surprising and worrying" - Mick Cash

"The RMT is not the whole of Chubb and it won't affect the whole operation if some staff walk out for three hours.

"Services won't be affected."

But Mick Cash, RMT assistant general secretary, said: "Our members are specially trained security guards doing work such as looking after x-ray machines, personal searches, metal detectors.

"For the company to say it will have little effect I find surprising and worrying."

He said he expected the number of searches to increase during strike action, causing disruption.

The union is seeking an interim pay award while talks continue about a long-term pay deal.

According to the union, an imposed rise of 3% was imposed this year but Mr Cash said: "Three per cent of £6.36 an hour is not very high."

A statement issued by Chubb said: "Further talks are planned for Monday therefore it would be previous to comment on the specifics of any negotiations until this meeting has taken place."

Rolls-Royce sacking sparks strike

BBC News: 22 August 2005

Workers at a Rolls-Royce factory in Bristol are set to take strike action this week to protest the sacking of a union official. Jerry Hicks was sacked from his job last month.

Staff at the Filton plant are due to strike on Tuesday in support of Amicus rep Jerry Hicks who was sacked last month over allegations of misconduct.

The walk-out by 96 engineers will hit military aircraft engine production.

The Amicus union claims Mr Hicks was sacked because of his activities with the trade union.

"We believe that Jerry has been attacked because of his work as a union official and we are committed to do everything we can to get him reinstated," said Doug Collins, deputy general secretary of Amicus.

The union said the situation was entirely of Rolls-Royce's making and called for the full reinstatement of Mr Hicks in order to avert a damaging strike.

Continuous Strike Action Begins at Rolls Royce

Amicus: 19 August 2005

Amicus members working at Rolls Royce in Bristol are to begin strike action on Monday (22nd August) in support of an Amicus union official at the plant, Jerry Hicks, who was sacked by the company last month.

96 engineers responsible for testing engines at the site will be striking for an indefinite period from Monday which, Amicus has warned, will have an immediate impact on work at the site.

Amicus say that Jerry has been dismissed by the company because of his trade union activities. The union also say they cannot rule out the possibility that the industrial action could spread.

Doug Collins, Amicus' Deputy General Secretary, said:

"We believe that Jerry has been attacked because of his work as a union official and we and our member's at Bristol are committed to do everything they can to get Jerry reinstated.

"This is an unnecessary situation, entirely of Rolls Royce's making, and we are calling for them to act now to do the right thing by Jerry and avert a damaging strike at the plant."

Jerry has rejected a cash settlement from Rolls Royce. He and Amicus are campaigning for his full reinstatement.

Hundreds of Rolls Royce workers and people from Bristol attended a rally in support of Jerry on Wednesday on College Green. Speakers at the rally included Tony Benn, and Bob Crow.

Rolls-Royce announced GBP269 million last month, a 54% rise on the previous half year.

Rolls-Royce plant faces stoppage

Financial Times: August 20 2005
By James Boxell

Rolls-Royce workers at its Bristol plant are to begin strike action on Tuesday in support of a sacked union official.

The action will initially involve 96 engineers responsible for testing engines, but the Amicus union warned the "indefinite" strike could spread.

Rolls-Royce would not comment on the action at the 3,500-strong Patchway plant, which makes engines for military aircraft, its second-biggest in the UK. But it is understood Jerry Hicks, an Amicus official, was sacked after accusations that he organised unofficial strike action in support of two fitters facing disciplinary procedures.

Carillion Company Council Report

RMT Circular No. IR337/05: 18th August 2005
Engineering, Infrastructure and Workshops Bulletin - Ref : BR4/23/1

Dear Colleague,
A meeting of the Company Council occurred on the 5th July 2005. The issues covered are as follows: Life Long Learning, Representation, Route Map, Xmas Working, Preston Relocation, Vacancies at Crewe, Disciplinary and Grievance procedures, BPO/Excel, Payroll update.

Life Long Learning

A presentation was given on the Union Learning Fund. Carillion Rail indicated that they are interested in learning more about this. It was pointed out that a partnership agreement would be necessary and a model agreement is being forwarded to management.

Route Map

Management gave a presentation on the Route Map training programme. There was a request for clarification on how the effects of the programme would be measured and for union input into the measurement process. Management acknowledged this desire but before agreeing how this could be implemented they will give a presentation on the employee feedback at the next Company Council meeting.

The union highlighted the need to not just focus on the top 10% but to provide training to all levels of employees. It was pointed out that the Union Learning Fund could be of use here. It was explained that better management would benefit the whole work force.

Company Council Representation

The union requested the following representation on the Company Council:

* 8 RMT representatives
* 6 TSSA representatives
* 2 Amicus representatives

RMT representatives would be aligned with job groups (i.e. S&T, CTRL, OTM etc) whilst TSSA and Amicus representatives will be location aligned. After some debate this was agreed. The election process is currently underway.

Local representation

It was agreed that issues around local representation need resolving and it is vital to get an appropriate structure in place to support the Company Council. It was confirmed that there is no set numbers/limits applying to local representation since the 1992 agreement other than that local representation must be agreed at Company Council level. Management are to gather information on the state of local representation in order that this can be checked and confirmed by the Trade Unions.

Management had forwarded proposals for a local CTRL forum. The union argued that this forum was not needed and that a local committee with a remit in accordance with the existing arrangements would be more appropriate.

Safety Representation

Management believe that attendance at the Joint Safety Council is poor and queried as to whether there was an appropriate structure in place and number of safety representatives. The JSC representation has been agreed, however the wider situation was felt to be hazy. Management are gathering information on the believed state of safety representation in order that this could be checked and confirmed as a starting point for resolving the issue.

Xmas Working

Following the ballot of members at Crewe and Saltley in December, management distributed a document for discussion to which the union asked for several amendments which were granted.

The revised document has been placed before the GGC and a referendum of our members at Crewe and Saltley will be conducted shortly.

Preston Relocation

The union rejected joint consultation meetings with employee representatives. Management agreed to hold separate consultation meetings.

Vacancies At Crewe

The union raised concerns regarding a recruitment process in Crewe which appears to favour external candidates from First Engineering. The union has little confidence in the process being used and members are advised to lodge grievances in this respect.

Disciplinary and Grievance Procedures

It was agreed that the current GTRM procedures are out of date and not in line with recent legislation. Management will forward new proposals for the consideration of a working party. It was agreed that the current form being used at recent disciplinary/grievance meetings would be tabled with the working party to establish whether it should form a formal part of the process given the request for representatives/employees to sign it on the spot.

BPO/Excel

It was agreed that consultation will occur when appropriate with regard to the ?to be? situation. There was frustration over managements desire to replace systems which work well. The union requested a swift and formal response on the RPS pensions issue given the time frame and management pledged to respond. The union also requested a forum with Accenture to discuss the full implication of what was being agreed and the resulting impact on the workforce.

Payroll Update

The union formally requested that Carillion returns to weekly pay slips and that this is relayed to Accenture. It was highlighted that errors were still being made with payroll and that these were getting worse not better. This is a matter which our members feel extremely strongly about. Management stated that a return to weekly payslips was unlikely.

Management claimed that the rail payroll was complicated and that errors were not always due to the fault of payroll but due to incomplete or late timesheets etc. Management agreed to raise the issues with payroll.

The union also raised issues with reimbursed expenses now that separate sheets have to be completed and information not just included on timesheets.

Yours sincerely

Bob Crow
GENERAL SECRETARY

August 21, 2005

Network Rail Allowances

REVIEW OF ALLOWANCES : JULY 2005 - SALARIED GRADES, NETWORK RAIL

I have been advised by Network Rail that the various scale allowances associated with subsistence, relocation and redundancy have been reviewed in accordance with standard practice and the revised levels which apply from 1 July 2005 are attached.


DISTURBANCE ALLOWANCES Present Revised 1.7.05

Disturbance Allowance on Promotion & Transfer (Total)

Salary excluding London allowance married single married

Up to £16,686 £1,078 £519 £1,095
Over £16,686 to £21,424 £1,522 £750 £1,546
Over £21,424 £1,805 £922 £1,834


Disturbance Allowance on Redundancy

Salary excluding London allowance married single married

Up to £16,686 £3,818 £1,929 £3,879
Over £16,686 to £21,424 £4,563 £2,276 £4,636
Over £21,424 £5,258 £2,638 £5,342

Mobility Payment (Redundancy)

Transfer £3,818 £3,879
Move Home £2,545 £2,585

Allowance for Use of own Transport
(Amount per mile) £0.36 £0.37

Educational Lodging Allowance
(Amount per week) £24.22 £24.61

Rent Allowance
(Amount per week)

1st 5 years after removal of home £45.85 £46.58
6th year after removal of home £38.22 £38.83
7th year after removal of home £30.56 £31.05
8th year after removal of home £22.95 £23.32
9th year after removal of home £15.29 £15.53
10th year after removal of home £7.99 £8.12

LODGING ALLOWANCES

Present

Revised 1.7.05

Lodging Allowance:

Redundancy & Disability Transfers (Amount per week)

Salaried Staff
CO1/2* Supvsr A & B £65.56 £66.60
CO 3, 4 & 5 # Supvsr C,D & E £66.69 £67.75

Lodging Allowance: All Other Transfers (Amount per week)

Salaried Staff
CO1/2* Supvsr A & B £50.28 £51.08
CO 3, 4 & 5 # Supvsr C,D & E £52.81 £53.65


Lodging Allowance: Day and Night (Amount per occasion)

Relief - All Grades £14.91 £15.15
Others - All Grades £29.35 £29.82


* Also Tracer and TO in receipt of salary below maximum of CO1/2

# Also Tracer and TO in receipt of salary above the maximum of CO1/2; STO; PTO (Supervisors include Workshop Supervisors)

Allowances for Sale and Purchase of Houses on Transfer

An employee who is a householder and is, on transfer, required to move home, is to be reimbursed for the actual and necessary legal fees, estate agent fees and stamp duty incurred in the sale/purchase of houses.

Bridging loan interest is to be reimbursed for a maximum of the first three calender months.

DISTURBANCE ALLOWANCE

Present

Revised 1.7.05

Disturbance Allowance (Promotion) married householder single householder married householder

Salaried Staff
CO1/2* Supvsr A & B £569 £378 £578
CO 3, 4 & 5 # Supvsr C,D & E £750 £414 £762

Disturbance Allowance (Redundancy) Salaried and Conciliation staff
(i) Married householder and Single householder with dependants £3,469 £3,524
(ii) single householder without dependants £1,876 £1,906

Expenses to staff Attending Courses (per day, Sunday night if appropriate to Thursday night inclusive) £4.45 £4.52

Clerks transferred to seaside resorts for summer relief purposes
Single staff from inland towns to seaside resorts for summer relief purposes (per week) £38.09 £38.70

Rent Allowance (Redundancy) (Amount per week)

1st 5 years after removal of home £45.85 £46.58
6th year after removal of home £38.22 £38.83
7th year after removal of home £30.56 £31.05
8th year after removal of home £22.95 £23.32
9th year after removal of home £15.29 £15.53
10th year after removal of home £7.99 £8.12

Mobility Payment (Redundancy)

Transfer £3,818 £3,879
Move Home £2,545 £2,585

Allowance for Use of own Transport
(Amount per mile) £0.36 £0.37

Educational Lodging Allowance
(Amount per week) £24.22 £24.61

* Also Tracer and TO in receipt of salary below maximum of CO1/2

# Also Tracer and TO in receipt of salary above the maximum of CO1/2; STO; PTO (Supervisors include Workshop Supervisors)

MEAL ALLOWANCES Present Revised 1.7.05
Meal Allowance: Relief Clerical Staff
* Day expenses if away from normal work location £7.81 £7.95
* Additional payment if away in excess of 10 hours £3.64 £3.70


Meal Allowance:
Other Clerical Staff
Middle turn
* Mid-day meal Additional payment if away from normal work location: £7.81 £7.95
* Before 08.00 or before normal booking on duty time, whichever is earlier £3.64 £3.70
* Between 18.00 & 20.00 hours £3.64 £3.70
* Between 20.00 & 22.00 hours £3.64 £3.70
* After 22.00 hours £3.64 £3.70
* For full day £22.37 £22.75

Other than Middle turn
* If away from normal work location not more than 9 hours and main meal obtained £7.81 £7.95
* Additional payment if away from normal work location:
* Between 9 and 11 hours £3.64 £3.70
* Between 11 and 13 hours £3.64 £3.70
* Over 13 hours £3.64 £3.70

Note:
The payment of the additional meal allowance is not conditional upon qualification for the mid-day meal allowance

Faith hate crimes

RMT is encouraging members to report these crimes. Members who are are on the receiving end of abuse or if you witness other members being abused in any way should seek support from the union straight away.

FAITH HATE CRIME

Following the recent terror attacks in London, there has been a large rise in reported cases of faith hate crime. In the three weeks following 7th July, 269 religious hate crimes were reported. This compares to 40 for the same period in 2004. This has especially impacted on the Muslim communities. Whilst most of the cases reported were verbal abuse and minor assaults, the effect on the individual can be devastating. This in turn can leave communities feeling isolated and vulnerable. It is vitally important that faith hate crimes are reported to the Police. This can be done at people's local Police stations or online at www.police.uk .

In London, the Metropolitan Police Service (MPS), the Metropolitan Police Authority and the Mayor's Office have set up an advice line to offer support and reassurance to Londoners who feel vulnerable. It is especially hoped that it will be used by members of communities who believe they are being targeted by faith hate crime. The free phone number is 0800 028 2390.

The problem of faith hate crime is not confined to London. For those who have or are now suffering such abuse, there are organisations that can offer support. I have listed overleaf, the organisations that have been cited on a leaflet distributed by the Metropolitan Police and hope this information can be of assistance.

Yours sincerely,


B. CROW
General Secretary

Victim Support
www.victimsupport.org
0845 30 30 900

Fair Forum Against Islamophobia and Racism
www.fairuk.org

Muslim Safety Forum - Muslim line
020 8840 4840

Sikh Secretariat
www.sikh-secretariat.com/sikh_incident_form.htm

Hindu Forum Britain
www.hinduforum.org
020 8965 0671
07973668892

Commission for Racial Equality
www.cre.gov.uk
020 7939 0178

The Community Security Trust (for members of the Jewish community)
www.thecst.org.uk
020 8457 9999

Hard Hats - Safety or Uniform?

Mandatory Wearing of Hard Hats

RMT makes the 'Hard Heads' at Network Rail rethink their policy on 'Hard Hats' with the the threat of a ballot for Industrial Action.

RMT Engineering, Infrastructure and Workshops Bulletin: 25th August 2005

MANDATORY WEARING OF HARD HATS

At the beginning of this month I informed Network Rail that should they not revise their policy on the mandatory wearing of hard hats and withdraw the 1st September deadline, the union would be in dispute and a ballot would be conducted for industrial action. Following a meeting of the Chairs and Secretaries of the former IMC Company Councils, it was decided by the GGC that a ballot should be conducted of our members for action short of strike action.

I am pleased to be able to advise you that as a result of the position taken by the union and your reps, Network Rail agreed to a further meeting and the company have now withdrawn the deadline in order to allow sufficient time for proper consultation and exploration of alternatives.

This new position has been placed before the GGC and the following decision reached:

"The General Secretary is instructed to seek further discussions with the company. Pending the outcome of these discussions we suspend the ballot for action short of a strike".

I would like to re-emphasise the position of the union on this matter. We are not opposed to the wearing of hard hats per se, but we do insist on the introduction of a common sense policy based on actual risk.

Rail Workers scuttle Paycut Plan

Workers Online: 19 August 2005 

A rail strike in Java and Sumatra has been averted after 30,000 employees of state railway company PT Kereta Api Indonesia (KAI) forced a backdown from the Indonesian government.

The deal, presented to President Susilo Bambang Yudhoyono, protects salaries, pension funds and medical allowances threatened by privatisation moves.

Minister of State Enterprises Sugiharto ordered the company's management to honour the rights of employees and pensioners.

"PT KAI employees deserve pay, pension funds and health allowances equalling those received by civil servants," Sugiharto told a press conference at the presidential office.

The government will also reshuffle the company's management. The employees had demanded management be dismissed for disappointing performance and alleged corruption.

The government had prepared buses and trucks to anticipate the train strike, which was set for Aug. 8 through Aug. 10.

State electricity company PT PLN had warned of blackouts across Java and Bali as a result of the strike because the supply of coal and petroleum to several power plants on the dense islands is dependent on PT KAI.

The dispute caused concern within the International Transportation Federation, whose secretary-general, David Cockroft, wrote to President Susilo early this week to ask that the latter address the issue accordingly.

Privatisation bid for Cargo Slovakia

Der Standard (Austria): 8 August 2005

Cargo Slovakia is under offer for privatisation and if their bid is accepted would be largest acquisition in the history of the OEBB (Oesterreichischen BundesBahnen - Austrian Railways). German, Czech and Hungarian rail firms have also made offers, there are 14 bidders in all in the running.

The freight traffic arm of OEBB, Rail Cargo Austria (RCA), made a first bid to buy Slovakian rail freight traffic, this was confirmed by RCA spokesman Andreas Rinofner. However, tough competition awaits for OEBB. In total 14 Slovakian and international prospective buyers have made offers for ZSSK, said Toma Sarluska, spokesman for the Transport Ministry. The offer period ran out on Friday 6 August.

Up to 514 million euro proceeds expected
Slovakian Transport Minister, Pavol Prokopovic is counting on privatisation earnings of between 15 and 20 billion crowns, equivalent to 385 to 514 million euros from the sale. For the OEBB this would be the largest foreign acquisition in its history. How good the chances of OEBB actually are, the spokesman for the Minister did not want to say on Monday. OEBB also refused to comment for the time being on their offer.

As a result of the takeover, OEBB if successful would rise to position of third biggest rail transport enterprise in Europe. Other European bidders in the competition besides OEBB are German railways (DB), despite their spokesman having announced their withdrawal from the closed-bid auction in April, nevertheless the DB has now made an offer. DB Railway logistics spokesman Gelfo Kroeger did not wish to comment on this on Monday referring to "an ongoing process".

Czech and Hungarian Railways also make offers
In addition Czech Railways CD (Cesky Drahy) have made an offer, British transport business First Group and an investor from the Ukraine have confirmed their interest. Further, according to newspaper reports Hungarian State Railway MAV, along with Slovakian banking syndicate Penta - and an unspecified foreign investor - and the US investment group Rail World have made offers.

The Transport Ministry now wants to appoint a privatisation advisor CA IB Financial Advisors in the next few weeks to provide a short list of those bids, which can then subjected to a more detailed examination of their business case including Due Diligence. Decisive in the final selection will be the highest bid as well as the financial power of the bidder and its investment strategy, it was said.

Up to year end
Bids can be made up until 30 September then the selected bidders will have to make a final requirement, which they must deliver before the year end. Afterwards the Slovakian government will select the best bidder.

Cargo Slovakia was split from Slovakian state railways at the beginning of the year. In the first quarter of 2005 the business made a stated profit of 423 million crowns (10.86 million euros). With 50 million tons of freight transported in 2004, rail holds a market share of approximately 20 per cent of the entire goods traffic in Slovakia. The business has 800 locomotives and 16,000 railroad cars. (APA)

Tube Lines makes £57m from PPP contracts

The Times online: August 18, 2005
By Angela Jameson, Industrial Correspondent

THE private companies behind Tube Lines, the company responsible for an £18 billion upgrade of the Jubilee, Northern and Piccadilly lines, are making more than £1 million a week from their work on London Underground.

Figures filed with Companies House show that Bechtel and Amey, the companies that own Tube Lines, have made pre-tax profits of £57 million in the past year, the consortium?s second year of operation.

Profits from the Tube upgrade have jumped by 37 per cent, compared with the previous year, after Tube Lines won a slew of new contracts related to the London Underground Private Public Partnership (PPP).

Terry Morgan, chief executive of Tube Lines, saw his total pay and benefits package increase by almost 18 per cent to £534,000 in the year.

Tube Lines invested £379 million in the network in 2004-05, compared with £221 million in the previous year.

?What you are seeing now is the core maintenance work for the PPP contracts plus additional contracts beyond that, which we are having to compete for,? Mr Morgan said.

Tube Lines has picked up several of these contracts, including a £50 million project to complete the opening of Wembley Park station before the new football stadium opens next spring and a contract to extend the Piccadilly Line to Terminal 5 at Heathrow.

The £57 million profit will be reinvested in the business, until at least 2011, when the shareholders are expected to take some profits. Mr Morgan said the fact that the money would be reinvested, rather than paid out to shareholders, would help Tube Lines to recruit the best staff and to win more contracts from London Underground.

Bechtel and Amey, which own Tube Lines, will receive two payments of £7.2 million in 2004, arising from interest on their original investment in the consortium. Amey will take two thirds of the money, after Ferrovial, its parent company, bought out Jarvis, which had originally had a one-third stake in Tube Lines.

During the year, Tube Lines shareholders also received a payment of £27.5 million after refinancing its £1.8 billion debt facilities. The refinancing generated cost savings of £81 million, two thirds of which was returned to London Underground. The refinancing was made possible because of an improvement in capital markets and because there was greater certainty about the PPP contracts than there had been when originally they were signed in 2003.

Mr Morgan said that the company had doubled the pace of its work to modernise the Tube. Day-to-day performance had also improved, with incidents causing delay to passengers down by 13 per cent across all three lines.

Tube Lines said that it had completed eight station upgrades in 2004 and had begun work at 15 other stations. The PPP consortium said that it had replaced or refurbished 19.2km (11.9 miles) of track and cut its costs for track renewal by 40 per cent after deciding to hire back track renewal experts that had been outsourced by London Underground.

Silverlink Metro 'almost certain' to transfer to TfL in later 2006

RailManager Online: 1 August 2005

Transport for London has confirmed that it expects to take over at least some of Silverlink's suburban routes when the present National Express franchise expires in October 2006.

The possible benefits of bringing some National Rail lines in Greater London under the control of TfL were set out in the railway White Paper published last summer.

Work has been continuing on the proposals, and RMOL has learnt that the plans are now at an advanced stage.

TfL had expected the Department for Transport to finalise the arrangements before the summer Parliamentary recess, but several factors, including the transfer of SRA responsibilities and the terrorist attacks in London, have delayed the final decision until September.

One key question still to be resolved is whether the lines will be transferred with "an adequate budget", RMOL has been told. This is one issue which it is hoped will be dealt with by the Department after the summer break.

"At the moment we are 99% sure that Silverlink Metro will be passing into our control," said TfL.

Plans to increase services have already been drawn up in anticipation of a decision to go ahead.

Signalling move from Lloyds to NR

RailManager Online: 1 August 2005

Signalling design staff from Lloyds Register Rail are moving to Network Rail this month.

25 employees based at Reading are expected to transfer within the next few days, following the signing of a memorandum of understanding between Lloyds and Network Rail.

Network Rail created its own in-house team of signalling designers 18 months ago, and after a period of recruitment now includes about 120 people. Deputy Chief Executive Iain Coucher said: ?We have recently embarked upon several massive resignalling schemes, but with many more being developed, these 25 new employees will be kept very busy.

?We look forward to welcoming them aboard ? and to a continued working relationship with Lloyd?s Register Rail.?

£100m+ saved by in-house maintenance, says Network Rail

RailManager Online: 1 August 2005

Chief Executive says "middle men in supply chains" cost the railway industry millions.

Network Rail Chief Executive John Armitt has revealed that the effect of ending external maintenance contracts has been to save Network Rail more than £100m in a single year.

In what appeared to be an uncompromising condemnation of the former Railtrack/contractor structure, he said "millions of pounds have already been saved through cutting out the middle men in supply chains and reducing corporate costs".

Mr Armitt was speaking as Network Rail celebrated the first anniversary of what it is describing as "one of the most complex corporate acquisitions ever seen in the UK".

Bringing maintenance in-house involved negotiations with seven major area contractors.

More than 15 000 employees, 5000 road vehicles, 600 depots and a network of training centres all came under Network Rail control.

"The impact has been significant," said Mr Armitt. "Train delays have been reduced by some 17%, and the condition of the infrastructure itself has markedly improved. Bringing maintenance in-house together with the operation of the railway has brought many benefits and is helping to build a better railway for passengers and freight operating companies."

The Rail Regulator has set a 31% cost saving target for Network Rail in the control period from 2004 to 2009, and NR is already a quarter of the way there: the company said it had achieved savings of 8% in the first year of the period.

Network Rail has also established a major apprenticeship scheme. Over the next five years around 1000 young people will pass through it, and five new training centres are planned for existing employees.

"We are aiming to save hundreds of millions over the next four years. By continuing to cut out duplication, realising efficiencies, embracing new technology and investing in the workforce, we will continue to reduce costs." - John Armitt

Winsor accuses government of making Railtrack threats Former Rail Regulator Tom Winsor said today that the government was poised to take over his office, as the Railtrack affair reached its climax in early October 2001.

Mr Winsor told the BBC that he was threatened with emergency legislation to reign in his powers, if he tried to provide any further funding to Railtrack in an interim review. Such emergency legislation would have taken a year, he believed, but sources claimed it could be much quicker.

Mr Winsor also revealed that Railtrack was deeply pessimistic, telling him that unless he could complete an interim review and transfer funds to the company within 24 hours, there was "no point" in starting the process.

The DfT responded that the decision to place Railtrack into railway administration was made by the High Court, and not the government.

HOW THE VIEW CHANGED

1993: "Railtrack will be required by the Government to contract out its own support functions, for example track maintenance, where this offers value for money." - New opportunities for the railways (Transport White Paper)

1996: "The network - demands regular maintenance. Railtrack - has contracts with a number of suppliers, most of whom are currently part of BR but are shortly to be privatised" - Railtrack Network Management Statement

1997: "We specify - quality standards for asset condition - Comprehensive contractor monitoring arrangements have been introduced to achieve full compliance - Railway Group Standards set out procedures for regular examination and inspection to be carried out by our contractors, who identify a workload of maintenance and repair" - Railtrack NMS

1997: "The longitudinal wheeltimbers were rotten and [required] urgent repairs. The [contractor] did not arrange for any repairs to be undertaken and the track continued to deteriorate until it eventually became unsafe" - HMRI: Report into the derailment of a freight train at Bexley, 4 February 1997

1998: "We will be seeking cost savings by better identification of work packages more suited to the capabilities of our contractors." - Railtrack NMS

1999: "New contracts contain more precise mechanisms for monitoring the performance of contractors. [The mechanisms] identify variations in quality - This will assist the spread of best practice" - Railtrack NMS

2002: "... we are working to ensure that we have processes to plan and deliver work in the most efficient and cost effective manner across our network. This will involve Railtrack taking responsibility for certain activities that have hitherto resided with our contractors." - Railtrack NMS

2004: "There are already strong signs of improvement in performance where maintenance has been brought in-house." - Network Rail Business

National Express 'priced out' of US market

RailManager Online: 8 August 2005

National Express Group is disposing of its mass transit operations in north America, because soaring insurance costs are posing unacceptable risks.

Nicola Marsden of NXG told RMOL that premiums have risen drastically in the USA since 11 September 2001, and that the consequence of one serious incident involving a bus could be the loss of a ?We are selling our ATC operations in Chicago, Dallas, Las Vegas and other cities to Connex for approximately $93m, and the deal should be confirmed in September,? she said.

However NXG has also announced that it has acquired Canadian school bus operator Northstar for £26m. Northstar runs 800 buses in southern Ontario, and has 850 staff. The acquisition means that although NXG is pulling out of mass transit, it is now the third largest school bus operator in north America.

Paddington gates deterred 72,000 without tickets

RailManager Online: 8 August 2005

First Great Western has estimated that new ticket gates installed at London Paddington a year ago have already been used for some 3m journeys.

On a typical day, the 25 gates protecting platforms two to five check almost 15 000 tickets.

The company says 2% of passengers try to travel without a ticket, which means the gates have probably prevented 72 000 fraudulent journeys in their first year.

On the busiest recorded days since their installation the gates have checked a total of almost 33 000 tickets. Paddington gates deterred 72 000 without tickets.

August 20, 2005

SW Regional Assembly rejects government's proposed GW franchise

RailManager Online: 8 August 2005

Protests in south west over official vision for Greater Western franchise
Councillors oppose Strategic Rail Authority proposals for GW, which include slower and fewer trains on some routes.

Rail passengers in the south west will endure overcrowded trains under government proposals for the region's railways over the next ten years, the South West Regional Assembly has claimed.

Some of the Assembly's criticisms of the GW plan:
First train from Weymouth arrives Bristol Temple Meads 0928 (now 0804)
First train from London to Chippenham, Bath, Bristol TM 0806 (now 0729)
First train from London to Gloucester arr. 1001 (now 0845)
Bristol Temple Meads to Exeter St David?s: ten northbound and seven southbound services withdrawn
One train from Plymouth to London in three hours or faster (now five)
No train from Truro to Penzance between 0726 and 1001 (now three)
First train from Bristol Parkway to London leaves more than 1 hour later than now

Responding to the consultation over the Greater Western franchise, the Assembly said people could be forced back on to congested roads, because the Government was not insisting on enough trains to meet increased demand.

The Assembly responded formally on 21 July and published its letter to the SRA on 3 August, the day after the consultation period ended.

Julian Johnson, chairman of the Assembly?s planning and transport group, said: "These sums just won't add up for the south west. Research has shown how important rail services are to the region, especially the far south west. Whether for business, pleasure or leisure, the train is a vital part of our travel network. On average, demand for rail travel in the region increases 5% each year. In busy urban areas like Bristol, demand has increased annually by 10%."

Mr Johnson criticised the rail industry for planning for much lower growth - 1.9%. The Assembly has also condemned proposal within the franchise document for fewer stopping services on the Par to Newquay line and between Exeter and London. Trains from Plymouth will be slower, with just one each day to London in three hours, compared to five now.

There has also been an outcry over the perceived threat to sleeper services between London, Devon and Cornwall, which franchise bidders have been asked to cost separately.

The regional spokesman for transport pressure group Transport 2000 David Redgewell said: "What we need is investment in the railways in the south west. We don't expect a Dr Beeching from Alistair Darling."

The Department for Transport said it "strongly refuted" claims that its proposals were inadequate.

"The projected demand has been carefully estimated," said a spokesman. "We do believe the proposed services meet the forecast demand. There is capacity within the current services. We are trying to improve services, firstly by making trains more reliable - if you change the times it is going to be less congested - and also by matching services more closely to demand."

He said most Plymouth to London trains would be slightly slower because they would stop at more stations, for the benefit of intermediate passengers.

The new Greater Western franchise is due to start in April 2006, when it will replace the present Great Western, Great Western Link and Wessex Trains contracts.

Kenya Railways Moves to Calm Workers

The Nation: August 19, 2005
Lucas Barasa

Kenya Railways has appealed to its employees to remain calm ahead of the parastatal's "concessioning" in December.

The State-owned firm will retrench most of the current 9,000 employees, when a foreign investor begins running its equipment, facilities and services under a management agreement.

In a concession, a private company is paid to exclusively use another company to return it to efficiency and profit-making for the owner.

Kenya Railways managing director, Vitalis Ong'ong'o, said yesterday that the plan should not make the workers worry or stop working. Speaking to the Nation at the firm's headquarters in Nairobi, Mr Ong'ong'o said the concessioning was in "the interest of the nation and the economy".

Said he: "The workers should remain calm and work hard...we want to hand over a strong organisation to serve the economy and bring revenue to the exchequer."

Accompanied by the general manager in charge of human resources and administration, Mr Fred Muzungyo, and the public relations manager, Ms Judy Odhiambo, he said the management had educated the employees on the concessioning plans and most had "accepted it".

He said: "At first they did not understand what was going on. But they now appreciate what is really at stake." The management and union officials yesterday held a number of meetings with the workers to educate them on the retrenchment and urged calm. Mr Ong'ong'o said the company had no salary arrears, but that casual workers were owed two months' wages.

Then, too, the firm has not remitted the workers' pension for two months. But the MD said they were "working round the clock" to do so.

On Wednesday, Kenya Railways workers in Kisumu demanded their outstanding dues before the concessioning so that they can prepare for the transition. Yesterday, the MD assured the workers they would be paid before the firm changes hands.

The seven firms vying for the concessioning are NLPI Private of Mauritius, Canac Inc of Canada, Maersk Kenya, Rites of India, China Railway First Group Company, Britain's Magadi Soda and South Africa's Sheltam Trade Close.

Kenya and Uganda, which will retain 40 per cent of the shares and ownership of the conceded assets, have signed a memorandum of understanding on concession because of its perennial poor performance.

Assets worth Sh12.4 billion will be transferred from the corporation to a retirement benefits scheme newly set up. The Government is to give Sh1.5 billion in cash to the scheme to kick-start its operations. Mr Olubayi announced that Stanbic Investments and Co-op Trust had been chosen to manage the scheme while the Kenya Commercial Bank will be its custodian.

The scheme is slated to be operational by October 30 and will take up the pension responsibility from the rail firm. About Sh10 million has been used to develop the scheme, Eng Ong'ong'o said.

Members will part with seven per cent of their salaries for the scheme and the employer 16 per cent. KR workers have not had any pension scheme.

The pension will be increased by three per cent annually.

August 19, 2005

Guards announce Eurostar walkout

BBC News: 19 August 2005

Security guards working at the London and Ashford terminals of Eurostar have said they plan to strike over the August Bank Holiday weekend.

eurostar (10k image)

The guards, who work for security company Chubb, will stop work for three hour periods on 26 and 27 August at London Waterloo and Ashford in Kent.

Staff voted in favour of strike action in a dispute over pay and conditions.

Eurostar, which runs high speed trains to Paris and Brussels, said it did not expect the strike to affect services.

RMT general secretary Bob Crow said: "Chubb have agreed with us a framework for negotiation, but the problem is that so far they have simply failed to negotiate with us over pay."

A Chubb spokesman said further talks are planned for Monday so "it would be previous to comment on the specifics of any negotiations until this meeting has taken place".

RMT security guards on Chubb's Eurostar contract to strike over pay

RMT: 19 August 2005

CHUBB SECURITY guards employed at Eurostar's Ashford and Waterloo terminals and its North Pole depot in London are to strike on Friday and Saturday following the company's failure to improve pay rates.

The 110-plus RMT members involved - who returned a unanimous vote for action earlier this month - will stop work at Waterloo International and North Pole between 14:00 and 17:30 on Friday August 26 and between 07:00 and 10:30 on Saturday August 27, while at Ashford they will strike from 07:00 to 10:30 on Friday and from 07:00 to 10:30 on Saturday.

"Chubb have agreed with us a framework for negotiation, but the problem is that so far they have simply failed to negotiate with us over pay," RMT general secretary Bob Crow said today.

"The depth of our members' anger was made absolutely clear when every single vote cast in our recent ballot was in favour of strike action.

"Our members do a responsible and demanding job and are rewarded with pay levels as low as £6.32 an hour, and even the highest-paid are on less than £7.50.

"We asked the company to make an interim award as a gesture of goodwill to avoid industrial action, but to date they have refused to budge.

"If the company will not use the very bargaining machinery it has just agreed with us we have no option but to move to industrial action, but Chubb know they can avoid strike action by negotiating improved pay rates," Bob Crow said.

RMT seeks urgent discussions on Wightlink safety

RMT: 19 August 2005

MARITIME UNION RMT is seeking urgent discussions with Isle of Wight ferry operator Wightlink after safety concerns resulted in the suspension of Fastcat services between Ryde and Portsmouth, the union said today.

The Maritime and Coastguard Agency yesterday withdrew safety management certificates from Wightlink's Fastcats following an investigation into two fires aboard one of the four vessels.

"Safety is RMT's number one priority and the shortcomings identified by the MCA are a matter of deep concern, both for our members and the travelling public," RMT general secretary Bob Crow said today.

"RMT raised problems of a potential engine-room fire hazard with the company several months ago and it is deeply disturbing that it has taken an MCA investigation to have this taken seriously.

"We are seeking an urgent meeting with the company to discuss the problems raised by the MCA and we expect the company to involve our safety reps fully in resolving all the issues involved," Bob Crow said

Restoring the Balance - a workshop for trade union women on health in the workplace

TUC South West: Saturday, 1 October 2005
10.30 - 3.00 p.m. Cost Free including buffet lunch

A workshop for trade union women on health in the workplace. With guest speakers and workshops on body mapping, facilities and welfare, Hidden Health Issues. For more information or to register for the event, download the flyer here.
Contact for more information South West TUC on 0117 9470521

The Venue Lyngford House is a popular conference venue. Free parking is available.
The venue is fully accessible.

Venue
Jan Cutting Healthy Living Centre
Scott Business Park,
Beacon Park Road, Plymouth PL2 2PQ
www.scottbusinesspark.co.uk

The Healthy Living Centre is owned and operated by Wolseley Trust and provides a meeting place and a centre for community focus.

Scott Business Park is situated about five minutes drive from Plymouth City Centre. As you approach Plymouth from the East, remain on the A38 and proceed over the fly-over. Take the left exit labelled "St. Budeax", the B3369. This will bring you down to Camels Head. Stay in the left hand lane. When you see the speed camera, go past the first set of lights, keeping left, then up to the next set of lights and turn left, again keeping into the left hand lane. You are now on the Wolseley Road (A3064) heading for the City Centre. Proceed along Wolseley Road keeping in the left hand lane. Take the left turn just before the lights. This leads you onto Beacon Park Road. Proceed up the hill, go straight through the lights and you will come to a mini-roundabout, the entrance to Scott Business Park is the 2nd exit.

TUC spells health and safety
It took union campaigns to deliver the comprehensive health and safety legislation that the UK workforce enjoys. But it takes union know how, resources and campaigns to make workplaces as safe as possible.

Unions provide high calibre resources and training for trade union safety reps. The South West TUC backs this up with conferences and events aimed at union officers, reps and supporters.

Health and Safety Issues for Women
Many factors have helped keep occupational health a 'men only' issue, from bad science to prejudice, to the jobs we do. The two enduring myths are that men do all the risky work and when women do get hurt it is explained by differences in gender, not jobs.

Women are more exposed to repetitive and monotonous work and to stressful conditions, young women are more likely to be assaulted at work than men and women are more likely than men to experience back strain, skin diseases, headaches and eyestrain.

It is important to look at the question of women's health for a number of reasons:

* much less is known about the risks that women face;
* women are concentrated in certain occupations and industries, and therefore certain risks apply;
* legislation makes no distinction between women's and men's jobs, and many norms have been developed by men for men;
* there are physical differences between men and women, that have an impact in the workplace; and
* most women have the major responsibility for unpaid work in the home, in addition to the paid shift in the workplace.

Restoring the Balance
a workshop for trade union women on health in the workplace

Programme

10.15 Registration
Tea/Coffee on arrival

10.30 Welcome by Jackie Longworth Chair of the South West TUC Women?s Committee

10.35 Jobs for the Boys?
Health Issues for Women in non-traditional jobs with a Union Representative from the Transport Industry

11.00 Workshops

12.30 Lunch

1.15 Workshops

2.45 Closing Remarks

What's it about?
"What! Isn't health and safety the same for everyone?" is a common response to the idea that we need to be alert to the different issues that affect working women and men. Women are workers but they are also mothers, sisters, grandmothers, daughters, partners, nieces and granddaughters. They experience the full cycle of life while they are at work, and each stage has implications for the health and safety standards that employers and trade unions should apply.

Who Should attend?
Women trade unionists, officers, reps and activists, students and other interested women.

Workshops

1. Body Mapping
To help you identify hazards experienced by women workers and decide campaign priorities for your workplace

2. Facilites and Welfare
Jobs for the Boys? Health Issues for Women in nontraditional jobs

3. Hidden Health Issues
The European Agency for Safety and Health Report, in its report "Gender Issues in Safety and Health", identifies how health and safety is often geared to standards, work practices and equipment that hold as the norm the average male worker?s body and size and eight-hour shift patterns. Working women's particular concerns are hidden.

August 18, 2005

Rates of Pay and Conditions of Service 2005 - Virgin Trains

RMT Circular No: IR/349/05
18th August 2005

Further to meetings between management and the negotiating team, the following offer has been scrutinised by the local representatives and it was placed before the General Grades Committee.

After careful consideration and deliberation, the GGC made the decision to accept the offer which is as follows:-

* A basic increase of 3.6% or £600, whichever is greater. This includes staff on personal contracts on salaries below £21120 with effect from 1st April 2005.
* Dynamic allowances will increase by 3.6%, with effect from 1st April 2005.
* Next review will be 1st April 2006.
* Preparation to possibly introduce a childcare voucher scheme from 6th April 2006. The company has said that there will be further communication on this matter.
* Active staff and their dependants, who do not already qualify for 1st class leisure travel, will now be eligible for this benefit. The company will advise the start date as soon as possible.

The company has been informed of our acceptance and the increase should be reflected in the next available pay packet.

Yours sincerely

Bob Crow
General Secretary

Staff cuts on the Tube raise passenger safety fears

Local London: 18 August 2005
By Martyn Kent

Leaked plans to reduce staffing levels and slash ticket office opening hours have raised concerns about passenger safety on the Tube.

London Underground bosses are set to reduce ticket office opening hours from next month, and cut 200 staff across the network from January next year, either through natural wastage' or redeployment.

Draft rosters, leaked to the Times Group, show a scheduled reduction in station staff of more than 20 per cent on some parts of the Underground network, but there will be no compulsory redundancies. And minutes from a London Underground special safety conference also reveal fears about security levels at train depots in Cockfosters and Golders Green Transport workers' untion RMT warned this week that the move will decimate' the service provided in the borough, with many stations set to lose ticket offices and platform staff.

Concern over the cuts comes as rail unions are calling for more station staff to be employed for security, public safety and reassurance, in the wake of last month's terror attacks. on the transport netwwork. The RMT says station staff unlike Tube drivers are trained in evacuating Underground stations and are the key to overall security and vigilance on the network.

Unions also fear that redeploying staff, so they are not assigned to specific stations, would lead to a loss of valuable station familiarity, which could prove vital during a terrorist alert.

Under the current proposals, there will be no dedicated station assistants staff who stand by tickets gates and on platforms at High Barnet, Totteridge and Whetstone, Woodside Park, West Finchley and Mill Hill East stations. Cuts in ticket office opening hours will mean that desk staff will be able to patrol the station when not on ticket duty.

The RMT spokesman said its members would not accept any reduction in station staff although there were no plans for industrial action at present.

"In the current climate after the bombings we think this is nonsense," he said. "The Mayor of London, Ken Livingstone said this situation will go on for years. So you need to ensure that staffing levels will be increased."

He added that customers who board trains at Mill Hill East or High Barnet and are not able to use the automatic machines will have to get out and buy a ticket at Finchley Central before re-boarding the train.

But London Underground strongly refute claims that security could be jeopardised and insists that station staff are simply being redeployed more effectively across the network.

After London bombings - Time for anti-racism over communalism

Searchlight: August 2005

The reverberations of the four explosions that were set off on tube trains and a bus in London will be felt well beyond 7 July. How people and organisations respond to the murderous events over the coming period will have tremendous significance for all those of us engaged in combating racism and fascism in Britain today.

As soon as news of the explosions broke and it became clear that it was the work of terrorists professing to be carrying out their actions in the name of Islam, it was obvious that Britain's Asian community would come under attack. While the media talk of a backlash against Muslims because of the events, in reality the events are an excuse for racists to attack any Asians. After all, unless someone is dressed in clearly identifiable religious garb - and most adherents of most religions do not dress that way in Britain - then racists have difficulty distinguishing a Muslim from a Hindu or a Sikh. As we go to press we have already witnessed one racist murder and there is real tension between Asian and white youths in some localities.

While terrorism is often perceived as originating from outside society - usually from abroad - the truth is that terrorism is generally domestic in origin. This was the case with last month's suicide bombers. It was also the case with the last bombing in London that killed people. In April 1999 David Copeland, a former British National Party member, killed three people and maimed and injured many more when he set off a bomb in the Admiral Duncan pub, a popular gay venue. It was the third in a series of bombs targeted at minorities.

What was particularly shocking for people in last month's bombings was the fact that such heinous crimes could be carried out by British citizens, prepared to die for their cause, the first time any crime of this nature has been carried out on British soil.

Ideologies of hate lead to actions of hate

What motivated the suicide bombers psychologically we shall never know. We know in the case of Copeland - because he was able to talk after the atrocities that he carried out - that he was a seriously disturbed individual with a number of personal gripes. This much was established in interviews with him by psychiatrists and the police. However, psychological explanations could not offer an adequate explanation of Copeland's bombings, which were carried out to further the fascist cause, and neither can they explain those of 7 July, which were carried out to further the cause of Islamic fundamentalism.

What we do know, whether it be Copeland or the suicide bombers, is that they were all influenced by a hate-filled ideology that motivated them to take murderous action.

As we have argued many times in Searchlight, observers, including those with the power to do something, often look at the minuscule fascist groups and dismiss their literature as the rhetoric of a small fringe organisation. It seems that no amount of evidence, such as the seizure of fascist literature at the homes of the perpetrators of violence, will convince some people that small fascist organisations are not to be laughed at because of their crank ideas, but are a genuine threat to society.

Some of the Combat 18 and other extreme nazi material around in the 1990s was as laughable as it was infantile and few of those who wrote it had any intention of carrying out what they preached. But disturbed young men who read the material did. Copeland was the extreme example, but there were numerous other cases of young men carrying out appalling acts of racial violence because they had been stirred by literature they had read.

Two sides of the same coin

No matter how small an organisation is, its ideas can often resonate well beyond its membership or even its fellow travellers. This is especially the case when there are no other organisations providing more sensible explanations; where there is a political vacuum. That is why the ideas of both small Islamist and small fascist groups influence a considerable number of people outside their membership. In the case of the BNP this is evident from the fact that even in places where it has few members it can often get a reasonable vote.

The BNP has begun to symbolise opposition to a multiracial and multicultural society, while Islamic fundamentalism articulates alienation and disen-chantment with a Western society which its adherents believe discriminates against them. Yet many of the more vocal people who articulate support for these groups might never actually have come into physical contact with them.

It is ironic that these people, who would no doubt consider themselves diametrically opposed to one another, believe in pretty much the same things. Both the Islamists and the fascists believe that Western governments are under the control of Jews through Zionism. They also believe that communism and capitalism are tools with which the Jews control the world. They both disseminate the same texts such as the Russian tsarist forgery The Protocols of the Elders of Zion and The International Jew by the US industrialist Henry Ford. In Britain there are two main sources for these publications, mail order from fascist groups and some Islamic bookshops.

The BNP and Islamist groups also have a symbiotic relationship, their activities fuelling each other. Racism from organisations such as the BNP, high votes for fascists and racist attacks all create a climate in which some young Asians in particular feel that they are victims of, and in conflict with, wider society. In turn, Islamist groups preach that Muslims not only face racism in Britain, but are oppressed across the world, particularly in Palestine and Iraq. Islamist groups encourage their followers not to see themselves as British citizens, but as Muslims first, which is of course exactly how the BNP and other racists want them to be seen.

The BNP, for its part, points to the extreme Islamist groups - which declare themselves the true face of Islam - and portrays all Muslims as fanatics, poised at any moment either to attack white youths on the street or to carry out bombings.

Moreover, just as the Iraq war and other perceived injustices across the world have undoubtedly acted as recruiting sergeants for Islamist groups, so we have to accept that the fundamentalist cleric Omar Bakri Mohammed and his ilk are recruiting sergeants for the BNP. His recent comments that the London bombings were the fault of ALL British people were clearly an attempt to cause a hostile reaction among the white population and so deepen the rift between communities. The BNP and other fascist organisations clearly will likewise hope that their own literature will have a similarly provocative effect on the Muslim community.

Yet in between the BNP and the Islamist groups stands the vast majority of white and Asian youth, not members or supporters of any form of hate group. But the ideas of the bigots fill the political vacuum, seeping into mainstream consciousness, even becoming dominant ideas in some localities. That is why white people need to turn against the BNP and gut it in its own constituency, and Muslims need to do likewise with the political Islamists.

The fact is that when fascist groups stir up racial hatred, people go on to carry out attacks, their heads filled with hate. They might punch an Asian man as they leave the pub, or murder someone, or if they are disturbed enough, plant a bomb. The same goes for Islamist groups, the hate filled-ideas can be dismissed as rhetoric and their leaders caricatured by the tabloid press, but there will always be some who are led to violence through them.

Asserting anti-racism

While much of the media only identifies one type of religious fundamentalism - Islamic - every religion is capable of it and usually has followers who seek to pare back to what are perceived to be the fundamentals of the religion. However, by turning the process into a political cause they bastardise the religion, stripping it of its humanitarian values. It would be easy to find Christians in the United States, Jews in Israel and Hindus in India, for example, who fall into the fundamentalist category even though they are a minority within their religion and country.

All faiths have their progressive elements too and one of the tasks of anti-racists must surely be to work with and support those who are combating the fundamentalists within their religions.

Anti-racism has been under sustained attack in Britain for some years now with the politics of 'diversity' being used as the main device successfully to undermine it. In the world of diversity faith groups and religion are brought to the fore at the expense of tackling racism head on. This has led to an increase in the polarisation of communities which has manifested itself in an increase in faith-based schools and a general undermining of secular education.

Hope over hate

The next few months and years are going to be very difficult for us. While there is a determined will on behalf of community leaders and politicians and even the media for the bombings not to lead to racist backlash, this will inevitably happen.

Already, the unity created out of the shock and horror of 7/7 (and in London it was very real) is beginning to crack. The media are already targeting the Islamic preachers of hate and blowing out of all proportion any shared sentiment with the bombings, while the BNP is pushing out hundreds of thousands of inflammatory leaflets.

All this will have an effect. Just as we would all like to believe that Britain is a harmonious multicultural society, so we all wish to talk up the unity. Yet scratch beneath the surface and a nastiness exists. It is this nastiness and intolerance that accounted for the 20% combined vote for the UKIP and the BNP in the European elections. It is among this constituency that the bombings will reinforce existing stereotypes about immigration and the Muslim community in particular.

To combat this we need to mobilise the other 80% of the population that will oppose the extremists. We need to point out that the majority of people, regardless of their background, want to live in peace without fear and hatred. We also need to be honest about the threats we face, from which quarter they come, because, as stated above, the BNP and Islamic fundamentalism share the same mutual goals of separation.

To achieve all this we need to bring people together, to demonstrate a shared interest and future, and this means breaking down barriers that divide us and reasserting anti-racism in opposition to communalism.

© Searchlight Magazine 2005

Rail link plan given green light

BBC News: 18 August 2005

The bill for reopening an old railway line has doubled to nearly £60m, but work will still go ahead next month. The project is still on track despite the increased cost.

The cabinet earmarked £30m two years ago for reviving the 13-mile track between Stirling, Alloa and the Longannet power station in Kincardine.

Ministers said they would give the green light to the project because of the perceived the benefits to adjoining communities.

The link - due for completion in 2007 - will carry passengers, but also coal.

Opponents in the village of Clackmannan complained in 2003 that the route would be dangerous and affect their property prices.

But supporters have argued it would lead to less congestion on the Forth Bridge and make Alloa and the surrounding area more accessible to commuters and business.

"We should be celebrating that construction work can now start" - Tavish Scott MSP, Transport Minister

The scheme has been hailed as one of the most important rail projects in Scotland for decades.

A new station would be built in Alloa, allowing direct hourly passenger services to Stirling and Glasgow Queen Street.

The price rise has been blamed on inflation, increased charges by Network Rail, higher compensation for landowners and the extra cost of stabilisation work.

But Transport Minister Tavish Scott, who claimed that lessons had been learned, has now said he could find the extra cash from his coffers.

'Economic lift'

"The rise in costs will not affect funding for any of our other major projects and will be met from our existing budget," he said.

"We should be celebrating that construction work can now start and welcoming the hard work done by all those involved in the project."

The green light was welcomed by Clackmannanshire Council head Keir Bloomer.

"This is a historic occasion and we are delighted that all the funding for the completion of the railway is now in place," he said.

"A key objective of this council in terms of the economic regeneration of the area - the reopening of the rail line - will be a tremendous boost to the communities involved."

Man killed in rail tunnel blaze

BBC News: 17 August 2005

One railwayman died and another suffered "horrific" burns when fire broke out on a maintenance train in the Channel Tunnel Rail Link. The injured train driver suffered at least 90 per cent burns to his body.

More than 50 firefighters were called to the scene almost a mile inside a tunnel under the River Thames between Swanscombe, Kent, and Thurrock, Essex.

The fire was on a train carrying cables used in the construction of a new line linking Gravesend to London St Pancras.

An investigation into the cause of Tuesday's fire is under way.

Fire investigators entered the tunnel at 0400 BST on Wednesday to check it was safe for police and rail accident teams to go inside.

Kent Police said on Wednesday that there was "nothing at present to suggest the cause was suspicious".

"His injuries are absolutely critical" - Murray McGregor, Essex Ambulance Service

About 20 fire appliances attended the incident along with water and foam units after the alarm was raised at about 1915 BST on Tuesday.

The construction workers' train had been travelling from Essex to Kent and was quickly evacuated, according to Kent Police.

However, a spokeswoman for Kent Fire and Rescue Service confirmed a man was found dead by four firefighters wearing breathing masks who were searching the train with thermal imaging equipment.

A spokesman for the Health and Safety Executive confirmed the man who died was a railway shunter and the critically injured man was the train driver.

Paramedics and firefighters

He suffered 90% burns to his body and was taken to Darent Valley Hospital, Dartford, before being transferred to the burns unit at Broomfield Hospital, Chelmsford.

Murray McGregor, of Essex Ambulance Service, said Kent paramedics and firefighters brought him out on the Essex side of the tunnel with "absolutely horrific burns".

He said: "He was immediately placed on one of our ambulances and taken across the Dartford Crossing.

"Crews had requested a burns trauma team at Darent Valley Hospital be ready and waiting for this man. His injuries are absolutely critical."

Paul Barratt, from Kent Ambulance, said it had been a complicated operation.

"It was difficult at first because of smoke in the tunnel which obviously hampered things to an extent.

"The problem was that the tunnel is nearly two miles long and comes out in two different counties, and communications are difficult underground."

A Channel Tunnel Rail Link spokeswoman said: "The fire started in a maintenance locomotive in the Thames Tunnel which is part of the construction of section two of the rail link.

"I have not been told there was any sort of collision. Another train went in to get the locomotive out, but I think the fire only involved one train."

The fire was confined to the part of the tunnel still being built.

The stretch of track, once it is completed, is not due to be used by Eurostar until 2007. The company said it did not expect any current services to be disrupted.

Kenya Railways to Send 8,970 Home

The Nation (Nairobi): August 17, 2005
Lucas Barasa - Nairobi

Only 30 of the 9,000 Kenya Railways Corporation employees will be retained once it is privatised in December.

Managing director Vitalis Ong'ong'o said up to 4,000 employees will join the new firm to be identified in November.

"Kenya Railways will just be a small organisation and only about 30 people will remain... the balance will be retrenched," Mr Ong'ong'o told the Press at the corporation's headquarters in Nairobi yesterday.

The giant organisation has 3,000 casual workers.

Those to be shown the door should, however, not worry as the corporation was preparing a "handsome" package for them.

The retirees pension has also been increased from a minimum of Sh400 to Sh1,000 and would be paid at their nearest post office, bank, savings organisation or KR station, the MD said.

Mr Ong'ong'o, actuarist James Olubayi of Alexander Forbes Financial Services, Retirement Benefits Authority compliance officer Evans Mutiga and Kenya Railways Retirement Benefits Scheme chairman Thomas Githinji said assets worth Sh12.4 billion would be transferred from the corporation to the scheme to cater for the retirees.

The Government is also to give Sh1.5 billion in cash to the scheme to kick-start its operations.

Mr Olubayi announced that Stanbic Investments and Co-op Trust had been chosen to manage the scheme while Kenya Commercial Bank was its custodian.

The scheme is slated to be operational by October 30 and will take up the pension responsibility from the parastatal.

About Sh10 million has been used to develop the scheme, Mr Ong'ong'o said. The pension will be increased by three per cent annually.

Currently, KR has 8,665 pensioners, 1,180 of whom are dependants while active employees expected to join the scheme are 6,576.

The pensioners will also be paid all their accumulated pensions and other dues before the concessioning.

Concessioning - a concept pushed by the IMF and World Bank - means allowing a private company the exclusive use of some property to return to efficiency and make money both for itself and for the owner.

Seven firms are fighting it out for KR concessioning and include NLPI Private of Mauritius, Canac Inc of Canada, Maersk Kenya, Rites of India, China Railway First Group Company, Britain's Magadi Soda and South Africa's Sheltam Trade Close.

Eng Ong'ong'o said three of the firms (Magadi, Maersk and Rites) had formed a consortium.

The tender document, he said, was ready and will be released on August 30 and bids opened on September 30.

After evaluation the winner will be notified on October 14 and signing done on November 21.

He noted that some people had encroached along railway line in Nairobi's Kibera and other areas and efforts were on to relocate them.

Mr Githinji said 1300 KR retirees earned less than Sh1000 a month and would not now travel long distances to collect the money and would also be paid on specific dates of the month.

"This will help end waste of time and suffering of employees," Mr Githinji said.

He recalled that one retiree recently died at KR headquarters while waiting for pension.

The corporation said the concessioning was a government way of making it viable by injecting "private sector management style."

Kenya Railways to sack 3,000 workers

The Standard: August 18, 2005  
Nairobi

More than 3,000 staff at cash-strapped Kenya Railways will lose their jobs once a private company starts running its services at the end of this year.

Seven companies have tendered for the contract to run Kenya Railways' 1,920-kilometre rail network.

A winner is expected to be announced on October 14 and to start working at the end of the year.

The statement said Kenya Railways will lay off all but 40 of its 6,300 employees, but expects some of the retrenched staff to find work with the concessionaire.

"It is estimated that out of the 6,300 permanent staff employed by the corporation, the concessionaire will only require between 2,800 and 3,600," the company said.

"Excess staff not required by both the concessionaire and Kenya Railways will be retrenched," statement said.

The Government has been unable to provide money to upgrade locomotives and rails at the state-run firm, which is running a monthly deficit of 220 million shillings ($2.9 million), leading to the hunt for a private operator.

The companies competing to run the railway are: NLPI Private Limited of Mauritius, CANAC Inc. of Canada, IPS Maersk Kenya Limited, RITES Limited of India and China Railway First Group Company.

Two others, Magadi Soda Company of Britain and Sheltam Trade Close Corporation of South Africa, have to meet certain conditions by the end of August.

Retrenched Kenya Railways staff will be given severance pay and helped to adjust to life after work, the company said.

"Staff to be retrenched will be given training on business entrepreneurship, multi-skilled and assisted in job search and placement in addition to counselling."

The government will earn from the concession an initial payment of a $3 million entry fee and about $5 million in concession fees in the first few years, eventually rising to $10 million annually.

Pay Us Now, Rail Workers Tell Government

The Nation: August 18, 2005
Shem Suchia - Nairobi

Kenya Railways workers in Kisumu yesterday demanded that their outstanding dues should be settled before the corporation is privatised through concessioning.

The workers said they needed their claims processed now , so they can prepare well for the transition period.

"We should not wait any more. We need our dues paid and done with forthwith because we don't want to linger in the uncertainty of the future once we are done," an emphatic worker identified only as Otieno stated.

The Government has disclosed that the bulk of the cash-strapped parastatal's 9,000 strong workforce will be redundant by December.

The concession will involve allowing an investor to own Kenya Railways operations and charge for the services for at least 10 years. The IMF and World Bank have pushed the Government into accepting this form of privatisation for Kenya Railways even as fears have been expressed about the future of the workers.

Yesterday, a subdued mood engulfed the Kisumu station as the hundreds of workers digested the news of their impending retrenchment once the corporation is privatised in December.

There was little activity at the station, with a number of workers seen engaged in animated discussions about the latest developments.

"We are very worried. We have no clue of what the future holds, because the number they have given is just too big, that one can hardly imagine he would survive the wave," commented, an employee, his loud voice echoing across the station, devoid of running train engines.

Although the workers have been assured of a respectable package, they want to be compensated for their service in advance. "You cannot trust tomorrow, because you do not know what it might bring forth. That is why we want our dues cleared forthwith without any further delays," they said.

No officials of the State-owned firm were willing to be interviewed, but instead referred the Nation to their headquarters in Nairobi for comments.

However, just a few yards away from the station, the Kisumu pier was busy as usual with activity on several boats, despite fears by some workers about the future of the facility, which is owned and managed by Kenya Railways.

"Kazi inaendelea lakini hatujui ya kesho," (We are getting on with work, but we do not know what will happen tomorrow) said a clerk at the pier.

Overtime 'increases risk of illness'

Guardian Unlimited: August 18, 2005
James Meikle, health correspondent

Long working hours increase your chances of illness and injury, irrespective of what job you do, an American study said last night.

Routinely working at least 12 hours a day posed a 37% extra risk over those working fewer hours, while a 60-hour week was associated with a 23% increased risk, according to its authors.

They studied the responses of nearly 11,000 Americans to annual surveys of employment history, work schedules and sick leave betwen 1987 and 2000.

Lengthy commuting to work had no effect on the accident or illness rate, and the impact of overtime and the long hours culture did not depend on how hazardous the job was, the researchers at the University of Massachussets medical school reported.

They said their findings were consistent with a hypothesis that working longer hours indirectly caused workplace accidents through fatigue and stress, although they did not investigate the specific ways in which this might have happened.

A number of studies have suggested an increased risk of occupational injuries by specific workers, including builders, nurses, vets and other healthcare professionals, long-distance lorry drivers, miners, firefighters and nuclear power plant workers.

The study, reported in the journal Occupational and Environmental Medicine, draws on more than 110,000 work records and reports of 5,139 work-related injuries and illnesses. More than half of those occurred in jobs with extended hours or overtime. In the US, up to a third of overtime worked is compulsory.

The researchers said people who worked overtime were 61% more likely to suffer occupational injuries and illnesses than those who did not. During the 1990s, there was a decline in overall work-related illness and injury. This might not only be down to safer working or a transfer from manufacturing to service jobs.

The cohort of people in the study were aged 23 to 31 at the start and 35-43 in 2000. Younger workers generally have a higher incidence of accidents than older ones.

"This study supports initiatives of the European Union and other governments to regulate the length of working schedules," the authors said.

People working overtime needed protection, by periodic safety inspections of workplaces, for instance. But changes in work patterns might be needed as well - rest breaks, recruitment of more people to do fewer hours and by redesigning schedules to avoid the need for overtime.

Changes in individual behaviour - plenty of sleep, good nutrition, daily exercise and an avoidance of drugs and alcohol - might help too, although further research was needed in these areas.

A TUC spokesman said: "This study adds to the overwhelming evidence that excessive working time poses a very real risk to health and safety. The risk is such that US health experts are calling on the US government to legislate against long hours.

"The government should protect UK workers by ending the opt-outs from the 48-hour week set by the working time directive."

Trade Union Friends of Searchlight

This year marks the 5th anniversary of Trade Union Friends of Searchlight, an initiative that has made a tremendous difference to the work of Searchlight.

Searchlight magazine is the place to find out information on the far right at home and abroad. Launched as a monthly magazine in 1975, Searchlight has repeatedly exposed the illegal activities of Britain's nazis. It comprises articles from leading researchers and journalists on the far right from across the globe.

Read Searchlight and be kept informed with the activities of far right activity in your area. Subscribe to Searchlight.

As a result of the sustained financial support of trade unionists in the form of affiliations Searchlight magazine was redesigned in 1999 and increased in size from 24 to 36 pages. Listening to readers, the magazine has used the increased pagination to carry more international stories, interviews, reviews and features ensuring that the publication has a wider appeal than only seasoned anti-fascists.

A number of union branches take bulk orders of Searchlight, which we can send at a reduced rate for TUFS supporters. Contact for details of rates: Searchlight Magazine PO Box 1576, Ilford IG5 0NG ? Tel:020 7681 8660 ? Fax:020 7681 8650 ? email

Rail Inquest victory

Exeter Express & Echo: 17 August 2005

The inquest into the death of an Exeter schoolgirl in the Berkshire train crash will now examine possible safety improvements, following pressure from her father.

Legal representatives working for Peter Webster, who was travelling with his 14-year-old daughter Emily on the train, challenged the Berkshire coroner Peter Bedford at a meeting this week.

October's inquest into the death of seven people - including Exeter-based train driver Stanley Martin - had looked set to ignore most safety concerns.

But now the scope of the inquest has been widened to look in more detail at features of train safety highlighted by Mr Webster.

Jonathan Green, a solicitor from Exeter law firm Foot Anstey Sargent, represented Mr Webster at the meeting as well as the family of Louella Main and her mother Anjanette Rossi, who were also killed in the crash.

Mr Green, who attended the meeting along with two barristers also representing Mr Webster, said: "The coroner was invited to widen the scope of the inquest.

"He has agreed to look at glass safety; the crash worthiness of the interior as well as the exterior of trains; early warning systems; and unmanned level crossings.
"He will be calling representatives from the Rail Safety and Standards Board, Network Rail and First Great Western.

"Before, the inquest was going to be quite a factual assessment, but he accepted it was the only opportunity the families have to ask questions themselves."

Mr Webster, who has welcomed the result of the meeting, said: "The coroner has accepted our approach.

"I was surprised that none of these issues were going to be considered. This has changed the perspective considerably."

The inquest into the deaths of the seven people who died in the crash at Ufton Nervet on November 6 last year will start on October 17 at the Guildhall in Windsor.

The West Berkshire coroner's officer PC Neil Woods said: "There was no evidence discussed at the pre-hearing. It was a meeting of the legal representatives of the families to discuss legal matters.

"An agreement was reached that the inquest can be dealt with in 12 working days, which is how much time we have set aside for it."

August 17, 2005

Trial set for £60m rail safety system

Computing: 17 Aug 2005
Daniel Thomas

Network Rail will begin trials of a £60m computerised safety system for high-speed trains by 2008. Automatic braking system could also cut train delays.

The rail company will test the European Rail Traffic Management System (ERTMS) on 200 kilometres of track on the Cambrian Line railway, which runs between Shrewsbury, Aberystwyth and Pwllheli.

Four freight locomotives and 17 passenger trains, made up of 158 diesel units, will be used to test the automatic braking system recommended after a public inquiry into the Paddington rail crash in October 1999.

The system could also reduce train delays by 20 per cent, by improving driver communications and removing the reliance on line-side signalling.

A spokeswoman for Network Rail told Computing that the organisation wants to appoint an IT supplier with responsibility for designing, installing and testing the technology for the Cambrian trial by Easter next year.

'After appointing a supplier, next year will be spent designing the system. Groundwork on the Cambrian Line will begin in 2007 and the trial system will be up and running by 2008,' she said.

Network Rail will assume responsibility for the trial's infrastructure, Arriva Trains will test systems on passenger trains, and EWS will test signalling technology on freight trains.

The rail operator intends the system to be based on ERTMS Level 2 System D standards, which can operate without line-side signalling by using radio networks to connect computers on trains with signalling centres.

By receiving a continuous stream of information, drivers of high-speed trains will be able to monitor the status of traffic and signals on the track ahead, allowing them to reach maximum permitted speeds while maintaining a safe braking distance.

If the ERTMS trials prove successful Network Rail will work with train operators to install it on high-speed trains in the UK.

ERTMS will also supplement Network Rail's £16m Train Protection Warning System, which automatically applies the brakes to trains passing a red signal or travelling too fast in restricted speed routes.

Time to stem the flow of public money from rail industry, says RMT

RMT: 17 August 2005

IT IS time to stem the flow of public money out of the railways into privateers' pockets, Britain's biggest rail union said today as Balfour Beatty declared itself "satisfied" with a 37 per cent increase in half-year profits to £67 million.

The company made £20 million from its rail engineering contracts, only £3 million down on the previous year despite having its rail maintenance contracts taken back in-house by Network Rail.

"It is astonishing that one of the firms thrown off rail maintenance contracts for safety and efficiency reasons should still be creaming it on rail renewals contracts and its stake in the great Tube con," RMT general secretary Bob Crow said today.

"This is the firm that finally put its hands up to breaches of safety standards nearly five years after the Hatfield disaster that cost four lives.

"As fast as public money is being poured into the railways it is being siphoned off again as private-sector profits, yet rail investment costs three times what it did in British Rail days.

"|The privateers have had well over £8 billion from the railways since privatisation and they're leeching £2 million a week out of London Underground, and its time the haemorrhage was stopped.

"Recent improvements in train punctuality are a direct result of bringing rail maintenance back in house and stand in stark contrast to the expensive failure of the Tube PPP to deliver.

"It's time all rail and Tube engineering contracts were brought back in-house," Bob Crow said.

ends

For further information contact Derek Kotz on 020 7529 8803 or 07939 595 092

Balfour Beatty in good order with 36% surge

The Scotsman: 17 Aug 2005
ALISTAIR MCARTHUR

CONSTRUCTION and civil engineering giant Balfour Beatty was today toasting a 36.7 per cent rise in half-year profits, on the back of strong orders.

Pre-tax profits at the bottom line came in at £67 million for the six months to July 2, compared to a pro-forma figure of £49m for 2004.

The pre-tax figure before exceptional items was more modest, up to £52m from £44m over the same period last year.

Chief executive Ian Tyler, who was appointed on January 1 this year, said: "Trading prospects in our key markets continue to be positive, although the medium-term outlook in UK and German rail remains unclear."

However the group revealed it had incurred losses on some projects following a rise in raw material costs.
The company described the rise in costs on the unnamed projects as isolated, but the factor was sufficient to force half-year profits in Balfour's building and building management division down to £8m from £14m.

Balfour Beatty, a major player in the Government's private finance initiative (PFI) schemes, said its order book stood at a record £7.4 billion at July 2, up 14 per cent from June 2004 and nine per cent since the end of the year.

Significant new orders have been won already in the second half of the year, it said, and bidding opportunities in most of its markets remained "encouraging".

The company, involved in the building of the Edinburgh Royal Infirmary and a contractor for the Forth Bridge, said the period saw "satisfactory results" in most of its businesses and strong order intake, most notably in the UK utilities market.

In the United States, management changes, reorganisation and other steps taken to address the poor performance of the last two years had begun to show results, with a significantly improved performance in the civil engineering business. However, losses on a US rail contract and US litigation settlement costs impacted first half results.

Mr Tyler said Metronet, the London Underground PPP concession company in which Balfour has a 20 per cent interest, continued to perform well, although some aspects of the programme were "behind schedule". "Metronet is confident that any delays will be recovered as start-up problems are addressed and resolved," he added.

In its building division, the company said the first phase of the major office development project at Waverleygate in Edinburgh was handed over "on time and on budget".

The rail engineering and services division showed a drop in profits to £20m from £23m, because of the loss of the maintenance contracts which were taken back in-house by Network Rail in the middle of last year.

When it comes to the PFI market, Mr Tyler said Balfour now had 17 operational concessions and had committed some £238m of equity to this market.

Tesco tunnel collapse line opens

BBC News: 17 August 2005

A busy commuter rail route is to reopen seven weeks after a tunnel collapse. Investigators report the Gerrards Cross tunnel design is "safe".

The line through Gerrards Cross in Buckinghamshire was closed on 30 June when a tunnel collapsed next to where a new Tesco store was under construction.

It is to reopen on Saturday ready for commuter services to begin on Monday, Network Rail said.

The line, which has now been declared safe, serves commuters into London from the Chilterns area and is also an inter-city link to the Midlands.

Reconstruction work has been carried out over the past seven weeks and experts have investigated the construction site.

'Tunnel is safe'

"Since the collapse, Tesco and its contractors have removed more than 25,000 tonnes of earth and some 60 metres of tunnel structure," a spokesman said.

Independent engineering experts have reviewed the tunnel design, the building practices and the earth used as infill.

They have agreed with Tesco and its consultants that the structure is safe for trains.

Network Rail chief executive John Armitt said: "Now we are satisfied that the tunnel is safe, our engineers have moved in and will be working night and day, rebuilding the track and signalling damaged in the tunnel collapse, to get trains moving once again.

"I appreciate the last seven weeks have been extremely frustrating for passengers.

"However we could not contemplate re-opening the line unless we were satisfied that the Tesco tunnel was completely safe."

France-Spain: high speed rail link

Liberation: 19 July, 2005

Construction began last month on a 44km long railway between Perpignan in southern France and Figueres in northeastern Spain.
Perpignan_Figueras (5k image)
The new route will have to pass through difficult terrain and will require expensive engineering works

To be completed in 2009, the railway will be built and operated by a company called TP Ferro in a 50 year concession. It will be standard guage, and meant for both high-speed rail service at up to 350 km/h as well as freight trains. It will use blockless ERTMS signalling. Travel times will be reduced between Barcelona and Paris to 5 hours 30 minutes, between Barcelone and Montpellier to 2 hours 10 minutes and between Barcelona and Perpignan to 50 minutes.

The history

Railway Technology website:

PERPIGNAN-FIGUERES CROSS-BORDER RAILWAY, FRANCE

In November 2001 the French and Spanish governments agreed to work towards the construction of a new standard gauge (1,435mm) line between Perpignan in France and Figueres over the border in Spain. Six companies are shortlisted to build and operate the proposed link.

The line should connect the proposed French Languedoc-Rousillon TGV network extension from Nimes to Perpignan to the Spanish (1,435mm) high-speed line currently being built from Madrid to Barcelona and Figueres.

INFRASTRUCTURE

The line will speed up the passage of freight and passengers across the Franco-Spanish border, which is constrained by the change of gauge at Cerbere/Port Bou. Currently all through trains either pass through a gauge changer or are transhipped between wagons at the border, slowing the progress of freight in particular.

A 45.5km (28.3 miles) line, costing ?714 million is planned between the two towns, including an 8.2km (5.1 miles) twin bore tunnel beneath the Pyrenees. Unlike previous TGV lines in France, the Languedoc-Rousillon and cross-border lines are to be built for mixed use, rather than exclusively for high-speed passenger trains, as passenger figures alone do not justify its construction. It is envisaged that high-speed passenger, freight and 'rolling road' style piggyback trains carrying complete trucks will use the line. These trains will require easier gradients than those found on other TGV lines, which can be as steep as 1 in 28.

Public consultation has begun on the Spanish section of the route, which runs for 20.8km (12.9 miles) from Figueres. Traffic for the first year of operations is expected to be around 3.5 million passengers and 4.2 million tonnes of freight, in addition to the 3 million tonnes of freight that already use the existing route.

Perpignan - Figueres award

ON DECEMBER 26, 2003 the governments of France and Spain announced that TP Ferro had been selected as preferred bidder for the concession to design, finance, build and operate the 44·4km route between Perpignan and Figueres. It was hoped to sign the 50-year concession contract within a matter of weeks, enabling construction to start during the first quarter of 2004.

The winning bid puts the cost of construction at ?952m, and TP Ferro has requested ?540m in subsidy which according to the Spanish Ministry of Development is 'substantially lower' than the amounts sought by the other bidders (RG 8.03 p475). The European Union would be expected to provide at least 10% of this public support, with the remainder divided equally between France and Spain. Shareholders in TP Ferro would provide ?102·9m and the consortium would also borrow to fund the project.

Including an 8·3km twin-bore tunnel across the frontier, the new line is due to open within 60 months of contract signature. Designed for freight trains as well as high speed passenger services operating at over 300km/h, the route will be equipped with ERTMS and will be controlled from Barcelona.

China expands rail network

Railway Gazette International: August 2005

Chinese Railways' latest expansion plan includes the construction of 28 000 km of new railways over the next 15 years, including dedicated corridors to segregate freight and passenger services, as well as new lines to open up the west of the country.

Work began in June on the first section of the passenger network being designed for 350 km/h operation, and the same month saw the announcement of innovative financing arrangements which will help to raise the 2000 bn yuan needed to fund the various projects. The Chinese Master Plan aims to reach 100, 000 km by 2020.

Regional high speed trains take shape

Chinese Railways has ordered three fleets of high speed trains for regional services running at up to 200 km/h.

Alstom is to build a fleet of 60 eight-car trains based on the Pendolino design which will enter service in 2007, with a technology transfer deal providing for 51 of the sets to be assembled in China.

Bombardier has contracts for two batches of 20 C2008 trainsets, which are derivatives of the wide-bodied Regina design; the company also has a long-term framework agreement to supply more trains and to establish a maintenance centre in Guangzhou able to look after 250 trainsets.

Kawasaki, working with a group of other Japanese companies and Nanche Sifang Locomotive Co, is supplying 60 trainsets developed from the E2-1000 Shinkansen trains built for JR East.

Russian fleet renewal deal signed

Railway Gazette International: August 2005

OVER 7000 new coaches, EMU cars and locomotives are to be built for Russian Railways over the next five years, under the terms of a framework agreement reached with Transmash Holding in June.

The agreement was signed by Transmash Chairman Dmitry Komissarov and the then RZD President Gennady Fadeyev. The Governor of Tver region, Dmitry Zelenin, also attended the event, which will guarantee future work flows for the Demikhovo plant. Russia's largest rolling stock manufacturer has already been selected as local partner to work with Siemens on the planned fleet of high speed trains for RZD.

Valued at around US$2bn, the new framework agreement provides for supply of up to 4000 air-conditioned inter-city coaches, including sleeping cars, for domestic and international services. Many will be built for 160 km/h operation, but Transmash will also work with RZD on joint development of 200 km/h stock. Demikhovo is currently contracted to build EMUs for suburban and regional services, and the framework contract provides for RZD to order a further 3270 EMU cars between now and 2010.

Transmash is also expected to supply asynchronous-motored electric locomotives; the company is already working with Bombardier on an initial series of 12 Class EP10 locos to be assembled at Novocherkassk next year.

East Japan Railway Begins Testing New Bullet Train

All Headline News: June 26, 2005
shinkansen-cat (22k image)
Tokyo, Japan (AHN) - Japan's largest railway company, East Japan Railway Co., began a test run for a new bullet train, which it hopes to eventually operate at speeds of 223 miles per hour.

According to the Kyodo News Agency, The Fastech 360S made its first successful test run, between Sendai and Kitakami stations in Northern Japan, cruising at 170 mph.

In an emergency, the train is equipped with cat ear-shaped air-brakes that pop out of the roof to help slow the train down.

By the time testing ends in 2008, the operator hopes to hit the top speed of 250 mph, which is faster than the train will travel during standard operation.

The train is slated to start commercial service in 2011 and is expected to make the 360-mile trip between Tokyo and Aomori within three hours, half the time it currently takes.

Currently, the world's fastest train belongs to French Company Alstom SA. Its Train a Grande Vitesse operates at top speeds of 218 mph.

Worker dies after fire breaks out in Thames tunnel

The Times: August 17, 2005
By Simon Freeman

A CONSTRUCTION worker died last night after a fire broke out deep underground in the new Channel Tunnel Rail Link under the Thames.

The fire is believed to have started on or near a maintenance locomotive operating more than a mile underground at Swanscombe, Kent, on the line being built between Gravesend and St Pancras, Central London.

Firefighting crews in breathing apparatus braved searing temperatures as they battled through thick smoke to reach the locomotive. Thermal-imaging equipment was used in the search for the man.

A second man known to have been working at the scene was taken to Darent Valley hospital, near Dartford, with serious burns. As the remains of the burnt-out train were pushed out of the tunnel to West Thurrock, Essex, engineers were assessing the extent of structural damage caused by the flames.

It is feared that cables and signalling equipment, specially made for the project, may have been destroyed. Remanufacturing of this specialist equipment could take between six and eighteen months and threatens to delay the tunnel becoming operational. The construction of the concrete walls of the tunnel is complete and it is believed that the fabric of the tunnel is unlikely to have suffered in the fire.

A spokeswoman for London & Continental Railways, which is building the link that will ultimately connect St Pancras to the Channel Tunnel and on to Paris, said that although the fire was serious there was no indication that the 2007 completion date would be affected.

A spokeswoman for CTRL said that a fire broke out shortly after 7pm yesterday on one of its maintenance locomotives.

She added that there had been ?serious injuries? in the incident but that it was not thought that two trains had been involved.

"The fire started in a maintenance locomotive in the Thames Tunnel, which is part of the construction of section two of the rail link," she said.

"I have not been told that there was any sort of collision. Another train went in to get the locomotive out but I think the fire only involved one train."

A Kent fire service spokesman said: "The fire is now under control. One casualty has been brought out of the tunnel. Fire crews are still searching for a second casualty, who is believed to be fatal."

Firefighters from Essex were also involved in the operation.

A Eurostar spokeswoman said that none of its trains was affected by the fire.

The new link was a key element in securing London's successful bid for the 2012 Olympics. When it is finished, a fleet of 140mph Javelin trains will carry 25,000 passengers an hour from St Pancras to Stratford, East London.

Last month it emerged that the Government may need to find hundreds of millions of pounds to complete the construction of the line.

The CTRL was supposed to have been paid for entirely by the private sector but the first phase ran into funding problems when it became clear that passenger numbers for Eurostar were much lower than original forecasts.

In its latest report, the National Audit Office found that construction of the first section of the line, which opened last September, was completed on time and cost slightly less than the target set in 1998. The second stage is also expected to be finished on time but is likely to exceed the target price.

Worker dies in Channel rail link fire

Daily Telegraph: 17 August 2005
By Duncan Gardham

A worker on the Channel Tunnel Rail Link was feared dead and another was in hospital last night with severe burns after a fire.

Twenty fire crews went to the scene in a Thames tunnel being built near Swanscombe, Kent, when the blaze broke out on a maintenance train.

They used thermal imaging equipment to try to find the missing worker and the train was pushed back through the tunnel towards West Thurrock, Essex.

The fire broke out 1,200 metres into the tunnel shortly after 7pm. The train was thought to be carrying cables for construction of the line linking Gravesend to St Pancras, London.

A spokesman for Kent fire brigade said a man on the locomotive was believed to have died. He added: "One casualty has been brought out of the tunnel and crews are still searching for a second who is believed to be fatal."

Kent Police said the cause of the fire was unknown.

A spokesman for the Channel Tunnel Rail Link said a second train had been used to remove the one on fire from the tunnel.

Man killed in rail tunnel blaze

BBC News: 17 August 2005

A man was killed when a blaze tore through a train on the Channel Tunnel Rail Link. The injured worker suffered at least 90 per cent burns to his body.

More than 50 firefighters were called to the scene almost a mile inside a tunnel under the River Thames between Swanscombe, Kent and Thurrock in Essex.

The fire broke out on a train carrying cables involved in the construction of the new line linking Gravesend to St Pancras, London.

Another worker was taken to Darent Valley hospital with severe burns.

A spokeswoman for Kent Fire and Rescue Service confirmed a man had been found dead by four firefighters wearing breathing masks who were searching the train.

About 20 fire appliances were at the scene along with a water appliance and a foam appliance after the alarm was raised at about 1915 BST on Tuesday.

A Channel Tunnel Rail Link spokeswoman said: "The fire started in a maintenance locomotive in the Thames Tunnel which is part of the construction of section two of the rail link.

"I have not been told there was any sort of collision.

"Another train went in to get to the locomotive out, but I think the fire only involved one train."

The stretch of track, once it is completed, is not due to be used by Eurostar until 2007. The company has said it does not expect any current services to be disrupted.

An investigation into the blaze was beginning on Wednesday morning.

August 16, 2005

Siemens takes over Transmitton, the British railway automation company

Siemens: Aug 15, 2005

The regional company of Siemens in Great Britain is taking over Transmitton, a British supplier for the railways and mass transit sector.

Transmitton employs around 120 people. The headquarters of the company is in Ashby de la Zouch in the county of Leicestershire. Transmitton used to belong to Alchemy, ICS Group Ltd., and will now be assigned to the Transportation Systems Group (TS) of the Siemens regional company.

By taking over Transmitton, Siemens is consolidating its position as a local source of rail automation solutions. In Great Britain, Transmitton is a leading supplier of passenger information systems and infrastructure management systems for railways. The com-pany's portfolio also includes automation solutions for the gas and oil industries.

Siemens Transportation Systems (UK) has around 650 employees and supplies rail automation technology and electrification as well as rolling stock for the British railway industry and the mass transit sector. Customers include Southwest Trains, Heathrow Express, One Great Eastern and Northern Trains. You can obtain further information on Siemens Transportation Systems at www.siemenstransportation.co.uk

Transmitton has been serving the market since 1972 in the area of control systems and is now a leading supplier of integrated infrastructure management systems. These include network management systems (NMS), integrated station management systems (ISM), real time passenger information systems (RTPIS) and remote condition monitoring software (RCM). In 2000, Transmitton was acquired by the ICS Group, which belongs to Alchemy. In 2005 the company received the "Enterprise through Innovation Award? and was named "Business of the Year? at an awards ceremony in Leicestershire.

The Transportation Systems Group (TS) of Siemens AG is one of the leading international suppliers to the railways in-dustry. As single source supplier and system integrator, the Group combines in its business seg-ments Automation & Power, Rolling Stock, Turnkey Systems and Integrated Services all the expertise neces-sary to cover the spectrum from signaling and control systems to traction power supplies, as well as rolling stock for mass transit, regional and main line services. Extensive experience in project manage-ment and forward-looking service concepts complement our portfolio. In fiscal 2004 (ended September 30) TS generated sales of around ?4.3 billion with a staff of 17,900 the world over. Further information on TS can be found at www.siemens.com/transportation

Privatisation - French Railways - Dugny Campsite Struggle

RMT: 15 August 2005
Circular No.NP334/05
To the Secretary, All Branches and Regional Councils

Dear Colleague,

Following consideration of an invitation from Sud-rail, the French Trade Union Federation of railworkers, to attend a "struggle campsite" on 16th and 17th September, 2005 to protest against rail privatisation in France, the Council of Executives carried the following decision:

?That we instruct the General Secretary to send a message of support to the SUD-Rail ?Struggle Campsite? and we send as many Council of Executives members as possible to attend. We further instruct the General Secretary to circulate this item to Branches and Regional Council encouraging as many members to attend as possible.?

The background to this issue is that on 2nd May the French railway workers' trade union federations called a demonstration in Metz against Rail Privatisation to coincide with the operation of the first private freight train on the French National rail network from Dugny-sur-Meuse, in eastern France.

When this occurred, on 13 June, French riot police removed hundreds of railway workers occupying the tracks by baton charges and teargas to enable the Connex train to run.

On 30 June the French Transport Minister held discussions with the trades unions without mentioning that on the previous day he had secretly authorised a licence for passenger transport for Connex.

SUD-rail federation rejects the models of British and Japanese railways, privatised in order to guarantee profits to a minority, and are anxious to ensure that the first operation of a private train on the French national rail network since 1937 should not take place without a response.

Therefore SUD-Rail is organising a "struggle campsite" between 1st and 3rd September, at Dungy, (Meuse, Eastern France) in order to stop the operation of the private train. They are hoping many European railworker colleagues will join the camp to demonstrate their opposition.

The nearest station to Dugny is Verdun, however, SUD-Rail will meet RMT demonstrators at Chalons-sur-Marne. Tents will be provided and it will therefore not be necessary to take equipment other than personal sleeping bags and of course Union banners if possible.

Please contact my National Policy Department at Head Office, 020 7529 8822 or James Croy if you would like to attend the camp.

Yours sincerely,

R. Crow
General Secretary

Line still closed in rail alert

BBC News: 16 August 2005

A stretch of railway line in County Armagh remains closed following a security alert at Lurgan.

It comes 24 hours after workmen discovered a suspicious object close to Malone Bridge on the Lurgan side of Bells Bridge. The alert has caused disruption to the rail timetable.

The line between Lisburn and Portadown is closed. Army technical experts are due to examine part of the line.

SDLP Assembly member Dolores Kelly claimed dissident republicans were training young people to leave devices.

"Local people reported to us seeing young people being almost trained in paramilitary fashion to leave the device and wearing balaclavas," she said.

"So, it seems as if there is an element of recruitment amongst dissident republicans training young people, or at least corrupting their lies, and disrupting the lives of everybody else around them."

She said hoax devices were often left as a means of luring security forces into the area, to be attacked.

Ms Kelly also condemned the disruption caused by such incidents to every day life.

"There is not easy transport access outside of Lurgan other than the train and it is widely used," she said.

The police have advised people to avoid the area while the alert continues.

Irish Rail in talks with unions over imminent DART strike

Ireland Online: 15/08/2005

The management of Irish Rail has invited unions into talks this afternoon, as DART drivers threaten to strike over pay conditions.

Last week, the Labour Court rejected the DART drivers' request for an increase on their ?48,000 annual salaries, for driving new trains which are two carriages longer than the existing six carriage trains.

The drivers have since been voting on boycotting the new trains and industiral action now looks likely.

Iarnrod Eireann and SIPTU are now in talks with Irish Rail, with hope to avoid disruption to the DART Service.

RMT Calls Open Mass Meeting for All EWS Members

RMT: 11 August 2005

OPEN MASS MEETING OF ALL EWS MEMBERS

11.30 HOURS SATURDAY 3RD SEPTEMBER 2005? TRADES & LABOUR CLUB DONCASTER

The Union has called an open meeting for all EWS members which will take place at the time and place given above. Please try to attend if you can. I will be there personally to speak with members and will be accompanied by members of the General Grades Committee.

The situation on EWS is far from satisfactory and has gone on for too long. Jobs and conditions seem continually under threat while management try and push in new rosters that seek to cut jobs.

EWS members across the country are quite rightly saying enough is enough and this meeting has been called in response to demands from rank and file EWS members. There is a need to regroup, reassess and remobilise the workforce and this meeting is the first step.

Please try and attend if you can. The Doncastertrades & Labour Club is located at 115 St.Sepulchre Gate West, Doncaster, DN1 3AH and is close to Doncaster Railway Station.

Solidarity will have to be legalised

The Guardian: August 16, 2005
Tony Woodley

For too long employers have been able to exploit lopsided labour laws
Solidarity is the best way to level the industrial-relations playing field, heavily tilted as it is in favour of employers and against workers. That is a clear lesson to be learned from last week's disruption at Heathrow airport.

The action taken by British Airways employees in support of the workers sacked by the Gate Gourmet catering firm was unlawful, and was repudiated by the T&G. Everyone must regret the misery caused to many passengers - but the buck stops with Gate Gourmet's managers, whose cynical plot to get rid of their workforce provoked this confrontation.

I sympathise with the view of one traveller that it is better to have a disrupted holiday than to be summarily sacked.

The question that needs to be addressed is: why should solidarity action be illegal? Elsewhere in Europe, where labour law conforms to the International Labour Organisation conventions, it is not. Britain, despite being a signatory to the conventions, flouts those provisions which recognise that supportive action has a proper role to play.

This is not to argue in favour of the sort of "wildcat" action taken last Thursday. But it is time to bring solidarity action within the framework of the law, define its legitimate scope and make it subject to regulations on balloting and notice that regulate other industrial disputes.

For too long employers have been able to take advantage of a lopsided legal framework that makes securing justice for even the most exploited workers hugely difficult. As revealed in a leaked report yesterday, Gate Gourmet secretly planned a year ago to get rid of its unionised workforce. A scheme to provoke employees into a strike was hatched, on the principle that sacking is cheaper than redundancy payments.

One of the company's directors established a labour subcontracting firm to supply a cheaper workforce: the sort of "gangmaster" operation that has led to widespread abuse of migrant workers.

Workers saw their jobs dispatched by a megaphone announcement. Those off sick and on holiday were also fired, although the company seems to have retreated on this outrage. Some of this may be open to legal challenge, but most appears within employment law passed under Thatcher and kept in place to this day.

The dispute also highlights the iniquities of the contracting-out culture that has gripped many British businesses. Gate Gourmet was BA's in-house catering arm until it was sold off in 1997. BA has since used its muscle to attempt to impose cuts on the contractor, which it could never have contemplated when it ran the business itself.

It has sought a £50m-plus reduction in catering costs over the duration of the contract, with year-on-year productivity improvements of 3%. Incredibly, the contract makes no allowance for even the most modest inflation-linked increase in wages. And this from a company now making record profits.

It does not excuse Gate Gourmet's management to point out that this irresponsible contracting-out, with little object in mind other than cutting labour costs, is bound to stir up strife. Most BA workers still regard Gate Gourmet employees as part of "the family", with reason - the great bulk of the catering company's work is done for their airline, with contracting-out more a legal nicety than an operating reality.

All of these issues have been ignored in much of the predictable anti-union huffing and puffing we have heard over the last few days. Barry Sheerman's ill-informed attacks were a particular disappointment, coming as they did from a Labour MP.

He appeared to have not a thought for the Gate Gourmet workers - mainly Asian women earning just £12,000 a year - sacked in an instant. And his suggestion that the dispute was deliberately targeted by the workforce for August is laughable. The timing of this crisis is entirely down to Gate Gourmet's management, which sacked hundreds of workers at a moment's notice. Happily, all Labour MPs in the Heathrow area have recognised this and been very supportive.

Solidarity among workers facing adversity speaks to the best of human instincts. It is the foundation stone of the labour movement. Of course, it needs to be exercised responsibly. But the treatment of our members at Gate Gourmet is the clearest signal that the law has to change. It must take account of the iniquitous consequences of often-bogus "contracting-out" by big business. It should ban the crude union-busting techniques of Gate Gourmet bosses.

And, above all, it should recognise the impulse to solidarity - "secondary action" in the jargon - by bringing it within the scope of the law. Criminalising those who acted in support of exploited workers brutally sacked last week, and their union, is not only wrong in principle - it is also the route to the worst kind of workplace relations.

- Tony Woodley is the general secretary of the Transport and General Workers' Union

National Express bid for Thameslink scrutinised

The Times online: August 04, 2005
By Angela Jameson, Industrial correspondent

NATIONAL EXPRESS's bid to run the Thameslink train service has been referred to the Competition Commission in a move that could undermine the Government's efforts to cut the number of operators running Britain's trains.

The Office of Fair Trading (OFT) said yesterday that it would ask the competition watchdog to review National Express's bid to run the new Thameslink and Great Northern franchise.

The OFT said that it was concerned that a successful bid by National Express could reduce competition for services between Central London and Gatwick because National Express already runs the Gatwick Express train service.

Vincent Smith, director of competition enforcement at the OFT, said: "If National Express Group also wins the Thameslink franchises, an important competitive constraint might be lost. National Express Group would control two of the three rail operators serving Central London to Gatwick, accounting for almost 90 per cent of passenger volumes on this flow."

National Express said that the bus and rail group was "surprised and disappointed" by the referral. The company had been talking to the OFT about its bid for some time.

However, National Express said that it would continue to bid for the franchise, which is highly sought after by rival rail groups. This is not the first time that National Express, which operates nine rail franchises in the UK, has been subject to Competition Commission scrutiny.

National Express Group's ultimately successful bid for the Greater Anglian franchise from Liverpool Street station in London was also referred to the Commission. Full clearance for the bid was not received until two months after National Express took over train routes from Liverpool Street.

FirstGroup, the Aberdeen-based transport company, and Stagecoach, the operator of South West Trains out of Waterloo, have both had their bids for the Thameslink franchise formally cleared by the OFT.

Other bidders for the franchise, which combines the existing Thameslink franchise and the Great Northern network, are CapitalTrains, a partnership of Danish State Railways and EWS, the freight group, and the Hong Kong operator MTR, which is working with John Laing.

Bids for the franchise will be submitted to the Government in September. The winner of the competition will be announced in December so that the successful bidder can take over the franchise operation next April.

Network Rail to offer three-year apprenticeships

Financial Times: August 15 2005
By Andrew Taylor, Employment Correspondent

Network Rail is to take on its first apprentices since the railways were privatised more than a decade ago.

The move follows the company's decision two years ago, after a series of high-profile accidents, to take back control of maintenance instead of outsourcing the work. It has required Network Rail to step up its training and recruitment to maintain its staff of about 11,700 track and signalling maintenance workers. It has identified 1,500 vacancies which it is filling at the rate of about 150 a month.

US grapples with rail's heavy load

Financial Times: August 15 2005
By Andrew Ward in Atlanta

US railway operators are increasing investment in infrastructure and labour as they seek to overcome chronic congestion across the system.

CSX, one of the biggest US rail freight carriers, last week became the latest to lift capital expenditure, with some of the additional cash earmarked for urgently-needed capacity expansion.

Defend Jerry Hicks Update - CSEU meet Rolls Royce

Defend Jerry Hicks: 15 August 2005

The reconvened meeting between Rolls-Royce management and the CSEU took place this morning in London.

Jerry Hicks, John Rouse (T & G National Officer), John Wall (Chairman of the CSEU), Doug Collins (Deputy General Secretary Amicus), along with manual stewardsl, formed the union team.

As predicted, Rolls-Royce duly tabled a financial offer to Jerry as their way of settling the whole matter. The tawdry offer of £50,000 to Jerry was, quite rightly, rejected immediately and the company were told that the only acceptable offer was the unconditional reinstatement of Jerry Hicks.

At the same time, Rolls-Royce management were informed of 7 days notice for official strike action on the Test site at Bristol.

The meeting then came to a close. We await any further developments.

Please see attachment regarding the forthcoming rally in Bristol in support of Jerry.

Jon Locke
Amicus Deputy Convenor - Test Operations
Rolls-Royce, Bristol
Mobile: 07769 536 660

August 15, 2005

Results of DART drivers' ballot due

RTE: 14 August 2005

The result is expected later tomorrow of a ballot by DART drivers on whether or not to accept a Labour Court recommendation that they should drive new longer trains without being paid more.

If the drivers reject the recommendation, they will then ballot for industrial action, which could lead to disruption of DART services in coming weeks, affecting thousands of commuters.

The drivers want compensation for the extra responsibility of driving longer trains, consisting of eight carriages.

Iarnrod Eireann has spent Euros 250m over the last two years upgrading the DART system and lengthening station platforms to carry more passengers in longer trains.

DART commuters could face disruption in the coming weeks if drivers refuse to drive the longer trains.

Secret Plot to Sack BA Caterers

Daily Mirror: 15 August 2005
Exclusive By Greig Box And Graham Brough

"-Recruit, train, check drivers -Announce to Trade Union -Provoke unofficial strike -Dismiss current workforce -Escort them from premises -Replace with new staff"

A CATERING firm's cynical plot to sack its Heathrow workers so they could be replaced with cheap labour was spelt out in brutal terms.

In a secret internal briefing entitled "Mile Stones" and marked "Confidential", BA's caterer Gate Gourmet declared: "Recruit, train and security check drivers.

"Announce intention to trade union, provoking unofficial industrial action from staff. Dismiss current workforce. Replace with new staff."

The shocking move was part of a 15-week timetable, first mooted a year ago, to provoke workers into striking so they could be replaced with cheap East European labour trained at secret bases.

A steering committee cited the top risk as "potential for wider Heathrow based disruption".

But if the risks were high, so were the rewards. The dossier forecast the £2.5million sacking plan would save up to £6.5 million a year.

An industry expert estimated there could be annual pension savings of up to £7million. US-owned GG made a £26million loss last year and is forecast to lose £25million this year.

Documents seen by the Mirror also prove that catering staff were to be lied to while BA and BAA were to be tipped off weeks before the plot went ahead. It is not known if the tip-off went ahead.

An insider claimed that action like that detailed in the leaked documents culminated in last week's crippling protests at Heathrow.

GG sacked 670 workers following an unofficial stoppage over the employment of 130 casual staff. The move led to wildcat strikes by 1,000 other airport workers which stranded up to 100,000 BA passengers, some of them for several days.

Last week the Mirror revealed that Gate Gourmet launched a new company, Versa Logistics, to counter the threat of wildcat strikes and to hire workers on lower wages.

An insider said: "This is all about pure greed. They deliberately made the workers lives absolute hell, then told them they were outsourcing their posts to spark a reaction. It's a shocking way to treat people."

TGWU shop steward, Sarijit Singh Sandu, declared: "We've always believed the actions were pre-planned. Now we are in no doubt.

"This is what we've feared for some time. We're thankful to the Mirror for exposing the appalling managerial practices of Gate Gourmet. The lengths they've gone to are truly shocking."

The sacking plan was drawn up by a tight-knit team of hard-line businessmen from GG's US owners, the Texas Pacific Group.

They drafted three options. The most dramatic was the "Mile Stones" plan to provoke unofficial action.

Our insider said a solicitor was consulted. The source said: "He said if staff could be provoked into unofficial action they could all be sacked and have no legal redress. It would also mean the company could seek damages from individuals."

Referring to the firm's drivers, the dossier details how staff could be told their working conditions were going to be dramatically worsened, so provoking fury.

Among the threats listed were: "No redundancy packages, no leaving early, no extra pay for extra work, random drug testing, no smoking, eating or drinking in cabs."

The plan also advises how to sack staff. It reads: "Immediate dismissal without legal protection. Collect ID cards, airside passes, locker keys. HR to issue dismissal letters, extra security presence. Security to escort dismissed staff from the premises."

Under the heading "Can we replace employees?" the document lists details of agencies that could recruit staff from Eastern Europe.

It said all staff would be employed into an external company and contracted to Gate Gourmet London.

Gate Gourmet would pay deposits on rented accommodation for agency staff to live in. Rent would then be deducted from wages.

New staff would be offered coach transport from their home country to the UK. The new drivers, mainly from Poland, were to be trained in small groups of around 50 over a six-week period.

We have learned independently that all drivers drafted in last week to replace staff are Polish.

The document said: "To ensure that training does not compromise confidentiality we ensure it is done at a good distance from GG units."

Possible sites included RAF Manston, in Kent, and Blackheath, South East London.

The first eight weeks were to be spent training new workers, arranging airside passes and external PR. At this stage, GG directors were advised to tell BA and BAA of the dramatic plans.

Although rumours would circulate, they should be denied.

The timetable read: "Internal: All communication to dispel the truth should be verbal and through low level supervisory grades. Customer: Verbally at the highest levels we should state our intention. It should be made clear that leaks could disrupt our services.

"External: BAA High Level, assurances of confidentiality to be sought." The timetable then detailed what to do on the day of the sackings. After firing staff, directors were told to "continuously release statements simultaneously through the unions and local media stating our intention to resolve any official action.

"Consistently state our case as being reasonable and willing to reconcile." It added: "Hard line resolve to staff already dismissed." Our source revealed: "This was carefully planned for a year by around 15 men. They met once a week and reported to directors.

"Once a month the Atlantic Pacific directors came over from America for updates. Towards the end they came every week.

"The timetable of action kicked in as soon as Gate Gourmet lost a Virgin contract a few months ago."

Gate Gourmet said last night: "Presentations were made to the new management team in September by the then present team.

"A number of proposals were made, of which this was one. The new management team decided it was a complete nonsense and put it straight into the bin.

"The old management team are no longer at the business. We have not implemented this strategy and have no intention of doing so."

A spokesman admitted that eight or nine new drivers hired by the company were Polish.

Food Bosses fired workers on sick leave

Daily Mirror Exclusive: 12 August 2005
By Greig Box

DOZENS of employees at catering firm Gate Gourmet were fired by courier-delivered letters while on maternity leave or off sick, it emerged yesterday.

Kavita Bhandhaj found her note as she returned from hospital in the early hours yesterday with her newborn baby boy.

The ailing company has dismissed up to 800 people it claimed staged an illegal walkout in a row over hiring 130 new seasonal staff.

Kitchen worker Kavita, 28, of Cranford, West London, said: "I was overjoyed when I brought my first child home but I nearly fainted when I read the letter. I was sick with shock.

"On the one hand I'm thrilled to become a mother, but on the other I'm scared I won't be able to pay the rent."

Husband Rajin also works for the company and now fears the axe as well.

Driver Ajit Gill, 50 - off work for months with a chronic heart problem - was also among more than 30 workers sent letters in the dead of night.

A motorbike courier shoved the note through his door in Southall, West London, at 2am.

The dad-of-three said: "This is a disgusting way to treat people. They must think we are dogs.

"I need a triple heart bypass. My doctor said I must not work or be exposed to any stress but since I was sacked I haven't slept a wink.

"I can't get another job because of my health and don't know what I'm going to do.

Dad-of-two Paul Aldridge was dismissed despite being off with a broken arm.

Paul, 28, of Bedfont, near Heathrow, said: "I worked for them for five years and they sack me with a hand- delivered letter while I'm in bed. I was physically sick.

"How will I pay the rent? I'm petrified I'll end up in court when I can't pay my bills."

Kirankumar Shah and wife Taramati had taken the day off work at Gate Gourmet to attend a family wedding.

They returned to find two letters on the doormat of their home in Feltham, West London.

He said: "We both cried. I've got a £1,700 a month mortgage and four children to support, including a little baby.

"We haven't slept since. How can we? I'm so worried. I had a heart attack last year and don't want another one.

Mr Shah - who yesterday joined a T&G union protest at Terminal Four - added: "The letter said that we were sacked for taking part in industrial action, but we were at a wedding."

The company's human resources director Andy Cook claimed they had been sent out in error.
He said: "Letters to people who were off sick, on rest days or on holiday were a mistake.
"They can have their jobs back if they wish. It was not malicious."

But legal expert Richard Arthur said last night: "It's likely Gate Gourmet broke employment law in sacking staff this way."

Two dead, 44 injured as gas tanker hits train

icWales: Aug 12 2005
 
At least two people died and 44 were injured when a tanker carrying liquid propane gas struck the side of a freight train near Mexico's border with the US.

The resulting explosions yesterday reduced cement homes near the tracks in the town of Lucio Blanco to little more than piles of charred rubble, and corrugated metal roofing collapsed into some of the structures.

"It was like an earthquake," said Jorge Batres, who described the crash site as looking like a battlefield.

"All is destroyed."

Orlando Garcia, director of Matamoros' emergency services, said the driver of the truck and the train's engineer died.

It took several hours to pull all the survivors to freedom. Garcia said the worst of the injured were taken to hospitals in Monterrey, and others were taken to hospitals in Matamoros and across the border to Harlingen, Texas.

Water trucks lined up to ferry water from a hydrant near the Los Indios International Bridge, about four miles from the accident site.

Teresa Guerrero said her sister, Nancy, was working at a nearby gas station when a fireball erupted. Her sister tried to flee, but she was burned on her arms, feet, back and hair.

Mexican rescue worker Carlos Mireles said the injured included residents in the area and people from passing vehicles.

Tom Hushen, emergency management co-ordinator for Cameron County, Texas, said the collision occurred near the middle of the train. He said he did not know how many carriages left the track.

A nursing supervisor at Harlingen, Texas, Medical Centre said a 27-year-old woman from San Benito, Texas, and her baby daughter were in a stable condition.

The supervisor said the woman and four-month-old girl were across the street from the railway tracks when the accident happened.

Tesco in further trouble over rail tunnel collapse

The Observer: August 14, 2005
Conal Walsh

Tesco and Network Rail are at loggerheads over plans to reopen the commuter railway line that runs through Gerrards Cross, after a tunnel built by the supermarket company collapsed on to the track there.

Officials at the railway network operator have queried technical plans submitted last week by Tesco and its engineers. The disagreement threatens to prolong the disruption suffered by thousands of travellers since the accident six weeks ago.

Network Rail is also understood to be angry that Tesco took so long to submit the plan. 'Our patience - and the patience of the travelling public - is being sorely tested,' an insider said yesterday.

The two sides are thought to differ on whether to demolish a section of the 300-metre tunnel that remains standing. A Tesco spokesman said: 'Network Rail has asked us for clarification on certain points, which we're addressing as I speak. But I wouldn't call it an argument.'

The busy commuter line, which runs between London and Birmingham, was disabled when the tunnel collapsed, releasing thousands of tons of rubble onto a 100-metre stretch of track.

Tesco had constructed the tunnel to allow a superstore to be built over the line. The supermarket group and its contractors face a multi-million-pound bill to compensate Chiltern Railways and passengers.

The rubble has now been cleared, and damaged rails and sleepers replaced. But Network Rail and Tesco must reach agreement over the remains of the tunnel before submitting joint plans to the Health & Safety Executive for final approval.

UK bus network plans stalled

BBC File on 4: 9 August 2005

First Bristol says it is working to solve its problems
Passengers will not be enticed back onto buses without tough changes to the way the industry is regulated, says the senior traffic commissioner for the UK.

Buses accounted for 40% of the travel market in the 1950s - but this has now dropped to just six per cent.

The government annually ploughs millions of pounds of taxpayers' money into improving services - and aims to increase passengers by 12% over the next 10 years.

But Phillip Brown, who has the power to ultimately scrap a bus company's licence for bad performance, says operators can threaten to cut vital services if he imposes financial penalties on them.

"I think that certainly a large bus company can always turn around and say: 'Okay, if that's your attitude, we're stopping, we're pulling out and you'll have no buses at all.'

"Unless you've got a bus priority measures you'll never get a bus running on time in a city centre and that's the bottom line" - Phillip Brown

"And there's always the possibility of them saying, 'We're going to put our fares up.'

Mr Brown said that the 1986 deregulation of the bus industry had made it difficult to enforce standards across the country - as commissioners were no longer able to set fares or routes.

His comments came as part of a File On 4 investigation which uncovered the bus industry's poor reliability and safety failings.

Earlier this year, Mr Brown ordered a public inquiry into the operation of First Bristol, part of the huge First Group empire.

He fined them £96,000 after discovering that 20% of buses were running late - and another 11 % were running early.

But Mr Brown said the local authority shared the blame for the services not running to time for failing to implement bus priority measures - such as bus lanes, bus-friendly traffic lights and road improvements.

Political motives

"It's very frustrating when local authorities don't seem to be prepared to commit to getting more people out of cars - for whatever political or financial reasons.

"I'm a bus passenger - so I can speak from that at first hand.

"Unless you've got bus priority measures you'll never get a bus running on time in a city centre and that's the bottom line."

Tony Grayling, of the Institute of Public Policy Research, said the lack of partnerships between local councils and bus operators was putting the government's bus network expansion plans under threat across the UK.

"In most areas of the country, local authorities are wary about the way bus operators behave. I think there are quite a few examples where new fleets of buses have been promised which haven't been delivered.

"But equally I can see why bus operators are going to be reluctant to invest and improve those services when they can't be sure that the local authority will deliver on its side of the bargain."
------------------------------------------------------------------------
File On 4: BBC Radio 4, Tuesday 9 August, 2005 at 2000 BST and repeated on Sunday 14 August, 2005 at 1700 BST.

August 13, 2005

Revenue And Customs In Disability Discrimination Pay Out

PCS: 10 Aug 2005

Her Majesty's Revenue and Customs (HMRC) were ordered to pay £15,000 plus interest in damages today at a remedy hearing at Bristol Employment Tribunal in a tragic disability discrimination case supported by the union.

The damages were awarded to the family of Nigel Osborn-Clarke a profoundly deaf Inland Revenue worker from Bristol. The tribunal had earlier ruled in June 2005 that Nigel, a popular hardworking member of staff who tragically took his own life whilst under investigation for alleged computer misuse had been discriminated against. In October 2003 Nigel was summoned to see a manager over an alleged incident of computer misuse. He admitted accessing his wife's file and became extremely distressed.

The Tribunal in its June ruling found that the Inland Revenue breached the 1995 Disability Discrimination Act in failing to ensure that Nigel Osborn-Clarke was given an interpreter for an induction process relating to the organisation's policy on computer misuse. The Tribunal also stated that: "It is impossible for us to speculate as to the reason why Mr Osborn-Clarke killed himself but it seems clear that he was deeply affected by the disciplinary proceedings brought against him and that he expressed himself to be concerned as to what would happen to him and his family if he lost his job."

Commenting Mark Serwotka PCS general secretary said: "If it wasn't for the courage and persistence of Nigel's family and colleagues then a just outcome for Nigel wouldn't have been secured. Both locally and nationally PCS have been appalled by the events surrounding Nigel's death and hope that today will in part bring a degree of closure to such a set of tragic events for the family, friends and colleagues of Nigel. PCS has supported this case and will continue to support others to ensure dignity, justice and fairness in the workplace and will work to ensure that the issues raised by this case are fully addressed by HMRC and all government departments."

End pregnancy discrimination

Equal Opportunities Commission: Pregnant and Productive Campaign

One million women will suffer from pregnancy discrimination over the next five years unless the situation changes.
deniselewisstanding (9k image)
Denise Lewis: "Women should not suffer at work for just being pregnant. I would urge everyone to get behind the 'Pregnant and Productive' campaign and pledge their support."

The EOC's investigation has uncovered the startling impact of pregnancy discrimination with more than seven in ten pregnant women treated unfairly at work who are suffering in silence.

Our Pregnant and Productive campaign is calling for an end to this discrimination. Women sacked for being pregnant are losing out on £12m in statutory maternity pay every year and replacing these women costs employers £126m a year. Those who have been unfairly treated are far less likely to return to their old jobs, causing long-term damage to Britain's economic productivity.

The investigation has exposed an unprecedented desire to find a solution from all quarters - human resources professionals, employers large and small, trade unions, as well as women and their families.

Olympic gold medal athelete Denise Lewis is backing the campaign having suffered first hand from discrimination whilst pregnant. "Women should not suffer at work for just being pregnant. I would urge everyone to get behind the 'Pregnant and Productive' campaign and pledge their support."

An update on our investigation and campaign

We launched a GB-wide investigation into this issue in September 2003, because of the high volume of calls to the EOC helpline about problems at work during pregnancy and maternity and the large number of pregnancy-related employment tribunal claims. The final report of the EOC's investigation has uncovered the startling impact of pregnancy discrimination including that More than seven in ten pregnant women treated unfairly at work are suffering in silence. 30,000 women each year lose their jobs because of their pregnancy. Only 3% of those who experience a problem lodge a claim at an employment tribunal. Unless the current situation changes, one million pregnant women are likely to experience discrimination at work over the next five years.

The EOC's investigation found that the key causes of pregnancy discrimination were:

* A lack of knowledge and understanding of maternity rights

* Lack of dialogue and planning

* Costs

* Negative attitudes towards pregnancy and maternity

Our campaign aims to build support for action to be taken so that pregnancy can be managed more constructively in the workplace. Our campaign pages invite anyone concerned about the issue to pledge their support, visitors can also post their comments on the issue, take part in the pregnancy test and keep up to date on all the campaign news.

In September of last year the interim report of the EOC's was published. 'Tip of the Iceberg' is still available to download. The report examines how the responsibilities, costs and benefits of pregnancy are currently shared between employers, the state and individual women and their families.

The findings from the report recommend that the law needs to be clearer and easily accessible and that both families and employers require more support. The EOC has taken into account women's need to be able to combine work, motherhood and practical difficulties faced by employers in managing pregnancy in the workplace. We also recognise the active role fathers take in looking after their children.

* EOC Wales have published their own report on pregnancy discrimination called 'Time to Deliver, Putting an end to pregnancy discrimination in Wales'.


* Advice on your pregnancy and maternity rights

* Advice on pregnancy and maternity rights for legal advisers

* Advice on pregnancy and maternity rights for employers

* Pregnancy and maternity: guidance for managers and supervisors - pdf

No light at end of tunnel

The Times: August 10, 2005
By Nicola Woolcock

tunnel_collapse_gerardsx (18k image)
PHOTO: John Stretton
THE damage caused by the collapse of a Tesco development on to a commuter rail line was revealed yesterday.

The picture shows the view from inside a tunnel that caved in over one of the main lines between London and Birmingham, at Gerrards Cross in Buckinghamshire.

Tesco was constructing the tunnel to allow a £20 million superstore to be built over the line, but a 50- metre section collapsed six weeks ago.

The picture was taken hours after the incident, which it is estimated will cost Tesco £20 million. Train services are still disrupted.

State Ownership of Railways

The Manchester Guardian: Tuesday December 30, 1947
From a Special Correspondent

The Passing of an Era

Of all the landmarks in Britain railway history, January 1 1948 will probably be outstanding. It is over a hundred years since railway nationalisation was first advocated.

Since then enthusiasts for State ownership have never ceased to proclaim the benefits to be obtained, though in 1867 Sir Rowland Hill in a minority report as a member of a Royal Commission on Railways gave a warning of the "undue enlargement of expectation". The clamour became louder towards the end of last century when the trade unions took it up strongly and after the first world war nationalisation nearly became a fact. Since then the pressure has continued to grow, culminating in the Transport Act of last August which provided for the transfer of the railways to the State on January 1. Thus after more than a century of controversy the decision has been taken. The reasons which have led to it now are different from those put forward even up to recent years. Originally the main planks in the argument were private versus public ownership and the effects on production and distribution supported by allegations of railway inefficiency: now the emphasis is placed on co-ordination of all forms of transport. The object is the same; the reasons are different!

So the British railways pass into the ownership of the State's instrument - the British Transport Commission. On the twenty-fifth birthday of the four great group companies - they came into existence on January 1 1923 - they will cease to have any responsibility for the railways. Their record in the last quarter of a century has on the whole been good and has been achieved in the face of great difficulties. After 1918 the railways were in a bad state financially and physically and there is a close parallel today. For years after 1923 the day to day business and the heavy physical work had to be carried on whilst the new systems were coalescing. It will be the same now with perhaps a change of emphasis. The railways today are in a much worse physical state than they were then: very little of the wear and tear of the war years has been made good as the resources are not available. On the other hand, then 120 railways had to be merged into one, though each is a very large organisation.

A GOOD RECORD

Between 1923 and 1938 the four railways reduced their annual working expenditure by £23,000,000 or 15 per cent and yet provided a far more efficient machine capable of carrying satisfactorily a much greater volume of traffic, as was seen during the war. Even before the war they were conveying more passengers than the whole of the United States railroads put together, and in the 1930's they even exceeded the American passenger miles in spite of the greater distances travelled in the United States. By 1938 and compared with 1923 the railways were saving £4,000,000 a year on the maintenance of their locomotives and other rolling stock: this was largely achieved by improvements in design and in the methods of maintenance and manufacture. And much the same can be said about the other departments of the administrations.

There is no doubt the development of road motor transport stimulated the railways to a great extent, even though the competition may have been wasteful in many respects. The most serious trouble was the economic depression and it was a combination of bad trade and road competition which made railway management a constant headache and prevented a good deal of the betterment which otherwise would have been carried out.

The unification of the four groups into one will present many problems. It will obviously not be possible to start with a "clean slate" and decide the best places at which particular work can be done and move the required staff to them. Such a dislocation of staff would create hardship and apart from this the accommodation - both for working and living - is unlikely to be available. Moreover, tradition plays a great part in British life and this is very marked in the railways, not only in places but also in such matters as organisation. Drastic changes hinder rather than help the process of reorganisation and it is better to proceed gradually.

There are three main stages in any amalgamation of this kind. The first is time for comparison, deliberation and choice: in this period the threads need to be gathered together to see how and why things are done on the different railways. This inevitably involves some centralisation. The second is the process of building up the new standard practices for the unified system and putting them into force. The third is the realisation of the steps which have been taken and in this period decentralisation is required if undue rigidity is to be avoided. The railways of course are only a part of the new transport scheme. It is unlikely that railway unification alone will provide scope for savings on the scale achieved by the four groups between 1923 and 1938. But the co-ordination of all forms of transport may yield substantial economies: it is, however, a gigantic venture and will require considerable time, however ably the organisation is planned. Most important of all is the first stage in the process during which the lines of development and organisation are carefully prepared. It is important that it should not be rushed for the sake of showing quick results. The quickest and most successful results will come by thorough initial preparation.

A WARNING

It should not be overlooked that the British railways themselves are today one of the best examples of the true co-ordination of transport to be found anywhere in the world. They operate road transport, docks, hotels, and canals as well as railways and all are fitted together to serve the single purpose of the whole. The Transport Act provides for separate executives for each form of transport and this may mean separating each part of the business, in which case the economies may not be realised as soon as might otherwise be the case. This was one of the criticisms levelled at the measure when it was going through its Parliamentary stages. The warning given by Sir Rowland Hill in 1867 against "undue enlargement of expectation" should not be forgotten, even by the Parliamentary Secretary to the Ministry of Transport, who the other day in the House of Commons said he had great hopes that when the railways were nationalised on January 1 all trains between London and Manchester would run to time!

Railway wrecks on the increase

United Transportation Union (UTU): Aug 11, 2005
Edmonton Sun - By MAX MAUDIE

 
WABAMUN -- Train derailments are dramatically increasing this year in Canada.

Canada has averaged 120 derailments per year by all railway companies for the last five years, but is on track for 180 in 2005, said Conrad Bellehumeur, spokesman for the Transportation Safety Board of Canada.

But CN spokesman Jim Feeny defended his company's safety record.

"CN, in the last couple of years, has been the safest it's ever been. Our accident rate so far this year is still 14% lower than the same time last year," he said.

Neither Bellehemeur nor Feeny could give an exact number of derailments involving CN this year.


One veteran CN conductor accused the company of cutting corners.

"It's absolutely atrocious what's happened to CN in the last 20 years," said Mike Melymick. who is also chairman of the Alberta Legislative Board of the United Transportation Union.

Melymick said any increase in derailments at CN is due to a "lack of maintenance, a decrease in manpower, and a lack of inspectors."

The Teamsters Canada Rail Conference agrees.

"We demand a complete and comprehensive review of CN's maintenance, repair and inspection practices," said the union's official Bruce Willows.

Two high-profile crashes in the last week brought CN under public scrutiny.

Forty-five of 140 train cars left the tracks last Wednesday near Wabamun, 66 km west of Edmonton.

Some contained bunker C fuel oil, used in liquid asphalt and to power barges and ships. Twelve of those cars leaked 733,000 litres into the lake and surrounding shoreline.

Then, just days later, a CN train wreck near Squamish, B.C., sent thousands of litres of toxic sodium hydroxide into the Cheakamus River.

The safety board has completed a preliminary investigation into the derailments "to see if there's a trend we can identify," Bellehumeur said.

He wasn't sure when the results would be made public.

The safety board is also investigating the Wabamun spill.

August 12, 2005

Restoring the Balance - women's health in the workplace

RESTORING THE BALANCE
- a workshop for trade union women on health in the workplace

Saturday 1st October 2005
10.30 - 15.00

Jan Cutting Healthy Living Centre,
Scott Business Park,
Beacon Park Road,
PLYMOUTH

The Workshop is free with buffet lunch supplied
Application forms: Tel. 0117 9470521 email: southwest@tuc.org.uk

What's it about?

"Isn't health & safety the same for everyone?" No! We need to be alert to the different issues that affect working men and women. Women are workers, but they are also mothers, sisters, grandmothers, daughters, partners, nieces and grand-daughters. They experience the full cycle of life while at work, and each stage has implications for the health and safety standards that trades unions and employers should apply.

The European Agency for Health & Safety Report: "Gender Issues in Safety & Health"' shows how health & safety is often geared to standards, work practices & equipment that see the average male worker's body & size, and 8-hour shift patterns as the norm. Working women's particular concerns are often hidden.

Unions are concerned to highlight these issues and to deliver effective work-place campaigns & health & safety legislation. The South-West TUC offers this workshop in support of these initiatives.

This workshop is for trades unionists, reps and activists, students, and any other interested women.

Bowker squeezes through revolving cat-flap

It's time to return to our 'Groundhog Day' series, dedicated to commemorating the litany of useless, absurdly overpaid, businessmen and women rewarded for presiding over the rail privatisation rip off.

bowker (7k image)
Question the Treasures: Richard Bowker, a Chartered Accountant who describes himself as 'a lifetime trainspotter' and former 'keyboard wizard in a Christian rock band', played on an album intriguingly titled 'Treasure the Questions'.

Today we celebrate the news that Richard Bowker (helpfully listed between Birt and Branson in the New Labour phonebook) has been gifted another sinecure - this time, privatising secondary schools - following his stunning success as Chairman of the Strategic Rail Authority, of which someone unkindly said: 'It has no strategy and no authority'.

Bowker (surely a peerage, or at the very least a knighthood cannot be far away) has bounced back from what a few embittered cynics interpreted as a slightly disappointing record as New Labour's rail privatisation supremo; Hatfield, Potters Bar and Great Heck rail crashes all occurred on his watch. As a fervent believer in 'free enterprise' he presided over repeated state bailouts of Railtrack Plc's finances, the eventual collapse and state takeover of the private behemoth and frequent and lavish use of taxpayers' money to bail out private train operators C2C and Arriva Trains Northern during strikes by RMT members.

Mr Bowker's severance package when the SRA quango he headed was rather brutally derailed may at least have softened the blow. Under the severance agreement, Mr Bowker was paid £377,157, of which £11,050 was paid into his personal pension plan. Associated legal fees incurred by Mr Bowker were also reimbursed.

Just because his reign culminated in abolition of the quango he headed, we say: that's not failure, just deferred success. We look forward to the withering away of New Labour's Privatisation/Private Finance Initiative policy for schools in Richard's capable hands.

Ex-chief of SRA to head up schools renewal
The Times online: August 11, 2005
By Angela Jameson

RICHARD BOWKER, the former chairman of the now- defunct Strategic Rail Authority, is to lead a £30 billion programme to rebuild or renew every secondary school in the country.

The man who in 2001 was charged with bringing some strategic decision-making to Britain?s railways and rescuing the West Coast Main Line will take a £200,000 salary as chief executive of Partnerships for Schools next month.

Mr Bowker, who left the SRA last September after Alistair Darling scrapped the quango, will be in charge of the national programme of investment in the country?s secondary schools.

Partnerships for Schools is a non-departmental public body wholly owned by the Department for Education and Skills. Mr Bowker will report directly to Jacqui Smith, the School Standards Minister. The body is the primary agency that will deliver the 15-year Building Schools for the Future programme announced during the last Labour Government. Partnership for Schools was set up with guidance from Partnerships UK, the Treasury-owned body that oversees Private Finance Initiatives.

Mr Bowker said yesterday that he had given up several private-sector opportunities to take up the position. ?I still feel there is a bit of unfinished business for me there. I am a passionate believer in the intelligent public sector client,? he said.

?What?s fantastic about this job is that it isn?t just about delivering bricks and mortar through PFI; it?s about delivering improved performance in our schools so that kids do better.?

The Blackburn-born father of one will receive a guaranteed bonus of £50,000 in his first 18 months, putting him on a par with some of Britain?s best-paid civil servants. He earned £350,000 a year at the SRA.

Mr Bowker is also a nonexecutive at British Waterways, which looks after Britain?s canals.

Bereaved novelist sues for £300,000 over rail crash

The Times online: August 11, 2005
By Rajeev Syal

NINA BAWDEN, the novelist who was seriously injured and saw her husband die in the Potters Bar train crash, is in a legal battle for compensation of at least £300,000.

The author of more than 30 works is suing Network Rail Infrastructure and Jarvis Rail for damages through the High Court. A writ has been issued after three years of legal wrangles over the levels of compensation for victims and families. So far, bereaved families have received about £10,000 each, the legal minimum.

Ms Bawden, 80, was confined to bed for months after the high-speed King?s Cross to King?s Lynn train derailed on May 10, 2002. Her husband, Austen Kark, 75, was one of the seven people killed. She had been appalled by the behaviour of both companies, which have now admitted responsibility for the crash.

?It has been more than three years, and it is quite clear that Network Rail and Jarvis are intending to be as mean as they can be,? she said yesterday. She is claiming compensation for her injuries and for the loss of her husband. ?I was in hospital for months. Then I had day and night nurses at home for several months.

?Even today, I cannot walk very far because I have a smashed ankle. I am sure that my healthcare alone has cost me much more than £300,000. The companies have made interim payments, but not nearly enough,? she said.

In her book Dear Austen she writes about the crash and how it galvanised her to fight for justice for the people killed. ?The campaign for compensation has helped to distract me from my own immense loss, and the claim is part of that,? she said.

?Those of us who lose loved ones in an instant realise that it is not like an ordinary death. If someone is ill and dies, you have time to say goodbye. We did not get that chance.?

The King?s Lynn train was derailed because of a faulty rail. The first-class carriage, where they were sitting, was wedged under the platform canopies.

Mr Kark, head of the BBC?s World Service, died instantly. Ms Bawden?s life was saved by a passenger, but she underwent several major operations.

The writ blames the crash on the wheels being squeezed by poorly constructed rails, which forced the flanges to ride up the rails and derail. The previous day a rail worker had reported a rough ride in the area but his message was misunderstood and became confused, which led to an inspection team being sent to the wrong part of the track, High Court papers say.

Jarvis and Network Rail Infrastructure admitted fault last April, but have not reached a settlement with Miss Bawden, who sues in the name of Mrs Nina Kark.

Victims? families were led to believe news reports that they would get up to £1 million. Payouts for the 1999 Paddington disaster, in which 31 died, were between £100,000 and £1 million. Jarvis, worth £600 million at the time of the 2002 crash, but now valued at only £42 million, has refused to increase payouts and, because of its financial situation, the company is now less likely to reach agreement with families, according to industry insiders.

Victims? families were upset further when Kevin Hyde, the chief executive of Jarvis, received a pay-off package last year that was worth an estimated £500,000.

John Armitt, the chief executive of Network Rail, was awarded a bonus of £269,757 in May this year, although the company still lost £164 million last year and its debt rose from £12.6 billion to £15.6 billion.

A spokesman for Network Rail said that the company will comment more fully after the High Court hearing, adding: ?We hope for a fair and amicable settlement. Bereaved families have received an ex-gratia payment of £10,000 and, on top of that, all funeral expenses were met. Dependants of those who died can claim for compensation through the courts.?

A spokesman for Jarvis said: ?We would like to see the issue resolved as soon as possible for the sakes of the victims and their families.?

Dispute throws BA into turmoil at Heathrow

Financial Times: August 11 2005
By Kevin Done, Aerospace Correspondent

British Airways faces more turmoil on Friday after it was forced on Thursday to cancel all its flights from Heathrow in response to unofficial industrial action by about 1,000 of its ground services workers.

About 40,000 BA passengers were stranded around the world by cancellations on Thursday, and another 70,000 customers are due to be affected on Friday.

BA managers and volunteer staff tried to pacify thousands of passengers caught in the terminals at Heathrow, the world's busiest international airport, and to find emergency hotel accommodation or re-route and re-book passengers on to other airlines.

The unofficial industrial action has hit BA when it is most vulnerable, in the peak summer weeks, with its operations becoming gridlocked, leaving around 100 aircraft and 1,000 pilots and cabin crew wrongly placed around the world.

On Thursday night BA said that Friday it would be cancelling all 500 flights to and from Heathrow up until 6pm, and it advised customers due to travel before 6pm today not to go to the airport.

On Thursday 77 outbound short-haul and 44 outbound long-haul flights were cancelled, at least 17 incoming services were diverted to airports around the UK, including Luton, Stansted, Newcastle and Glasgow, and many inbound short-haul flights were held before take-off at airports around Europe.

The company said all its 70 inbound long-haul flights would be diverted to other UK airports.

The unofficial industrial action has led to a repeat of the disruption suffered by the airline in the summers of 2003 and 2004. In July 2003 a wildcat strike by Heathrow sales and check-in staff ended up costing the airline about £40m (?58m).

The secondary action by BA members of the Transport and General Workers Union mainly baggage handlers and loaders, cargo workers and air-crew bus drivers was staged in support of TGWU members at Gate Gourmet, the independent airline catering company.

A long-running industrial dispute over restructuring and pay and conditions at Gate Gourmet rapidly escalated on Wednesday and led to the dismissal by the company of more than 600 of its 2,000 catering workers at Heathrow.

Sir Rod Eddington, BA chief executive, called on Gate Gourmet management and the TGWU to ?sit down as a matter of urgency? to resolve their dispute, and he called on the union to get its BA members back to work.

August 11, 2005

Jerry Hicks Update: Second Major Blow for Rolls-Royce Within a Week!

Amicus Shop Stewards: August 11, 2005
Test Operations, Rolls-Royce, Bristol

After the remarkable victory in the Interim Relief Hearing at the Tribunal in Bristol, which found in Jerry's favour and called for Rolls-Royce to reinstate him, today we have the result of the Test Ballot, which is almost two to one in favour of strike action!

This is a MARVELLOUS decision by people who have said with the loudest voice that they are prepared to defend the Union and demand to have their Convenor back! The first strike day is likely to be Monday, 22 August 2005.

The priority now is SOLIDARITY! MESSAGES! SUPPORT! FINANCE! and ...

JOIN THE DEMONSTRATION IN BRISTOL ON
FRIDAY, 2 SEPTEMBER 2005
(details to follow).

Don't forget to keep checking out our Website at: http://www.union.coreoperations.co.uk/rolls All news/updates are posted here.

Thanks for your ongoing support.
Jon Locke
Amicus Shop Steward
Test Operations
Rolls-Royce, Bristol
Mobile: 07769 536 660

Passengers oppose ticket changes

BBC News: 10 August 2005

Rail user groups have presented their objections to plans to alter or reduce ticket office opening hours by South Eastern Trains.

More than 3,000 customers have registered their opposition at proposals which could see some ticket offices close completely.

Passenger groups claim it would cause severe inconvenience to commuters and would increase levels of vandalism.

The train operator said staff could be more productively used at quiet times.

'Improve security'

Passengers' objections were lodged at the Department for Transport by the Rail Passengers Council (RPC) and the London Transport Users Committee (LTUC.)

LTUC chairman Brian Cooke said: "As we anticipated, passengers are wholly opposed to these changes.

"The lack of ticket purchasing facilities will lead to substantial inconvenience for passengers, increased levels of vandalism, graffiti and anti-social behaviour - all of which make rail travel less attractive to passengers."

The RPC and LTUC said they were also concerned the plans do not meet the needs of disabled people.

South Eastern Trains (SET) said staff will be redeployed to new jobs which would improve security, station presentation and revenue protection.

A spokesman insisted new ticket vending machines were being installed at stations which could issue a full range of tickets and take credit cards, so passengers could buy tickets when offices were not staffed.

SET took over rail services between London and Kent and Sussex after Connex lost the regional franchise.

The two passenger groups said they would keep lobbying ministers to reject the plans as they currently stand.

Runaway train's 10-mile journey

BBC News: 11 August 2005

An unmanned 120-ton train careered for 10 miles down the tracks before it derailed in Staffordshire.

Rail chiefs have begun an inquiry into how the driverless locomotive, being used by Network Rail, smashed through two level crossings near Lichfield.

The train also broke through two farm crossings, reaching speeds of 60mph during the incident on Sunday morning.

Network Rail investigators are looking into the possibility that the brake was left off by the driver.

"The loco was moving over track that was downhill all the way, so it would have quickly gathered speed" - Network Rail spokesman

The train eventually reached a set of points and derailed at Alrewas, about five miles east of Lichfield.

The incident happened at about 1015 BST on Sunday on a line which was closed for track repair work.

The Class 66 loco, owned by freight company EWS, had been used to bring ballast to the site.

A Network Rail spokesman said: "The points would have prevented the loco getting on to an in-operation part of the main line, but this was obviously a serious incident, particularly as the loco passed through a number of crossings.

"The loco was moving over track that was downhill all the way, so it would have quickly gathered speed.

"We are looking into the incident with the help of EWS."

An EWS spokesperson said: "A locomotive was derailed at Alrewas following an unauthorised movement on Sunday 9 August from an engineering site.

"No injuries occurred and a full investigation into the cause of the incident is under way."

Drop plan to cut South Eastern Trains booking offices, says RMT

RMT: 10 August 2005

BRITAIN'S BIGGEST rail union today called on South Eastern Trains to abandon proposals to slash ticket office opening times and cut 100 station staff after two key passenger groups revealed that they had received more than 3,000 objections to the plan.

"The detailed objections submitted by London Transport Users' Committee and Rail Passengers' Council show just how unpopular these proposed cuts are to the travelling public," RMT general secretary Bob Crow said today.

"I am delighted that rail users have given a decisive thumbs-down to a plan that would see stations severely understaffed or not staffed at all for long periods, and some booking offices closed altogether.

"The company tried to sneak these cuts and closures through on the quiet, but the magnificent response from the public, the LTUC and the RPC to the statutory consultation reflects the fact that people want to see more staff on stations, not fewer.

"Everyone agrees that we need to encourage people out of their cars and onto trains, but removing trained, uniformed staff from stations would mean less security and more vandalism and would have the opposite effect - and that can only mean more road congestion and environmental damage.

"Since it has been back in the public sector SET has made good progress in restoring staffing levels that were slashed by the privateer Connex, and there is no earthly reason to turn the clock back again.

"The proposals make no sense, and in the face of this overwhelming opposition South Eastern Trains should abandon them - but if they do not the Transport Department should ensure that the public's wishes are respected and block them," Bob Crow said.

ends

Note for editors: RMT lodged its own objection to the proposed ticket office cuts and distributed thousands of campaign leaflets and postcards to SET users. The LTUC and RPC received 372 letters, 342 emails, 297 signatories to various petitions and 1,993postcards objecting to SET's plans, and the London Assembly voted unanimously to reject the changes proposed.

Can tell, won't tell (employers, the DPA and RIDDOR)

The Daily Hazard: No. 85, June 2005

Below is an article from the London Hazards Centre, which looks at the possibility of union safety reps using Section 44 Employment Rights Act, 1996 when employers refuse access to information.

Trade union safety representatives know that employers can be tardy and obstructive when asked to disclose information which the TU side needs to properly negotiate for their members or to act to protect their members.

Long before the Data Protection Act (DPA) arrived on the legal scene, many safety representatives had difficulty in getting employers to release information which was properly the subject of the Reporting of Incidents, Diseases and Dangerous Occurrence Regulations 1995 (RIDDOR).

Since the Data Protection Act 1996 (DPA) employers have become increasingly obstructive in releasing this information, quoting the DPA and, ironically, their not wanting to break the law, as a reason for withholding information from Safety Reps about serious accidents their workers have suffered.

What the London Hazards Centre seeks to do here is sort sense from nonsense about the information that can be properly divulged to safety reps and which, legally, employers have a duty to divulge.

Regulation 7 of RIDDOR makes it a legal requirement for an employer to keep a record of matters that they report under RIDOOR to the HSE.

Regulation 7(1) of the Safety Representative and Safety Committee says: "Safety representatives shall, for the performance of their functions under section 2(4) of the 1974 Act and under these Regulations, if they have given the employer reasonable notice, be entitled to inspect and take copies of any document relevant to the workplace or to the employees the safety representatives represent which the employer is required to keep by virtue of any relevant statutory provision within the meaning of section 53(1) of the 1974 (Health and Safety at Work) Act except a document consisting of or relating to any health record of an identifiable individual."

RIDDOR is a "relevant statutory provision within the meaning of Section 53(1) of the 1974 Act".

Section 35 of the DPA is perfectly clear (see the text in separate box), it says that anything that a Safety Rep had a legal right of access to before the DPA - they still have a right of access to now.

The only exception to this right of access to SRSC reg 7(1) information is information "consisting of or relating to any health record of an identifiable individual." Obviously a RIDDOR report is not a "health record" it is report of an incident, disease or dangerous occurrence which is work related. The only portion of it which could be construed as a "health record" is the name of the work related disease they have or the nature of the work related injury they suffered. And so the only part of a RIDDOR form that could arguably be withheld from a Safety Representative is Part D, which relates to the injuries sustained. However, as this information is clearly needed by safety reps to fulfil their statutory functions we believe this argument outweighs all others and the information must legally be provided to reps.

The issue has been fudged by HMSO who have brought in a disclosure consent form, to be signed by the injured person. If the form is not signed (for whatever reason - the person is dead, hospitalised or just doesn't want people to know) the employer will have days if not weeks to clean up the accident site before the Safety Rep can properly carry out an investigation into the matter under Regulation 6 of the SRSC.

This current fudge by Government and the HSE allows employers to use the DPA to subvert the force of Section 35 of the DPA (which allows disclosure, otherwise illegal, for purposes of establishing, exercising or defending legal rights). To deny safety reps access to information they have a legal right to and to interfere detrimentally with Safety Reps exercising their investigative function established by Reg 6 of SRSC can't be the intention of the lawmakers otherwise there would never have been a Section 35 of DPA.

This position adopted by the authorities, in providing employers (yet again) with a "get out of jail free" card, is untenable especially when SRSC Code of Practice 6 (c) says:

" The Regulations require employers to make information within their knowledge available to safety representatives necessary to enable them to fulfil their functions. Such information should include: information which the employer keeps relating to the occurrence of any accident, dangerous occurrence or notifiable industrial disease and any statistical records relating to such accidents, dangerous occurrences or cases of notifiable industrial disease."

Unions who have Safety Reps facing this problem should consider, if the matter can't be resolved under their workplace disputes or grievance procedure, taking the employer to Employment Tribunal for causing the Safety Rep "a detriment" contrary to Section 44 of the Employment Rights Act, 1996.

This is a method of trying to resolve problems of obstructive employers that, to our knowledge, has not been tried too much, if at all, for safety representative's health and safety matters. It would probably take a few test Employment Tribunal cases to see if it is truly a useful way of getting safety representatives health and safety problems resolved - but is worth considering.

Data Protection Act, 1996
35. -

(1) Personal data are exempt from the non-disclosure provisions where the disclosure is required by or under any enactment, by any rule of law or by the order of a court.

(2) Personal data are exempt from the non-disclosure provisions where the disclosure is necessary-

(a) for the purpose of, or in connection with, any legal proceedings (including prospective legal proceedings), or

(b) for the purpose of obtaining legal advice,
or is otherwise necessary for the purposes of establishing, exercising or defending legal rights.

Section 44 Employment Rights Act, 1996.
- (1) An employee has the right not to be subjected to any detriment by any act, or any deliberate failure to act, by his employer done on the ground that-

(a) having been designated by the employer to carry out activities in connection with preventing or reducing risks to health and safety at work, the employee carried out (or proposed to carry out) any such activities,

(b) being a representative of workers on matters of health and safety at work or member of a safety committee-
(i) in accordance with arrangements established under or by virtue of any enactment, or
(ii) by reason of being acknowledged as such by the employer, the employee performed (or proposed to perform) any functions as such a representative or a member of such a committee.

August 10, 2005

Strike holds up deliveries of new cars to UK showrooms

International Transport Workers' Federation (ITF): 4 August 2005

Three hundred and fifty workers, including 220 drivers, began two weeks of strike action across the UK this week in protest against moves by management to undermine working conditions and axe jobs.

Employees of UK-based multinational transport firm Ansa Logistics Limited are railing against the imposition of wage cuts, compulsory redundancies and the termination of parts of the union?s national agreement.

The action by members of the ITF-affiliated Transport and General Workers? Union (TGWU) is impacting on deliveries of new Ford cars to showrooms around the UK. The company?s main bases in Dagenham, Southampton, Liverpool and Moss End in Scotland are affected.

Ron Webb, TGWU National Secretary stated that the strike would involve half the union membership this week with the other half taking action next week. He urged Ansa and its client Ford to think again: "Our people bear the heavy responsibility of transporting brand new Ford motors across the UK and it is right they should defend themselves. I'd say the mood of our drivers and support staff is one of a strong determination to fight back."

Just over two years ago a package of wage reductions was agreed by the union as part of a longer-term deal that guaranteed job security. Since then attempts have been made to force through further cuts.

Rail operators ape budget airlines in effort to fill seats

The Independent: 9 August 2005
By Barrie Clement, Transport Editor

Passengers are to be offered new "flexible" train fares by long-distance operators in a desperate attempt to put more "bums on seats".

The new system of "bargain" tickets aims to simplify fares on the main express routes, replacing a complicated structure that means passengers can be charged up to two dozen different prices for the same journey.

The first companies to adopt the airline-style approach will be Great North Eastern Railways (GNER) and Midland Mainline, allowing passengers to buy cheap tickets up to 6pm before the day of travel instead of the present seven days.

As part of their new system, single fares will be available ahead of time, rather than just returns. That means passengers using services from London to Edinburgh and the Midlands, will not have to pay high fares for both journeys simply because they used a peak-time train on the first leg of the trip.
From 25 September travellers will be able to "mix and match"; possibly booking a standard ticket for an outward journey at peak time, and a first-class seat as a return ticket on an off-peak service.

Although some GNER services are packed, the overall seat occupancy is just 50 per cent. The company needs to increase that proportion to at least 60 per cent in order to meet its revenue targets.
As part of its successful campaign to retain the franchise, GNER management has promised the Government that the company will pay the Exchequer £1.3bn over 10 years for the privilege of operating the flagship east coast main line services. Without more customers, or much higher fares, the operator will struggle to meet that pledge.

Midland Mainline is attempting to maximise revenue; but a spokesman said the company was also trying to give passengers more options. Virgin Trains, too, is taking an axe to its byzantine three-tier fare system.

At the moment different prices are charged depending on whether passengers book 14 days, seven days, or three days ahead of the day of travel. For instance, on the London-Manchester route, passengers can pay: £12 for a single, 14 days before departure; £17 seven days ahead; and £22 if the fare is booked three days before the journey. Before the end of the year, Virgin, which operates between London and Glasgow, will keep the cheapest fares open until 6pm before the day of travel, provided the quota of cheap seats has not been filled. Virgin has come under pressure from the Government to maximise revenue so subsidies from taxpayers can be reduced.

First Great Western, which operates from Paddington, is also expected to adopt the new approach; although the company is keeping its cards close to its chest. In June, First submitted a bid to retain its franchise, but prefers to keep its plans to itself.

Despite claims by the companies that the new fares system will be passenger-friendly, there is no guarantee travellers will pay less on average. That will depend on the number of seats covered by discounted fares, and train companies refuse to reveal those details.

Operators report that passengers can now book much further ahead following measures taken by Network Rail. In most cases, the infrastructure company is now able to give train companies 12 weeks' notice of engineering work.

Passengers are to be offered new "flexible" train fares by long-distance operators in a desperate attempt to put more "bums on seats".

The new system of "bargain" tickets aims to simplify fares on the main express routes, replacing a complicated structure that means passengers can be charged up to two dozen different prices for the same journey.

The first companies to adopt the airline-style approach will be Great North Eastern Railways (GNER) and Midland Mainline, allowing passengers to buy cheap tickets up to 6pm before the day of travel instead of the present seven days.

As part of their new system, single fares will be available ahead of time, rather than just returns. That means passengers using services from London to Edinburgh and the Midlands, will not have to pay high fares for both journeys simply because they used a peak-time train on the first leg of the trip.
From 25 September travellers will be able to "mix and match"; possibly booking a standard ticket for an outward journey at peak time, and a first-class seat as a return ticket on an off-peak service.

Although some GNER services are packed, the overall seat occupancy is just 50 per cent. The company needs to increase that proportion to at least 60 per cent in order to meet its revenue targets.
As part of its successful campaign to retain the franchise, GNER management has promised the Government that the company will pay the Exchequer £1.3bn over 10 years for the privilege of operating the flagship east coast main line services. Without more customers, or much higher fares, the operator will struggle to meet that pledge.

Midland Mainline is attempting to maximise revenue; but a spokesman said the company was also trying to give passengers more options. Virgin Trains, too, is taking an axe to its byzantine three-tier fare system.

At the moment different prices are charged depending on whether passengers book 14 days, seven days, or three days ahead of the day of travel. For instance, on the London-Manchester route, passengers can pay: £12 for a single, 14 days before departure; £17 seven days ahead; and £22 if the fare is booked three days before the journey. Before the end of the year, Virgin, which operates between London and Glasgow, will keep the cheapest fares open until 6pm before the day of travel, provided the quota of cheap seats has not been filled. Virgin has come under pressure from the Government to maximise revenue so subsidies from taxpayers can be reduced.

First Great Western, which operates from Paddington, is also expected to adopt the new approach; although the company is keeping its cards close to its chest. In June, First submitted a bid to retain its franchise, but prefers to keep its plans to itself.

Despite claims by the companies that the new fares system will be passenger-friendly, there is no guarantee travellers will pay less on average. That will depend on the number of seats covered by discounted fares, and train companies refuse to reveal those details.

Operators report that passengers can now book much further ahead following measures taken by Network Rail. In most cases, the infrastructure company is now able to give train companies 12 weeks' notice of engineering work.

Look on this white elephant of a station, ye mighty, and despair

The Times: July 30, 2005
Matthew Parris
canfranc.jpg
OUTSIDE the international railway station at Canfranc in Spain, deep in the high Pyrenees in Aragon, two men are on hunger strike. Their home-made banner reads: "NATIONAL SHAME". Their campaign does not concern human rights or animal cruelty or any ideological cause. They are protesting at the plight of the railway station.

That anyone would starve themselves for a station might strike you as odd. It did me - until I saw the station and its attached hotel. It is about ten times the size of St Pancras in London. Canfranc is perhaps the most spectacular, most ignored and most bizarre white elephant in Europe. The Millennium Dome at Greenwich cannot hold a candle to this blazing example of misplaced optimism, political pomp and official misjudgment. Shelley in his imagined discovery of the ruined statue of Ozymandias would have revelled in this Pyrenean reality. As I stood gasping at this monument to broken dreams I experienced - as would any traveller in this foreign land - an Ozymandian moment.

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Canfranc: Station buildings and railway yards against its Pyrenean backdrop

Whispered around the domes and state rooms of the station hotel, the rotting platforms and the marbled Customs halls, are the words: "Look on my works, ye mighty, and despair!" They come from the shades of Alfonso XIII, once King of Spain, and Gaston Doumergue, once President of France. Prime ministers, chief executives and presidents of the European Union should cock their ears and listen.

canfranc_open_1928.jpg
Canfranc: Inaugural opening 18 July 1928 with the King of Spain Alphonse XIII and Gaston Doumergue President of France

King Alfonso and the French President opened Canfranc International station in 1928, the culmination of 40 years of planning and labour. The boring of a five-mile tunnel through solid rock beneath the Pyrenean ridge which separates France and Spain, 23 further tunnels and three viaducts, and an international treaty (still in force) requiring both parties to maintain the railway, finally took shape in steel rails and wooden sleepers.

So grand a construction project, and so lofty a political metaphor, demanded a station to match. There was no space in the valley on the French side, and it was decided to locate the project in the narrow, dark, valley at the Spanish entrance to the tunnel, near the little village of Canfranc, at an altitude of just under 4,000 ft. Vertiginous wooded slopes and snowy peaks more than twice that height tower above, and a river rushes down the valley. A mile of the river had to be redug in a straight line, and the whole valley blasted and excavated to protect the station from avalanches and rockfalls.

canfranc_work_1923.jpg
Canfranc: work in progress, 1923

Harried but never interrupted by the outbreak of the First World War the work continued until, a decade after the Treaty of Versailles, the grand projet was ready to be blessed by a King and a President. No more than the marmots shrieking from the rocks, or the eagles soaring above, did these proud human beings know that 1928 was the midpoint between two world wars, the edge of the Great Depression or the brink of the Spanish Civil War. All they knew was that the line that this station served was a triumph of state-of-the-art engineering; the station and its hotel without question the finest in Europe. The King and the President had inaugurated a postwar monument to the optimism of the free association of Europe's nation states.

canfranc_postcard_1928.jpg
Canfranc: work completed, 1928

I have just spent an afternoon clambering through wreckage. I arrived on the little one-car diesel train from Zaragoza, whose twice-daily service is all that remains of the dream. The tunnel is closed and the tracks on the French side are rusting away. The station and its hotel are at the end of the line, in more senses than one.

Imagine two platforms long enough for three full-length trains, and between them a three-storey building longer than the Palace of Westminster built in carved stone in the style of a late French chateau, with a high, slate roof crowned by three domes, one at each end and one in the middle. Each facade boasts 75 windows. The building is reached through tunnels beneath the rails, down staircases with white marble balustrades. The high-ceiling hotel reception is breathtaking, a grand flight of stairs sweeps up to the floors above.

The eastern platform, its ornate roof supported on decorated iron pillars and illuminated by thoroughly modern electric lighting, was for French trains, on French-gauge rails. The identical western platform was for Spanish trains on their outsize gauge. Above both hangs the station sign, Canfranc, in Art Nouveau lettering. The two cathedral-like Customs and immigration halls are identical. Passengers waited at mahogany counters with wooden rails on which their suitcases could be inspected.

Marble crests bear the arms of the Kingdom of Spain and the Republic of France. The ornate ceilings are faced in pressed zinc - a new material, all the rage in 1928.

canfranc_royalcrest_esp.jpg
Canfranc: Spanish royal coat of arms

canfranc_rf.jpg
Canfranc: crest of the French Third Republic

canfranc_douane.jpg
Canfranc: the customs hall

Here during the Second World War lines of anxious Jewish refugees from France would have stood, their lives in the immigration officers' hands. There was huge traffic, acknowledged and unacknowledged, between the two countries during the war. That this was the only time when Canfranc really worked as a station adds to the melancholy now.

canfranc_tunnel_pau.jpg
View from Canfranc: the mouth of the railway tunnel beneath the Pyrenees to Pau in France, closed since 1970

For the station and its hotel are in ruins. Politicians and engineers, their heads full of uncommercial dreams, had miscalculated, and fate intervened cruelly. Traffic through it never took off, the French were never as committed as the Spanish, and in 1970 an 'accident', in which a small freight train on the French side came off the rails and destroyed a major bridge, closed the line through France. France has never got round to reopening it. Spain keeps its end of the line running (just) out of sheer pique, I suspect.

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View from Canfranc: line to Saragossa, Aragon

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Canfranc - Saragossa train in the platform

There are holes in the roof of the hotel, and every year the snow opens them wider. Only the beat of pigeons' wings disturbs the silence of the Customs halls and hotel reception. You can prise your way past the security fencing and see for yourself. It is like diving the Titanic. The clock has stopped at ten past two. Plaster roses are peeling from the walls, carved stone is flaking, floors are sagging, tiles have slipped.

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Canfranc: stucco detailing crumbles from the walls

A train of wooden carriages stands abandoned on the rails outside, columbine growing around the carriage doors and windows.

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Canfranc: abandoned train

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Canfranc: abandoned freight wagon with bicycle

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Canfranc: steel roof

In Britain, perhaps, a lottery grant or a BBC restoration programme might save such a place. I reckon the roof could be secured for about half a million pounds, but restoring what is beneath it would run into tens of millions. Similar sums are being ploughed into new ski-stations and ghastly alpine-style condominiums in the Aragonese Pyrenees, but nobody can find the money to save Canfranc. Besides, what would you do with it? Do we really need a hotel the size of the Victoria and Albert Museum, decorated in the modernist style, deep in a valley in the central Pyrenees? I sympathise with the hunger-strikers but understand the reasons for official paralysis as the station falls down.

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Canfranc: ornate period detailing


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Canfranc: French chateau-style station buildings in an industrial ruin

More than that, though, I look at the optimism and self-confidence which once breathed through this impending ruin, and ask myself which of the grands projets of our era may face the same fate. Canfranc is all about sovereignty and borders. Neither Alfonso nor Gaston doubted that these would be for ever, and the station embodies that certainty.

The new European nostrum, the nostrum of our age, is all about union and the dissolution of borders. Will the Berlaymont in Brussels, the European Parliament in Strasbourg and Brussels - will, indeed, the European Central Bank and its brave new currency - live up to its dreamers' confidence? Let us not listen too hard for the beat of pigeons' wings, or we shall achieve nothing. But if you want to stand for a moment in shuddering contemplation of the mortality of international dreams, come to Canfranc.

For further information and pictures on Canfranc, see:

The Canfranc Project

La gare internationale de Canfranc

Gare de Canfranc

Pau-Canfranc

The Complete Guide: to luxury trains

The Independent: 9 August 2005

For a stress-free, eco-friendly voyage, train travel is the way to go. From India to the Australian Outback, Anthony Lambert makes tracks for the trips in the most stylish of settings.

WHY PAY A FORTUNE TO TRAVEL SLOWLY?

Travelling by train, you can relax, read and eat in much greater comfort than flying while enjoying the passing landscape. It's a much more sociable way to travel, and you're reducing the environmental impact of your holiday. The enduring appeal of competently organised rail travel in elegant carriages has fostered a demand for special trains designed to put the pleasure back into a journey. There is something special about a good meal on a train with proper napery and silver.


Some trains are promoted simply on the strength of the experience of being on them; others are mobile luxury hotels, allowing you to do excursions that are generally included in the price. Specialists that can offer a wide range of options include Ffestiniog Travel (01766 512400; www.festtravel.co.uk); Great Rail Journeys (01904 521940; www.greatrail.com); Railway Touring Company (01553 661500; www.railwaytouring.co.uk).

WHOSE IDEA WAS IT?

Trains de luxe in Europe were the creation of George Nagelmackers, the son of a Belgian banker, who died a century ago this summer at his chateau outside Paris. It was while in the United States, getting over a broken love affair, that he came across the railway carriages operated by George Mortimer Pullman. Though Pullman's cars were not especially luxurious, they had a major advantage: they ran across the boundaries between railway companies to provide a seamless journey and obviate the need to change trains.

Nagelmackers took the concept of "through running" and extended it to the entire train so that only the locomotive - not the carriages - had to be changed at railway and national borders. He ordered five genuinely luxurious carriages from a Viennese builder with a view to starting Europe's first luxury train service, between Paris and Berlin. But the outbreak of the Franco-Prussian War in 1870 scotched the plan...

OH DEAR

The silver lining was that the first beneficiaries of the world's finest railway carriages were British travellers between Calais and Trieste. Delighted to avoid the risk of mal de mer in the Bay of Biscay as well as saving several days, they were mostly empire-builders bound for India and points east on a P&O ship or early patrons of Thomas Cook on their way to Egypt and the Holy Land.

It took another 13 years of vicissitudes before Nagelmackers struck gold with his most famous train, the Orient Express. It was inaugurated in October 1883 by his now importantly titled company, La Compagnie Internationale des Wagon-Lits et Grands Express Européens (CIWL) - a name that would become world famous, to be seen on carriages as far afield as China.

Thanks to the patronage of royalty and Nagelmackers' genius for gaining publicity, the Orient Express soon became a byword for the best in rail travel. Its success encouraged more railways to grant concessionary rights for the operation of Wagon-Lits' sleeping and dining cars or complete trains. None eclipsed the Trans-Siberian International Express of 1900, which had a drawing- and smoking-room in each carriage of eight people, a library with books in English, French, German and Russian, a music room with grand piano, a hair salon in white sycamore, a gym with weights, rowing machine and exercise bicycle, and a chapel car.

WHAT WENT WRONG?

By the outbreak of the First World War, Wagon Lits had 32 luxury trains in service covering 35,000 miles of track. But the war curtailed most services, and many carriages were destroyed or had their beautiful interiors ruined. As trains were reinstated after 1918, many had to be re-routed following the redrawing of borders.

When the Second World War ended in 1945, the growth of air services began to erode the viability of overnight trains. Those who could afford the Wagon-Lits premiums tended to fly, so occupancy rates fell. The services that survived tended to be worked by utilitarian sleeping cars provided by the national railways.

The Blue Train (01403 243619; www.bluetrain. co.za) between Cape Town and Pretoria (one day/one night) or Cape Town and Port Elizabeth (two nights, one day) celebrates 60 years of operation this year. It was for many years the only luxury train in the world. Its colour derives from the sapphire carriages of South Africa's luxury "Union Trains" of the 1920s, and crystal still holds the Stellenbosch Riesling. A locomotive-mounted camera shows the driver's-eye view on a giant screen in the Club Car, and some suites have baths as well as showers. The two purpose-built sets carry 74 and 82 passengers, and fares start at R12,075 (£985), inclusive of drinks.

HOW DID FORTUNES REVIVE?

With the Palace on Wheels in India in 1981 (01258 580600; www.palaceonwheels.net). The original departures used a remarkable rake of original metre-gauge maharajahs' and viceroy's carriages. But their predominantly wooden construction soon began to suffer from such intensive use and they were withdrawn in 1991, to be replaced by a purpose-built broad-gauge train.

The 14 air-conditioned saloon carriages of the Palace on Wheels are named after Rajput states. Each has four twin-bedded rooms with ensuite lavatory and shower. Decor is designed to evoke the regal past.
The week-long tour begins in Delhi and visits the Rajasthan cities of Jaipur, Jaisalmer, Jodhpur, Udaipur, Sawai Madhopur, Bharatpur and Agra, Ranthambhor and Keoladeo Ghana national parks and Chittaurgarh Fort for a series of excursions by coach, elephant and camel with meals taken in the train, hotels and royal palaces. Overnight prices from US$240 (£132); a week's journey from US$1,680 (£922).
For a two-day tour with steam haulage behind the world's oldest broad-gauge working steam locomotive and a single night in a hotel, the Fairy Queen (020-8903 3411; www.indiarail.co.uk) takes you to Alwar for the Sariska tiger reserve.

The eponymous locomotive was built in 1855 in Leeds for the East India Railway, and it is remarkable that it is still up to the 290km round trip, albeit hauling only a couple of coaches with 50 passengers. The locomotive was returned to service in 1997 and operates a limited winter programme of trains between October and February. The cost is £100 per person based on two sharing.

The success of the Palace on Wheels encouraged thoughts of a train for southern India, and in 2004 the Deccan Odyssey (0800 032 7748; www. deccan-odyssey-india.com) entered service. Eleven of its 21 air-conditioned coaches offer accommodation for 50 passengers with ensuite toilet and shower as well as extras such as CD players. A spa car offers ayurvedic massages, manicures and steam baths, and there's a gym as well as the usual lounge and bar cars. On-board management is by the Taj hotel group. Starting and ending in Mumbai, the seven-night itinerary makes a 1,600km tour of Maharashtra, taking in an ashram in Pune, a son et lumière at a palace, forts, the Ellora and Ajanta caves, a winery and the beaches of Goa. *

AND IN EUROPE?

Besides the Orient Express (see box), there has been a steady stream of emulators. Closest in Europe - though more of a mobile hotel - is Spain's Al Andalus Express (00 34 91 570 16 21; www.alandalusexpreso.com). It is named after a Wagon Lits train, and has 14 carriages, some dating from the 1920s. They have been renovated to incorporate air-conditioning and ensuite showers and lavatories in the sleeping cars. The train operates a four-day itinerary for up to 74 passengers through Andalucia from Seville, stopping at Cordoba, Bobadilla and Granada. Tucking into duck with local wine while watching a landscape of olive trees and cork-oaks drift past the window is a great way to see the country.

In Hungary, a spin-off from the state rail system operates a historic nine-coach train known as the Royal Hungarian Express, composed of a Wagon Lits car of 1926 and carriages used by Hungarian heads of state. Hungarian specialities and wines are served in the mahogany-panelled dining car, and there are two presidential suites with private shower; other compartments have use of showers at the end of the carriages.

It is run by Mav Nosztalgia, but booking for the train is only through specialist railway travel companies, which often devise itineraries that take the train into neighbouring countries. Contact Great Rail Journeys (01904 521940; www.greatrail.com) or the Railway Touring Company (01553 661500; www.railwaytouring.co.uk).

IN BRITAIN?

Orient-Express (020-7960 0500; www.orient- express.com) operates three trains in Britain. The British Pullman is composed largely of Pullman cars from the 1920s and 1930s and operates day and weekend excursions from London Victoria. Destinations include cities such as York and Winchester, Cowes for the regatta, Blenheim and Leeds Castle, and Cornish gardens.

Its counterpart, the Northern Belle, operates tours from 32 stations throughout Britain to a similar range of places and events, including St Andrews for a weekend of golf or Edinburgh for the military tattoo. It also operates four-course dinner excursions with champagne and wine. Its coaches are more modern, but their decor has been designed to evoke the "cruise" trains that were a feature of inter-war railway travel.
A recent addition to the Orient-Express portfolio is the Royal Scotsman (0131-555 1344; www.royalscotsman.com), which eclipses all other luxury trains for the opulence of its carriages - and the cost. The specially converted train carries just 36 guests for anything from a one-night "Wee Dram" to a seven-night "Grand North Western", which takes in the best of Scotland's railway lines and sights.
Excursions include private visits to country houses, boat trips to watch seals, guided walks and even a spot of golf. The sleeping cars provide 16 twin and four single bedrooms finished in marquetry with dressing table, full-length wardrobe and private bathroom with shower, washbasin and toilet. The train is stabled every night in a quiet siding or station.

Set menus are cooked by Frankie Quinn, newly arrived from the Andrew Fairlie restaurant at Gleneagles. All food and drink is included in the prices, which range from £610 to £4,680.

ON TRACK IN AFRICA?

A rival to the Blue Train was set up by Rohan Voss in 1989. Rovos Rail (020-7228 8283; www.rovos.com) uses remodelled, air-conditioned historic vehicles - half dating from the 1920s - in two dark green and ivory trains of 20 vehicles accommodating up to 72 passengers and a third train of 13 coaches with 42 berths for private charter. Two open verandas allow uninterrupted views, and all suites have a private shower or bath. Its private terminal station at Capital Park in Pretoria is worth a visit in its own right, and the overall standard of service and food is exemplary.

Rovos Rail's varied itineraries take in countries neighbouring South Africa. They last from 24 hours to a fortnight, with one of its five working steam locomotives taking turns with diesel and electric traction. Prices start at R7,380 (£602).

The air-conditioned calm of the Desert Express (020-8232 9777; www.desertexpress.com.na) in Namibia is the perfect way to appreciate the landscapes of this astonishingly arid country that has you wondering how they found enough water for thirsty steam locomotives. The nine-coach modern train made its first run in 1998. Its customary route is an 18-hour journey between the capital at Windhoek and the attractive coastal town of Swakopmund, still redolent of the brief German colonisation. It pauses for a visit to a game lodge and a feeding of lions, with a walk among coastal dunes after breakfast the following morning. Longer journeys to the famous Etosha Pan and to Luderitz and the ghost town of Kohlmanskop are offered. Fares for a shared double start at N$1850 (£156).

THE ROCKIES IN COMFORT?

Rocky Mountaineer Railtours (020-7616 9999; www.rockymountaineer.com) runs over the Canadian Pacific route through the Rockies, generally regarded as even more spectacular than the more northerly Canadian National route taken by VIA's Canadian service (001 514 989 2626; www.viarail.ca). Overnight stops are always in hotels, often in the former Canadian Pacific hotels now owned by Fairmont. Its GoldLeaf cars offer better facilities and service than RedLeaf and have the advantage of being double decker, with panoramic windows on the upper level and dining facilities below. Prices in GoldLeaf start at C$1,099 (£489).

DOWN UNDER?

The civilised way to cross the Nullarbor Plain is by the Indian Pacific (0870 751 5000; www.gsr.com.au), which covers the 4,352km between Sydney and Perth in 64 hours. The Ghan (0870 751 5000; www.gsr.com.au) runs on a line fully opened only last year from Adelaide via Alice Springs and Katherine to the coast at Darwin, a 2,979km north-south crossing of the continent. Though not on a par with other luxury trains, Gold coaches offer ensuite showers and toilets and food, plus modern Australian cuisine.

ANYTHING NEW?

Inaugurated in 2000, the Victoria Express (00 84 4 747 2597; www.vietnamstay.com) leaves Hanoi in the evening with a restaurant car and two sleeping cars attached to the normal train, arriving the following morning at the border town of Lao Cai for the Victoria Sapa Hotel at a nearby hill village. It's a remarkable train for Vietnam and most passengers complain that the 10-hour journey is too short. Tickets cost from US$75 (£41).

From May 2006 passenger trains will be revived over the fantastically scenic line between North Vancouver and Prince George by Rocky Mountaineer (001 604 606 7245; www.whistlermountaineer.com). The Whistler Mountaineer will offer a three-hour journey to the skiing and summer resort, skirting Howe Sound and climbing through the Cheakamus Canyon. The train will include full-length, single-level dome cars and an open-air observation car. Rocky Mountaineer has commissioned a new diesel train for the wonderfully scenic journey beyond Whistler through the Fraser River canyon to Prince George with an overnight stop at Quesnel before turning south east to reach Jasper.

ALL ABOARD: THE RESTORATION OF THE ORIENT EXPRESS

When James Sherwood bought at auction a nucleus of former Wagon Lits carriages, he planned to revive the Orient Express, which had made its last run in May 1977.
Sidings and carriage sheds across Europe had been scoured for more restorable examples, and work was nearing completion. The story of the replacement of marquetry panels, etched glass, seat moquette and interior fittings is a tribute to the carriage builders' skill and the standards set by Sherwood. The Venice Simplon-Orient-Express (020-7960 0500; www.orient-express.com) launched on 25 May 1982. Since then, it has become one of the world's great tourist experiences. There was no concession to modern amenities in the restoration of the train, so it offers an authentic experience of train travel between the wars.

The compartments are small, and have only a washbasin in a corner cupboard, but the elegance of the carriages is unrivalled. Pre- and post-prandials are served in the bar to the sounds of a baby grand piano, and the three dining-cars serve outstanding food. Most passengers take their ease between Paris and Venice, where many stay at the complementary Hotel Cipriani, also owned by Orient-Express. But the train also operates occasional forays to Rome, Prague and Istanbul, the last retracing the classic route of the train and entailing hotel overnights in Budapest and Bucharest. Fares range from £1,350 for Venice-London to £3,725 for Paris-Istanbul, including all food but not drinks.

National Express takes £60m hit on US bus sale

The Independent: 29 July 2005
By Michael Harrison Business Editor

National Express has become the second UK transport group to run into trouble in America by announcing that it will take a £60m hit on the sale of its US public bus operations to the French group Connex.

The business, ATC, was bought five years ago for $180m (£102m) and is being sold to Connex for $93m. ATC operates public bus services in 50 US cities spanning 18 states. Last year it generated profits of £7m on sales of £152m.

August 09, 2005

100mph train hits plank of wood

BBC News: 9 August 2005

An inquiry has been launched after a 100mph passenger train hit a plank of wood on a busy commuter route.

A London-bound First Great Western high-speed train, with 150 passengers aboard, struck the plank on Tuesday morning near Cholsey in Oxfordshire.

No-one was hurt in the incident and there was only minimal damage to the train after the driver spotted the piece of wood and applied the brakes.

The train, from Bristol Parkway, reached Paddington about an hour late.

A spokesman for Network Rail, which is carrying out the investigation, said: "There was track renewal work going on overnight and we are looking to see if that work, or vandalism, had anything to do with this incident."

Sale of Lynx Express to UPS

11th August 2005
 
Dear Colleagues,
 
I write to advise branches that RMT negotiators recently met with the Chief Executive of Lynx to discuss the announcement of the sale of the business to UPS.

The company have confirmed that at present no contracts have been signed but it is expected for the process to be completed by no later than mid to late September.
 
At our meeting we received an assurance from Lynx that there will be regular dialogue over the sale and a further meeting is being arranged for early September at which we will be meeting with UPS representatives and Lynx management to directly discuss the situation. At that meeting we will be seeking assurances about jobs, pay and conditions and pensions. Furthermore we are making enquiries as to the future of branches and the Hub.
 
Members can be assured that the existing bargaining arrangements remain unchanged and RMT remains the only recognised union for Lynx Express in England and Wales. We will be doing everything possible to protect jobs pay and conditions in the light of this new development. 
 
I will be keeping members fully advised of further developments.
 
Yours Sincerely,

Bob Crow,
General Secretary RMT Union
 
RMT members who wish to discus any issues can contact the above numbers or RMT Regional Office 0117 9255018 or RMT Helpline 0800 376 3706.

If you are not a member of the RMT yet please contact any of the numbers above to join and get immediate workplace protection and the member benefits package offered by the RMT.

Making safety dangerous again

Hazards Magazine 88: October-December 2004
HSC_revitalizin1 (33k image)
Safety controls are being undermined at work, and it's the safety watchdog that is responsible. As the UK drops down the world's safety rankings, Hazards looks at the dangerous thinking behind its policy shift.

Health and Safety Commission claims of a move to "sensible controls sensibly applied" and "evidence-based" policy making (Hazards 86), have taken a serious knock as three reports show the UK has fallen out of the world's safety elite and has adopted a dangerous and poorly argued policy platform.

In the week following July's Select Committee report [1] which rubbished HSC's current strategy and called for more enforcement and more safety reps rights and new figures showing a 4 per cent rise in workplaces fatalities, HSC chair Bill Callaghan commented: "Great Britain has the second lowest rate of workplace fatalities in the European Union, beaten only by Sweden, but this should not be taken as a call for complacency."

He added: "HSC/E are committed to being a good partner - working with others to improve health and safety, but this needs the support of industry to make sensible health and safety the cornerstone of a civilised society."

However, new reports from the International Labour Organisation (ILO) and the Centre for Corporate Accountability (CCA) reinforce the Select Committee's damning findings.

Economic security for a better world [2], a September 2004 report from ILO, used a detailed "work security index" to rate nations for health and safety performance. Report co-author Dr Ellen Rosskam told Hazards the UK came 21st out of the 23 developed nations included in its research, ahead of only the US and New Zealand. It also failed to make the global top 10 on safety outcomes.

She added that overall ILO did not rank the UK alongside other European Union countries as a health and safety "pacesetter." Instead it was consigned with countries including Barbados, Argentina, Chile, Estonia and Latvia to the "pragmatists" also-rans category. According to Rosskam: "Pacesetter countries perform better in protecting workers' health than countries that do not make the pacesetter group."

How the UK under-performs on safety

ILO's Work Security Index is a detailed evaluation of the factors contributing to an effective health and safety performance, and compared the records of 95 countries worldwide.

UK WSI ranking 21st out of 23 developed nations; 18th among western European nations.

UK classification Failed to make the elite "pacesetter" grade, instead falling into second tier "pragmatist" group.

UK process rating 77th out of 95 countries. UK scored badly because of low government spending on compensation and disability and invalidity benefits.

UK outcome rating 12th out of 95 worldwide; 11th in western Europe. Fell behind other European countries because of less complete legal protection and methods to ensure laws are observed.

Click here to read an in-depth interview with ILO's Dr Ellen Rosskam, November 2004

No motivation

The CCA report, Making companies safe [3], reviewed the UK and international evidence and concludes inspection and investigation backed by legislation is most effective in guaranteeing safety at work. The Amicus-backed report says HSE's shift to less enforcement and more voluntary approaches has been dictated by a lack of resources, which has forced a recruitment freeze and a reduction in the number of HSE inspectors and the frequency of inspections.

It adds that a Treasury-led review is looking at the possibility of conducting "targeted inspection programmes" that could exempt some companies from HSE inspections altogether. The Hampton review of regulation and enforcement in a range of agencies including HSE, is only soliciting the views of business.

According to Dr Courtney Davis, author of the CCA report, HSC chair Bill Callaghan and top HSE bosses, caught up in this deregulatory fervour, "are confusing means with motivation. Guidance and information might provide employers with the means to improve health and safety but they don't provide employers with the motivation."

Credible threats

CCA's Courtney Davis added: "What motivates the majority of employers is the threat of enforcement. But current levels of HSE inspection, investigation and enforcement are too low to provide a credible threat. "On top of this the evidence suggests that if there aren't adequate levels of inspection and enforcement then resources expended on 'alternative interventions' - like supply chain pressure, partnership approaches, and firm reputation - may be money down the drain, since these interventions are themselves dependent upon credible levels of inspection and enforcement."

Derek Simpson, general secretary of Amicus, said: "There is overwhelming evidence that the threat of legal action is the key driver for companies to improve their health and safety standards. The HSE's new focus on education and information through voluntarism is not enough unless backed by rigorous and effective enforcement action." He added: "Companies have to be compelled to act and the current low levels of inspection, enforcement and prosecution do not provide a sufficient deterrent to those who have little regard for the health and safety of their employees."

It's deregulation, stupid

The evidence, however, seems to be playing a secondary role in HSC's decision-making. The entire HSC "Strategy for workplace health and safety in Great Britain to 2010 and beyond" was prepared without any HSC evaluation of whether the new approach would work, HSC sources have told Hazards, adding that it is only now considering commissioning an evaluation.

Instead, the strategy was devised to meet deregulatory pressure from the government. Becoming a modern regulator, a 23 March 2004 internal HSC paper, notes "there has been deregulatory pressure from within government to reduce burdens on business, be clearer about the benefits of regulation, and more sympathetic to business needs." It adds that "HSE has responded positively to the debate."

The pressure to downgrade safety protection is Europe-wide. HSC's Bill Callaghan spoke at a flagship European Union conference in Amsterdam in September on "soft laws and voluntary initiatives." Dutch union federation FNV and Christian union CNV boycotted and protested outside the conference, which they say was a thinly veiled attempt to push a health and safety deregulation agenda.

Similar moves are occurring on the global stage. A draft framework document from the ILO promotes voluntary measures and self-regulation, a dramatic departure from its usual support for meaningful and enforceable regulation of workplace standards.

Why no new union rights?

At the September 2004 TUC Congress, unions gave a resolute "no" to the UK government's shift from enforcement towards voluntary approaches. Introducing the main health and safety motion, GMB general secretary Kevin Curran said union safety reps were "the success story of the last three decades" and added: "It's a genuine mystery to me why this fantastic contribution to society goes unrecognised by government."

He said government foot-dragging was because "our demands are at odds with the deregulatory agenda which this government seems determined to pursue." Curran added that rather than opt for greater safety rep involvement, better inspection and stronger enforcement, "the government is systematically undermining the health and safety system to reduce so-called burdens on business. And sadly, the chair of the Health and Safety Commission seems unable or unwilling to oppose this folly."

Curran said there were two straightforward choices - deregulation, or "a system - funded by a compulsory levy on employers - of support for safety reps, effective inspection and enforcement of strong laws that will deliver a reduction in deaths, injury and disease." Union delegates to Congress voted for the latter route, which will now form the basis of a union campaign strategy to be headed by TUC.

And Prospect, the union representing Health and Safety Executive inspectors and specialist staff, is backing the campaign. It says: "Current policies clearly aren't working - last year 25,000 people were seriously injured at work and fatalities rose to 235. Prospect calls on the government to consign its current policy of cost-cutting deregulation to the dustbin."

Workplaces are unsafe and unseen

The lives of workers and members of the public are being put at risk because too few employers are receiving visits from official health and safety inspectors, according a new TUC safety survey.

Focus on union safety reps, the November 2004 report, shows almost four in ten (39 per cent) of the union safety reps questioned by the TUC said that their workplace had never been inspected by either the Health and Safety Executive (HSE) or by a local authority safety inspector.

According to the TUC survey of over 4,500 workplace safety reps, when an HSE or local authority inspector does finally pay a visit, many of them do not talk to the union safety reps - the people most likely to know of danger spots in the workplace. Of those that had a visit, only 36 per cent said that they or other safety reps were spoken to by the inspector; 38 per cent said that they or other safety reps were not spoken to by the inspector; and 26 per cent did not know.

And that survey found that despite a legal requirement on bosses to involve safety reps in any changes designed to make the workplace safer, only four in ten (42 per cent) of employers had done so.

TUC general secretary Brendan Barber said: "Regular inspections are an ideal way of keeping firms on their toes, but at the current rate, they could wait years for an inspector to call." He added: "If we are serious about improving the UK's poor workplace safety record, the government must allocate extra resources to the HSE and local councils to enable them to increase the number of inspectors able to visit companies on a regular basis."

Trade union trends: Focus on union safety reps, fifth biennial survey of safety reps, TUC, November 2004.

Abandon partnership

Lately, HSE has claimed its safety blueprint has been misunderstood, and that it wants to maintain enforcement but target it better and complement it with the advisory and voluntary measures.

CCA's Courtney Davis sees it differently: "The HSC and HSE management are now claiming that we've got the wrong end of the stick, that they will be maintaining current levels of inspection and enforcement and that it's all just a storm in a teacup. But the point is that current levels of inspection, investigation and enforcement are much too low. If they understand the importance of inspection and enforcement, and if they've looked at the evidence, then why haven't they stated publicly that they need more money for front line inspectors?

"In fact, they've done exactly the opposite. They've said that even if they did have more money they wouldn't employ more inspectors. So it's just disingenuous to say that we've got it all wrong."

So far there are few signs of HSC abandoning the deregulatory drive. At the July 2004 launch of HSC's annual report for 2003/04, HSC announced it had "achieved savings valued at £12.7m for the year." HSC chair Bill Callaghan commented: "HSE has had a successful year with a number of targets exceeded. The major task in the coming year is now to deliver the Strategy and the Commission is determined to do this in partnership with others."

However determined HSC is, it will find itself in difficulty. The Strategy has few supporters and plenty of detractors. A retreat might be humiliating, but at least it won't be deadly.

What should the safety watchdog do?

The Health and Safety Commission has kicked off the latest stage in its development of an "interventions strategy" - establishing the main techniques it will use as a regulator. The move comes amid fevered debate over the UK's future health and safety strategy, particularly the balance between enforcement and voluntary approaches.

HSC says the new consultation is important because "we believe that decisions affecting our future direction and priorities are best made when based on a combination of reliable research evidence and the considered opinion of people with an interest, great or small, in workplace health and safety." It adds that for the approach adopted "to have real validity we need your views on our proposals."

TUC head of safety Hugh Robertson has welcomed the debate on enforcement: "We think it is important that the HSC strengthens its existing inspection and enforcement regime and that other initiatives, where they can be shown to be effective, are used to complement it," he says.

He cautions, however that the TUC will "resist any move of resources from those methods we know work, inspection and prosecution, to 'softer' approaches, just because of pressure from employers. The sole criteria must be what will best prevent injury and ill-health."

Not just Labour pains

All the major parties are keen to cut workplace safety protections.

A senior adviser to the Liberal Democrats who quit his role as chair of its working group on employment earlier this year claims the party has been "hijacked by a coterie of laissez-faire economists" determined to reject EU minimum standards in the workplace.

Academic and journalist Robert Taylor resigned when it was clear he was going to be prevented from writing a radical employment agenda committed to proper health and safety standards, works councils and information and consultation rights.

And the Conservatives are proposing to roll back human rights law in a move that could restrict access to compensation and lead to the loss of some workplace safety protections.

Writing in The Spectator in August, shadow home secretary David Davis cites as a waste of public money the case of a teacher awarded £55,000 after slipping on chip. A court had found that her employer had failed to properly assess and act to prevent a foreseeable risk.

Davis added: "We need to think about how to limit liabilities on company directors and charity trustees, how to 'sunset' health and safety legislation..."


References

1. The work of the Health and Safety Commission and Executive. House of Commons Work and Pensions Committee. Fourth Report of Session 2003-04. Volume 1, HC 456, July 2004.

2. Economic security for a better world, ILO Socio-Economic Security Programme, International Labour Office, September 2004. 50 Swiss francs/£21.95. ISBN 92-2-115611-7. Free online summary [pdf] ? ILO Socio-Economic Security website

3. Making companies safe: What work?, CCA, September 2004 - introduction, main findings and full report [pdf].

Hazards Campaign call for end to 'deregulation fetish'

Hazards 2005 Conference: 4th August 2005

DELEGATES AT HAZARDS CAMPAIGN CONFERENCE CALL FOR AN END TO THE GOVERNMENT'S DANGEROUS "DEREGULATION FETISH"

The governments 'deregulation fetish' will cost lives, a top workplace health and safety campaign warned ministers.

At the16th national Hazards Conference, held in Leeds from 29th to 31st July, 580 delegates representing hundreds of thousands of workers, discussed the current state of health and safety at a series of plenary, workshop and debate sessions. Concerned safety reps backed an international panel of speakers calling for strong safety regulation backed up by effective inspection and enforcement. They say a government push to reduce inspections and 'red tape' on business so Britain can compete in the global market place will only succeed in making Britain a far more dangerous place to work.

Fiona Murie Head of H&S at the International Federation of the Building and Wood Workers Union described how international solidarity by asbestos groups in the UK and the Netherlands had supported Australia unions and asbestos sufferers to defeat the James Hardie company. Fiona called for international solidarity on IWMD to win a global ban on asbestos.

Tony O'Brien Secretary of the Construction Safety Campaign said there can be no compromise on safety and the only way to reduce deaths on building sites is by on site trade union safety reps and organisation.

The call comes as new Health and Safety Executive statistics show official safety action in the most dangerous construction, agriculture and manufacturing sectors are failing to have any real impact. The campaigners fear any reduction in inspections and enforcement could lead to an upward trend in fatalities. Keynote speaker, Rory O'Neill, editor of Hazards Magazine said:

"The drive to reduce health and safety 'red tape' and the 'burdens' on business of inspection and enforcement is an enormous, dangerous red herring. Embracing risk in a bid to compete with China and India, as suggested by Tony Blair, is not the way to improve Britain's productivity. It is a way to make work in Britain considerably more dangerous though - both India and China have work fatality rates more than 13 times higher than the UK."

Hazards 2005 delegates passed the following resolution to the government:

"The government's current focus on deregulation is likely to accelerate 'the race to the bottom' in terms of health and safety standards.

Hazards 2005 Conference urges the government to abandon its deregulation fetish.

Hazards 2005 Conference urges the UK government to use its presidency of the EU to prioritise the improvement of health and safety standards.

Hazards 2005 Conference urges the government to support the adoption of the five main proposals in the ETUC memorandum dated 28/6/05, to improve the quality of working life in the European Union.

Hazards 2005 Conference also urges the government to play a more positive role within the ILO to ensure that health and safety improvements take place at a global level."

For more information contact Hilda Palmer Acting Chair of Hazards Campaign, at Hazards Campaign Secretariat, GM Hazards Centre, 23 New Mount Street, Manchester M4 4DE 0161 953 4037

Regions feel Bristol fashion is way to go

Financial Times: August 5 2005
By Robert Wright

The area intended for Bristol's deep-water container port is far from impressive.

Apart from a wooden wharf for mooring bulk vessels, there is little to interrupt the view across the Severn Estuary to South Wales.

Yet Bristol Port Company, the privately held business that bought the port from Bristol city council 15 years ago, believes the site at Avonmouth could become Britain's first big port for long-distance container ships outside the south-east of England.

Hovertrain to cut London-Glasgow time to two hours

The Guardian: Tuesday August 9, 2005
Martin Wainwright

Plans for a 300mph-plus "hovertrain" link which would cut cut journey times between between London and Glasgow to under two hours have taken a step forward.

Magnetic "hovertrains" which would reach Manchester from Heathrow in less time than a taxi takes to get from the airport to Westminster, would snake to Edinburgh and Glasgow in a zig-zag which crosses the Pennines along the M62.

The £30bn project, first announced in outline in February, is becoming a serious contender for the new north-south links announced in Labour's election manifesto.

The success of the world's first commercial "maglev" system in Shanghai has helped commercial acceptance.

The outline was warmly received last year in Downing Street by senior government figures including Tony Blair. The chancellor Gordon Brown has also travelled on the Chinese maglev between Shanghai centre and Pudong airport.

The British plan, promoted by a consortium called Ultraspeed UK, envisages 300mph services which would reach Leeds from London via Birmingham and Manchester in an hour and York and then Newcastle in a further 30 minutes. The newly published route goes on to Edinburgh and Glasgow in about another half an hour, with stations on the edge of cities and at airports and a notional earliest date of 2010.

"We can do something which even Stephenson and Brunel never managed, by creating a single route north," said Alan James, a regeneration expert at Ultraspeed. "Because maglev services can go up 1-in-10 hills, we are able to go across the Pennines just as the M62 does."

The project faces formidable hurdles, especially in planning terms, but may have an advantage because of its green credentials. The trains reach their 311mph by floating above a magnetic rail, with minimal friction to slow down the linear motor, a British invention developed in Germany.

Rail group's fears for franchise

BBC News: 3 August, 2005

A passengers' group says there is "widespread concern" over draft timetables for a new rail franchise. First Great Western has made the shortlist for the route.

First Great Western, Wessex Trains and Stagecoach are bidding to run the Greater Western rail franchise.

Christopher Irwin of the Rail Passengers' Committee said the proposals could harm service levels.

"The franchise is driven by a desire to minimise government expenditure, rather than effective delivery of a service," he said.

Mr Irwin added: "There is already widespread concern in the West country and in Wales about the draft timetable.

"Passengers who are aware of the detail are deeply concerned about whether this is the right way of awarding franchises."

"We believe we can offer a bid that will offer improved services and better value for money" - Steve Stewart

Mr Irwin said passengers were worried that the franchise would put "operating convenience before the needs of passengers."

The Greater Western franchise, due to commence in 2006, will merge the current routes of First Great Western, Great Western Link and Wessex Trains.

The franchise area covers the West country to London.

Companies have until 26 September to submit their bids to the government.

The winning bidder will operate long-distance, regional and local services in the Thames Valley, Cotswolds, Bristol and the surrounding area and the West of England with some cross-border services into South Wales.

'Analyse bids'

The Strategic Rail Authority (SRA) is currently being replaced by Department for Transport (DfT) Rail which will pick the final winner next winter.

Chris Atkinson - of DfT Rail told the BBC: "After 26th September we will analyse the bids which takes about three months.

"Then, round about the turn of the new year, we shall announce the new preferred bidder and the new franchise will begin operating on 1st April."

Steve Stewart of Stagecoach said: "We are expecting tough competition to run the franchise but we have a first-class team that has excellent experience for the challenges involved.

"This is a very big and diverse franchise" - Richard Gibson

"We believe we can offer a bid that will offer improved services and better value for money as well as providing the right return for shareholders, so we are certainly on track with our bid."

First Great Western currently operates about 84% of the rolling stock on the three franchises which are to be merged into one in 2006.

Tim Bowcock of the Swindon-based operator said: "We are currently consulting with stakeholders and passenger groups.

"We will then filter those into the bidding process which will go to the Strategic Rail Authority."

National Express, the coach carrier and parent company of Wessex Trains, is the third bidder hoping to run the new franchise.

Richard Gibson of the company said: "This is a very big and diverse franchise.

"We are confident that we have the experience to deliver a good service to customers and shareholders as well as encouraging more people to use the railways."

A decision on the new franchise will be made early in 2006.

Objections raised about rail cuts

BBC News: 5 August 2005

An objection has been lodged about proposed cuts in rail services through Wiltshire from 2006.

Wiltshire County Council says it is unhappy about a reduction in services through Melksham, Westbury and Bedwyn.

It also says it is not happy about trains between Swindon and Southampton switching to direct services because it will mean cuts in Warminster.

Changes could take place from 2006 when the new merged Greater Western franchise is due to begin.

Winning bidder

The franchise, which will be awarded by the Strategic Rail Authority, will merge the current routes of First Great Western, Great Western Link and Wessex Trains.

The franchise area covers the West country to London.

The winning bidder will operate long-distance, regional and local services in the Thames Valley, Cotswolds, Bristol and the surrounding area and the West of England.

First Great Western, Wessex Trains and Stagecoach are bidding to run the Greater Western rail franchise.

Councillor Fleur de Rhe-Phillips said: "Wiltshire County Council will be responding robustly to these proposals."

ITF backs railway workers' struggle in Indonesia as national strike looms

International Transport Workers Federation (ITF): 4 August 2005

The ITF has urged the government of Indonesia to sit down at the negotiating table with railway workers to resolve a dispute over a demotion in their pay and conditions.

Members of the ITF-affiliated Indonesian railway workers' union Serikat Pekerja Kereta Api (SPKA) are up in arms over government plans, which will see their pay, pensions, and other benefits, including medical assistance, dwindle. The proposals, stemming from a 1992 ministerial decree, involve changing state railway company workers' status from civil servants to ordinary employees as part of a process of privatisation.

In a letter to Indonesian President Susilo Bambang Yudhoyono, ITF General Secretary David Cockroft expressed concern over the plans and reminded him: "The international experience of railway restructuring shows that governments do better when they draw workers into restructuring debates; I would therefore encourage you to intervene to commence genuine negotiations with the union, with the aim of arriving at an agreed solution."

Union leaders, who organised a protest rally on 27 July in Jakarta, are pledging to step up action: a national strike will take place on 8 - 11 August if the situation remains unresolved.

Meanwhile the ITF has called for its affiliates around the world to express solidarity with the SPKA.

August 08, 2005

Closure Ducks lined up in a row

Rail Professional: August 2005
Alan Whitehouse is transport correspondent for BBCNorth

Worrying times... despite reassurances, something odd is happening with regard to Northern Rail. The Railways Act has simplified the process of closing down parts of the railway,which, says Alan Whitehouse, is ominous for parts of the cash-strapped Northern Rail network.

If you wanted to re-shape the railway network - and let's not use the "closure" word - how would you set about it?

Well, firstly you might want a review of the system, to see which parts of the network are earning their keep and which are not. You might want to examine areas that deserve ?special pleading? ? issues of social inclusion or serving a very specific market such as school trips come to mind ? for which a case for additional subsidy might be made.

You might then want to have someone in place to supervise the re-shaping procedure. A single point of contact, probably at the Department for Transport's Railways Group, who would understand the procedures and usher through the changes deemed necessary.

Given the convoluted history of Britain's railway system and the forest of legislation that has grown up around it over the years, you might also want to simplify the laws governing re-shaping the network. For example, is there really any justification for having a committee of a dozen people, supported by civil servants, spending a couple of years canvassing objections, staging a public hearing and then preparing a report for the Transport Secretary - particularly when the number of passengers using a service might be counted in single figures? Your re-shaping supervisor would then have an easier task, as well as being in a strong position, having a grasp of this new legislation that many others would not yet have acquired.

Finally, you would not want to be left with surplus rolling stock lying around after the "efficiency gains" of your "re-shaping" exercise.

So you might want to pre-empt that problem by striking a deal with the rolling stock leasing company that would allow you to hand back any trains no longer needed beyond the date when you think your re-shaping programme will be complete.

Now the funny thing is that all these things have happened within the last nine months or so. So what is going on?

The DfT is anxious - as it would be - to play down talk of line closures (this is what reshaping really means because it has long been accepted that reopening railway lines, in England at least, is now strictly for the birds). Yet, for all the assurances, something odd is happening.

Take the review process. Last December the SRA let the new Northern Rail franchise with a promise that it would bring "an end to any remaining uncertainty over the future shape of rail services in the north of England".

Within two months it emerged that the SRA was planning to send in consultants to conduct a noholds-barred review of the Northern Rail franchise. Costs, service levels, substitute buses, even line and station closures would be included.

'Only station and line closures,we are told, are off limits.So, a major review that was quickly downgraded to a minor review is now back as?well, a major-ish review.'

Within days of the story breaking, the DfT claimed there had been a change of mind and that the review had been scaled back. No major changes were planned, just a bit of tinkering around the edges. Now, however, it has emerged that the consultants, Steer Davies Gleave, will after all be looking at service levels and considering replacing trains with buses on some routes. Only station and line closures, we are told, are off limits. So, a major review that was quickly downgraded to a minor review is now back as - well, a major-ish review.

The DfT is keen to stress that this is about reviewing a timetable that is up to 15 years old and may not be capable of meeting modern demands. It's true that parts of the network inherited by Northern Rail have not seen significant changes for a long time, but many areas have. The Aire and Wharfe valley lines, for instance, saw a timetable recast with the introduction of a fleet of Class 333s. Tyneside and Teesside have already seen rationalisation with cuts to services that brought a threat of legal action against the SRA. The line from Huddersfield to Sheffield and Lincoln has just been totally recast and a new fast service links Sheffield and Leeds.

It's not exactly the total stagnation the DfT would have us believe.

When coupled with the Department's advertisement for a rail closures manager, it begins to look a little more sinister. The DfT says this is "a non story" but still finds itself unable to explain exactly why a rail closures manager is needed. This will be the first time since Dr Beeching that the Government has appointed an official to oversee the closure of parts of the rail network. The new permanent post commands a salary of up to £38k, so whatever is intended, it is not simply someone to assist with the Northern Rail review.

Whoever is appointed will be significantly helped by a streamlined closures process, contained in the recently-enacted Railways Bill, which does away with the tiresome and lengthy public hearings by regional passenger committees because the committees themselves have been disbanded.

That leaves us with the issue of surplus rolling stock. Except that there won't be one, because the entire Class 142 Pacer fleet on Northern Rail is now on a leasing deal that allows none, part or all of it to be handed back after December 2006. The Northern Rail review is due for completion in spring 2006, giving a comfortable margin for digesting Steer Davies Gleave's findings and then deciding what to do about any trains that are surplus to requirements.

There is, in fairness, a potentially innocent explanation of the desire to get rid of Pacertype trains (aside from the fact that they are truly awful) and that is the possibility of a cascade of rolling stock triggered by Trans-Pennine Express acquiring Class 185 units.

"This will be the first time since Dr Beeching that the government has appointed an official to oversee the closure of parts of the rail network"

This will release a substantial number of 15-year-old Class 158's, which clearly have plenty of life left in them. If refurbished and fitted with an air conditioning system that works in warm weather, these trains could be comfortable for longer commuter runs, supplanting Class 156s, which in turn might replace Class 150s, which would in turn oust the Pacers. Sounds good? Well, it's an idea I find difficult to buy into.

Each step of the ladder would incur extra costs because leasing a Class 150 costs more than leasing a Pacer, and so on right up to the cost of leasing a refurbished Class 158. With money clearly tight and the Northern Rail franchise let specifically on the basis of running the current timetable with the current fleet, it appears a nonstarter - unless, of course, cash can be found by making savings elsewhere.

Where might those savings come from? Well, we're right in the middle of a review, the closure procedures have been streamlined and a closures manager is about to be appointed; and there is a deal with the Roscos that allows the trains at the bottom of the heap to be handed back. If it looks like a duck and quacks like a duck, it very often turns out to be a duck.

Alan Whitehouse is transport correspondent for BBCNorth

Jerry Hicks' Interim Relief Hearing

Defend Jerry Hicks: 07-08-05

Stop the victimisation - Defend trade unionism at Rolls Royce
Jerry's interim relief hearing took place in Bristol on Friday 5th August. The hearing lasted all day and ended in victory for Jerry. Despite the hearing finding in Jerry's favour, Rolls-Royce refused to reinstate him.

A continuation order was awarded to Jerry (backdated to the date of his dismissal) which requires Rolls-Royce to maintain Jerry's pay and benefit's. See below the statement made by Michael Simpson, Jerry's Solicitor, after the hearing:

"The Bristol Employment Tribunal today determined at an Interim Relief Hearing that on balance it was likely that Mr Hicks was dismissed on trade union grounds.

"The Tribunal will determine the case at a full hearing at a later date. Mr Hicks has sought reinstatement back into his old job as full-time AMICUS convenor at the Rolls-Royce Filton site. Rolls-Royce continued their victimisation of Mr Hicks and refused to reinstate him following the hearing.

"The Tribunal therefore made a continuation order which means that Mr Hicks contract of employment is effectively preserved such that he will be entitled to his normal pay (including arrears of pay back-dated to the date of dismissal) until the full hearing. We anticipate that the Tribunal will hear this case in around three to six months.

"At the hearing Mr Hicks was able to demonstrate to the Tribunal that the company had failed to conduct a proper investigation into the allegations leading to his dismissal.

"Mr Hicks has been a prominent long-serving and successful trade union activist at Rolls-Royce for around twenty years and the company have singled him out for victimisation following a industrial relations dispute in June 2005. This is an excellent decision by the Tribunal and vindicates Mr Hicks consistent denial of the allegations throughout.

"This is a significant defeat for Rolls-Royce. Mr Hicks was represented at the Tribunal by Michael Simpson (Thompsons Solicitors - Bristol) and Rohan Pirani (Old Square Chambers - Bristol) on the instruction of the trade union AMICUS."

The ballot for strike action of manual Test workers on the Bristol site is under way and the result will be known soon after 11 August.

More info to follow soon

Reinstate Jerry Hicks - Public Rally

Stop the Victimisation - Defend Trade Union Rights

WITH TONY BENN - JERRY HICKS
and other prominent speakers from the Labour Movement

7:00 for 7:30
WEDS 17 AUGUST

THE COUNCIL HOUSE,
COLLEGE GREEN, BRISTOL

All Welcome
Bring Trade Union Banners

download pdf here
jerry_public_rally.pdf (21k file)

Union demands 12.5pc pay rise

The Sunday Times: 07 August 2005

THE militant union at the centre of crippling strikes on the Mandurah rail project is demanding a 12.5 per cent pay rise over three years.

The Construction, Forestry, Mining and Energy Union also wants to maintain a system in which workers can take sick days without being ill and without doctors' notes - which employers and the Opposition said sanctioned "blue-flu" under sick leave.

The union is also demanding increases in some allowances, which the employers say will blow out site costs.

Also in the CFMEU's latest enterprise-bargaining agreement, workers would still be allowed to turn up to a site affected by drugs or alcohol three times before getting a written warning. The worker could not be sacked "if he or she is willing to get help".

The union is also demanding its members get an extra $1.20 an hour for projects exceeding $11 million in value and the same again for working on new structures taller than two storeys or 10m. They would also get $23.80 daily in travel allowances, even on rostered days off.

The union also wants to entrench a 36-hour week in its latest pay negotiations with hundreds of building companies. Existing agreements expire in November and this one would go until 2008.

Employers say companies had previously agreed to the union's outrageous demands because of the difficulty in getting skilled labour and to buy industrial peace.

Some companies have already caved into the union's demands ? union boss Kevin Reynolds said 100 of 400 had signed and Multiplex had agreed on the union's terms.

But Opposition Leader Matt Birney said the CFMEU's demands and others like it were undermining WA's ability to capitalise on a once-in-a-generation economic opportunity being driven by the Chinese economy.

Mr Birney said the demands would add at least 15 per cent to the price of projects, which could ultimately kill some.

He urged builders not to sign the agreement and said Employment Protection Minister John Kobelke should oppose the sick- day provision in the Industrial Relations Commission.

He accused the Government of being "union-controlled".

Master Builders Association construction director Kim Richardson said the 36 hour-week combined with 26 rostered days off a year also in the EBA, increases in allowances and "blue-flu" sick days would cause a massive drain on productivity and blow out costs.

He said the pay increase, combined with the 36-hour-week, would end up at about 18 per cent because overtime bills would also go up.

Chamber of Commerce and Industry policy director Bruce Williams said the union would still find reasons to cause disruptions after EBAs were signed.

Mr Reynolds, the CFMEU construction state secretary, said the new EBA differed little from the previous one. He said the sick-leave clause was in many agreements and had been legally registered by the IRC.

He disputed that the EBA made labour excessively expensive, saying workers could have demanded more because of the skills shortage.

Mr Kobelke said EBAs and other industrial agreements were negotiated between respective parties.

"Such provisions are in EBAs because both parties have agreed to them," he said.

"The thrust of industrial relations reform over the past decade has been to allow the details of industrial agreements to be negotiated at the enterprise level."

August 06, 2005

Free Training for Women Trade Unionists

WOMEN INTO LIFE-LONG LEARNING

A one-day course for women trades unionists, organised by the South West TUC

* coping with stress
* being more confident
* encouraging other women into learning

MONDAY 19TH SEPTEMBER

DILLINGTON HOUJSE, ILMINSTER, SOMERSET

09.45 - 15.15

Application form contact: Laura Forman, SWTUC Learning services. Tel. 0117 947 0521

Jerry Hicks wins interim tribunal

BBC News: 5 August 2005

Union official wins hearing right
Jerry Hicks, Test Department Convenor at Rolls Royce, Filton has won the decision at an employment tribunal pre-hearing.

A Rolls Royce employee was probably "dismissed on trade union grounds", an employment tribunal has found. Jerry Hicks was dismissed from his job by managers on Wednesday.

Jerry Hicks, who is also an Amicus official, was dismissed by managers at the Bristol plant in July over two allegations of misconduct.

The decision - ahead of a full hearing - means that Mr Hicks' contract of employment will be preserved.

A statement from the tribunal said Mr Hicks had been able to demonstrate the company had not followed procedure.

It said Rolls Royce managers "had failed to conduct a proper investigation into the allegations leading to his dismissal".

The ruling means Mr Hicks will be on full pay, and will receive back-dated pay, before a hearing due in the next six months.

National Cycle Network daytrips

Sustrans: July 23, 2005

Get fit and see the countryside at the same time. The 10,000th mile of the National Cycle Network is due to be opened in September, which means thereare even more bike routes in the UK which are virtually traffic-free.

Routes along canal paths, disused railway lines, riversides and parks take you from the city out into the countryside, keeping you safe and healthy.

John Grimshaw, the chief executive of the sustainable transport charity Sustrans, has selected the UK?s best cycling day trips.

THE WEST COUNTRY WAY CYCLE ROUTE
Experience the variety of landscape between Padstow (on the North Cornwall coast), and Bristol on the 'Severn Sea', taking in the spectacular scenery of Exmoor and the Mendip Hills. National Route 3 runs from Bristol down through Wells, Glastonbury, Bridgwater and Taunton on its way to Devon and Cornwall. The Somerset section is covered on the West Country Way map. Any of the above sections present a challenging day cycle trip.

THE CAMEL TRAIL, CORNWALL
Running between the towns of Bodmin and Padstow, the Camel Trail is one of Cornwall?s leading attractions and a traffic-free mecca for around 500,000 visitors each year. Cyclists on the trail can follow an old railway line, explore the managed woodland that adjoins part of the route, and ride along the banks of the River Camel before reaching Padstow?s harbour and caf? The route is flat and easy, although other sections of the West Country Way to either side are more strenuous. Bikes can be hired if needed from shops in Bodmin, Padstow or nearby Wadebridge. There is lots to entertain children along the way, such as the steam railway at Bodmin and wildlife on the Camel Estuary, while adults will undoubtedly appreciate the wine tastings at the Camel Valley Vineyard (01208 77959).

Distance 17 miles (27km)
Time About 3 hours
Difficulty rating Easy. The link to the start of the trail from Bodmin Parkway is slightly more strenuous.

KIDWELLY TO LLANELLI, SOUTH WALES
This gentle section of the Celtic Trail is particularly suitable for young children, and the 36-mile round trip can be broken down into shorter chunks. Kidwelly?s impressive castle and the Wildfowl and Wetlands Centre just outside Llanelli mean that there are family-friendly places to visit at either end, and the route also takes cyclists through the award-winning Millennium Coastal Park and Pembrey Forest. Pembrey is a Site of Special Scientific Interest, with tracks around the visitors? centre providing ready detours from your cycling, and is home to a dry ski slope and toboggan run, adventure playground and eight-mile beach. All of this plus beautiful views over the estuary to the Gower Peninsula ensure that cycling through South Wales is an action-packed and attractive prospect for a family day outdoors.

Distance 18 miles
Time About 3 hours
Difficulty rating Easy, though it can be windy.

# Times given are approximate for an average family and exclude stops.

More information and online mapping of the routes can be obtained from Sustrans; www.sustrans.org.uk, or 0845 1130065. Cycling in The UK (Sustrans, £14.99) is available from Times Books First at £13.49(p&p is free). Phone 0870 1608080 or log on to www.timesonline.co.uk/booksfirstbuy

August 05, 2005

Get your walking boots on

Calling all RMT members ...
GET YOUR WALKING BOOTS ON!
... although, you don't have to take that as literally as this guy did.
nudehiker1 (21k image)
Saturday, 3 September 2005
Come and join fellow union members on a Saturday ramble through rural Dorset.

From Chetnole via Yetminster and Nine Springs Country Park to Yeovil.

Meet: 0842 train from Bristol Temple Meads, arriving Chetnole request stop 10.22

Return: Train from Yeovil at 1538 to Bristol Temple Meads

Length of walk: 8 miles

Take a packed lunch.

Relax.

Ring 01278 450562 or email Glen for more details.

Burston Strike School Rally - 'the longest strike in history'

BURSTON STRIKE SCHOOL RALLY:
Sunday 4 September, 2005
Burston, Norfolk

The struggle continues for trade union rights, working class education, democracy in the countryside and international solidarity.

On 1 April 1914 the pupils of Burston School marched in support of their two dismissed teachers, Tom and Kitty Higdon. The Higdons were closely associated with the Agricultural Workers' Union which brought them into conflict with the squirarchy and the Church of England which was responsible for the education of children in the countryside.

Association with the farm workers' union and Tom's election to the Parish Council as a Labour member had prompted the dismissals. The school children, 66 out of 72, had gone on strike. This was to be the first day of the longest strike in history.

The Strike School, the alternative to the CoE County School from where the Higdons had seen sacked, was firstly located in the blacksmith's workshop and latterly in purpose built premises erected on Burston Village Green by Labour Movement subscription.

The Strike School continued to function until the beginning of the Second World War. Tom Higdon died on 17 August 1939 and the school closed a few months later. Kitty, then in her seventies, was unable to carry on alone and the remaining pupils transferred to the County School. Kitty died on 24 April 1946.
In 1949 the Strike School was registered as an educational charity. There are 4 self-perpetuating trustees who, with the support of the T&G, manage the school and try to develop it as a museum, visitor centre, educational archive and village amenity.

Since 1984, an annual rally has been held in Burston to commemorate the first rally held in 1914 and celebrate the struggles that took place in Burston in the first half of the last century - a celebration of a challenge to the old rural order that has yet to be completed, but continues to be inspired by the struggle that began in Burston.

"But there really can be no peace or victory for us which does not bring with it freedom for the countryside, liberty and life for the labourer and prosperity and plenty to his home and family. The labourer must henceforth take his place industrially, socially and politically with the best and foremost of the land. He must do this himself - by the force and power of his union. And he can!" Tom Higdon in The Labourer January 1917.

11:00 - morning opens with JANET YOUNG, T&G General Executive Council

11:10 - speaker NICK DEARDEN, War on Want

11:25 - music GRAHAM MOORE

11:45 - speaker ZELMYS DOMINGUEZ CORTINA, Political Counsellor, Cuban Embassy

12:00 - speaker TONY BENN

12:15 - March around Burston "Round the Candlestick" following the route of the children?s original demonstration ~ plus entertainment on the Stage and Green with PALFI

13:30 - music fado

13:50 - afternoon opens with MICK CONNOLLY, TUC Regional Secretary

14:00 - speaker BARRY CAMFIELD, T&G Assistant General Secretary including the award of Norwich TUC?s lifetime membership to Mike Pendred

14:25 - music RED FLAGS

14:45 - speaker PAUL KENNY, GMB A/General Secretary

15:00 - music BLEEDING HEARTS

Railroad employee dies after being crushed by train car

Daily Home: 07-23-2005
By Kellie Long

RAGLAND, East-central Alabama -- A railroad employee was killed Friday morning in Ragland when a train car derailed in the shipping yard at National Cement Company, crushing him against a building wall.

John Michael Willis, 56, of Gadsden was killed when the last car of a Alabama & Tennessee River Railway train derailed, pinning him between the train car and a building wall. The cause of death is blunt force trauma, according to St. Clair County Coroner Dennis Russell.

The Ragland Police Department received the call to National Cement at approximately 10:30 a.m., said Police Chief Bubba Brown. Ragland Police and Ragland Fire and Rescue responded to the scene.

"When our rescue personnel arrived, he had rolled underneath the train," Brown said. "Rescue worked with him as much as they could."

Russell said he pronounced Willis dead on the scene at 11:07 a.m. He said it appeared Willis was standing on the rear of the last train car near the right side when the accident occurred.

"The engineer told me Willis was telling him (on the radio) that it was clear to move the train because no trucks were coming," Russell said. "The engineer said Willis started saying, 'stop, stop,' and the engineer hit the emergency stop. When he went to the rear of the train, he said he saw Willis pinned between the last car and the wall."

Russell said the last car slid to the right as it came off the rails and pinned Willis between the wall and the train. The Occupational Safety and Health Administration and the Alabama & Tennessee River Railway are still investigating what caused the train to derail.

Sonja Lother, National Cement's public relations representative from Panaroma Public Relations, said National Cement Company contracts with the railroad company, and the train and rails are the property of the railroad company.

Spencer Weitman, president of National Cement, said Willis was not a National Cement employee. The company did not wish to make a statement regarding the incident.

When contacted, a representative of Alabama & Tennessee River Railway said company president David Teeter was at the scene of the accident and could not be reached. Calls to Teeter's cell phone were not immediately returned.

Alabama & Tennessee River Railway, headquartered in Gadsden, is a subsidiary of OmniTRAX. According to the company's Web site, OmniTRAX is the largest private railroad operator in North America, and in February of this year the company announced its lease of the former CSXT Alabama Mineral Subdivision rail line to be operated by the Alabama & Tennessee River Railway. The rail line serves more than 40 customers, including National Cement, Progress Rail Services, Tyson Foods, SMI Steel, Georgia Pacific, Goodyear Tire and Rubber, Cargill, Praxair, Regional Recycling and Bowater Lumber.

Argentinian Railroad Workers Join Health Sector in Strike

Prensa Latina: August 5, 2005

Buenos Aires, (Prensa Latina, Havana) -- All Argentinian railroads except the capital´s subway network are on a 24-hour strike, together with other sectors in the country demanding a salary raise.

Engine-driver guild representatives stated that after failure of negotiations for over 100 days with the concessionary companies they decided to start the strike at midnight.

They also warned that if there is no agreement in a week, they will stop working for another 36 hours on Thursday and if the situation continues, the next week they will repeat for 48 hours, raising the ante until their demands are met.

Buenos Aires was plunged into semi-chaos because the absence of suburban trains brought bus transportation and routes to a standstill.

The five subway runs are working normally because their employees did not join the strike, thus partially easing movement in the city.

As part of a wave of demands for raising salaries, which have been frozen for almost fifteen years, the 72-hour strike announced for this week by the non-medical employees of Juan P. Garrahan pediatric hospital entered its last day.

The strikers gathered Wednesday in a general assembly and decided to reject the government proposal of increasing salaries by 20 percent, which does not even cover half of their demand, they said.

The workers agreed that if there is not a better offer, they will hold a general assembly Friday to decide future actions, with a 96-hour strike among them, which would start Tuesday.

Professionals of other hospitals, research centers, and Congressional employees are also on strike.

Mar del Plata port workers joined the strike on Thursday.

Update: Wessex Trains - Compulsory Redundancies

RMT Circular No: IR/309/05: 4 August 2005

Dear colleague,
You may be aware that a ballot of all grades at Wessex Trains was initiated after the company announced 13 redundancies among posts which they stated were "management" posts that included RMT members.

While many of those who were to be made redundant accepted the company's offer, one member of staff, an RMT member, fought to retain her job. This member argued that the Wessex procedure on redundancy states that there will be no compulsory redundancy and, in any case, her own depot had plenty of work which was being covered by overtime.

There had been no consultation with RMT over the matter nor with the Managers Sectional Council, suitable vacancies were frozen and others were not advertised.

The union found the situation to be totally unacceptable and, following a request from our Bristol Branch, a ballot of all our members at the company was initiated. This forced the company to enter negotiations with the RMT and, before the ballot was concluded, our member was given an alternative and, for her, a satisfactory position as a Guard. And I am sure that this outcome was only reached as a result of our threat to take industrial action which had united all grades at the company.

A report on the final negotiations was placed in front of our General Grades Committee, which took the following decision:

"That we note the correspondence from the Regional Organiser and that satisfactory arrangements have been made for our member.

"Therefore, the General Secretary is instructed to cancel the ballot for industrial action. We congratulate and appreciate the support shown by all grades in support of our member."

Yours sincerely,

Bob Crow
General Secretary

August 04, 2005

Govt knocks back demands of railway workers

The Jakarta Post: July 21, 2005

The government has turned down demands from thousands of protesting workers of state railway company PT Kereta Api Indonesia (KAI) to reinstate their status as civil servants, thus making more likely the possibility of a nationwide strike.

Minister of Transportation Hatta Radjasa said that an interdepartmental meeting had concluded that the government would not revoke Ministerial Decree No. 18/1992, which changed the status of KAI workers to that of regular company employees.

He added that he had discussed the matter with President Susilo Bambang Yudhoyono.

Thousands of workers and retirees of KAI held a rally in front of the ministry on Wednesday, calling on the government to drop the decree.

Unsatisfied with the minister's response, the protesting workers marched to the Constitutional Court, demanding a judicial review of the decree.

But a spokesman of the company Ahmad Sujadi was quoted by Antara as saying that there was no response from the court.

He reiterated that workers would hold a nationwide strike on Aug. 1-3 unless their demand was fulfilled.

According to the decree, the status of KAI workers would be changed from civil servants to regular employees.

As a consequence of the status change, workers and retirees would receive lower payments than civil servants, while also not enjoying other benefits, such as the annual additional month's salary given to government employees.

Responding to the protest, Hatta could only promise that the government would fulfill its responsibilities by disbursing Rp 500 billion (US$52.6 million) as compensation for the workers as a consequence of the status change.

"This is just an administrative problem. We have discussed this with the State Minister for State Enterprises last night. We have already thought about administrative solutions to this case," he added without providing details.

KAI spokesman Noor Hamidi had said that the company hoped that workers would not go on strike because it would only hurt the public, who were highly dependent on the train service.

However, head of the railway worker's union Amien Abdulrachman said that a strike was necessary to send a message to management and the government about the poor economic situation of KAI workers and retirees.

Elsewhere, the workers also reiterated their demand that the government change the current management, led by president director Omar Berto, as soon as possible, due to its poor track record.

State Minister for State Enterprises for State Enterprises Sugiharto indicated last week, in the aftermath of the railway accident in Pasar Minggu, South Jakarta, that the government was planning to replace Berto soon.

Jobless railway vendors protest

Ludhiana Tribune: August 4, 2005
D.B. Chopra

Chandigarh - As many as 200 railway vendors have been rendered jobless following the failure of contractors to deposit their licence fee arrears.

Mr. Dev Raj, president of the Railway Vendors Association, said today that for the past 16 days vendors had been coming to the railway station everyday with the hope that the impasse between the contractors and the railway authorities would be resolved and that they would get back their jobs.

Their hopes had been raised following the reported willingness of the contractors to deposit the arrears. The contractors had even moved the Panjab and Haryana High Court, praying that they were willing to pay the arrears in instalments. The plea was granted by the court, but still the railway authorities had been dilly-dallying in accepting the court verdict.

Mr. Raj further stated that vendors were being punished for no fault of theirs. Reliable railway sources, however, told this correspondent that the railway authorities in Delhi were contemplating handing over the catering arrangements at railway stations to a single contractor with effect from October. The vendors are willing to deposit the licence fee on their own for the next couple of months provided they are allowed to run their business.

They will hold a meeting tomorrow in this regard to chalk out their future line of action.

Meanwhile, commuters continue to face hardships on account of unavailability of eatables, tea and mineral water at the railway station.

Railway union seeks facilities for staff

The Hindu: Aug 03, 2005
Staff Reporter

VISAKHAPATNAM -- A team of East Coast Railway Shramik Union representatives under the leadership of its general secretary Chalasani Gandhi visited railway stations on the Kirandul-Kothavalasa line on Sunday and Monday to know the hardships faced by the staff of these stations.

The team visited Tyda, Shivalingapuram, Chimidipalli, Borra, Karakavalasa and Araku.

Mr. Gandhi deplored the "indifferent attitude'' of the railway administration towards staff welfare.

He was accompanied by union additional general secretary D. Shaleel and its deputy divisional coordinator Chella Rayudu.

Tube line reopens after bombings

BBC News: 2 August 2005

A Tube line has reopened for the first time since the 7 July bombings.

The Hammersmith and City Line was affected by the Aldgate and Edgware Road attacks and further suspended because of planned engineering works.

London Underground (LU) added that the Piccadilly Line, closed between Hyde Park Corner and Arnos Grove, should reopen completely on Thursday.

The District Line opened last week but it is not known when the Circle Line, also shut since 7 July, will open.

There is no service at the moment between Rayners Lane and Uxbridge on the Piccadilly Line either.

London Underground said that until further notice, a special bus service would call at Arnos Grove and Finchley Central to provide a connection with the Northern Line.

A second special bus service would operate from Arnos Grove calling at Bounds Green, Wood Green, Turnpike Lane and Seven Sisters to connect with Victoria Line services.

Additional bus services are operating on route 91 between Holloway Road and Euston via Caledonian Road and King's Cross St Pancras.

Eurostar security guards vote unanimously for strike action

RMT: 3 August 2005

BRITAIN'S BIGGEST rail union, RMT, has welcomed a solid vote for strike action for trade union recognition today by security guards working for Chubb at Eurostar depots at North Pole, Waterloo and Ashford International.

The 100 per cent ballot result for action showed the depth of anger over the lack of basic rights and more and more staff are joining RMT to be part of the fight to win union representation.

RMT will now inform Chubb of the result and the union's Council of Executives will consider dates for strike action.

The union has also called a strike ballot at Momentum Services Ltd on the Eurostar contract after the company also refused to recognise the union. That ballot will close on Thursday August 11, 2005.

"Of course, these disputes would not be necessary if agreements can be reached on the recognition and improvements to rates of pay on the Eurostar contract," said RMT general secretary Bob Crow.

"These members are working in traditional areas of the rail industry and deserve basic rights to recognition and representation," he said.

Bob Crow said that RMT remains available for talks but the ball was now firmly in Chubb's court to negotiate in order to achieve a settlement.

Job Descriptions -Thales Telecom Services

RMT Circular No. IR310/05: 4th August 2005

Dear Colleague,
Local managers are currently circulating new job descriptions which they are asking members to sign up to. In some cases they are claiming that these documents have been agreed at National level. I must emphasise that this is not the case.

The new Job Descriptions were due to be discussed at Company Council meeting today, but this was cancelled by management. There are serious concerns about some aspects of the document that is being circulated.

I can not emphasise strongly enough that members should not sign up to the current document under any circumstances. As soon as there is an agreed document it will be circulated to Branches in the normal manner.

Yours sincerely

Bob Crow
GENERAL SECRETARY

COSHH risk assessments

RMT Circular No. NP/307/05: 4 August 2005

Dear Colleague,
Referring to the above, a resolution was carried at the 2005 National Conference of Station Staff and Associated Grades Conference calling for the Union to take up members' concerns in connection with the lack of consultation and information regarding the Control of Substances Hazardous to Health (COSHH) risk assessments and safety data sheets.

This matter has been considered by the General Grades Committee, which has asked me to remind Branches of the requirements of the COSHH Regulations, so that these can be brought to the attention of health and safety representatives. Representatives should also be reminded to be vigilant and ensure that any problems that arise are raised promptly with Management.

The COSHH Regulations place a duty on employers not to allow any work activity liable to cause employees to be exposed to a substance hazardous to health unless there has been a suitable and sufficient assessment of the risks to health created by the work, and the necessary steps taken to prevent or adequately control exposure. Health and Safety representatives have the right to be consulted and provided with information as to the significant findings of the risk assessment, including the preventative or protective measures required.

The risk assessment must take into consideration the following:

* The hazardous properties of the substance.
* Information the supplier has provided on health effects, including the content of any relevant safety data sheet.
* The work activity, including the amount of substance involved.
* The level, type and duration of exposure.
* Any potential for a high level of exposure e.g. during maintenance.
* Any relevant Workplace Exposure Limits.
* The effect of preventative and control measures.
* The results of exposure monitoring and any health surveillance results.
* Where the work involves exposure to more than one hazardous substance, the risk presented by the combined exposure.
* The approved classification of any biological agent.

Employers must review the risk assessment whenever there is reason to believe it is no longer valid e.g. alteration in the method of work etc. However, even where no changes take place, the assessment should still be reviewed at least every five years.

Where it is not reasonably practicable to prevent exposure to a hazardous substance, the employer should apply adequate controls that will reduce the level of exposure and present less risk to the health of employees. Such control measures should be considered in the following order of priority, perhaps in combination as necessary:

* Replace with a less hazardous substance or in a less hazardous form.
* Totally enclose the process or handling systems.
* Introduce plant, processes or safe systems of work that minimize the emission of hazardous substances and reduces the risk of leaks, spills and escapes.
* Install suitable ventilation systems.
* Reduce the level of hazardous substance, or the level and duration of exposure.
* Arrange safe storage and disposal of hazardous substances.
* Provide adequate facilities for washing, changing and the laundering of contaminated clothing.
* Provide suitable personal protective equipment (PPE), but only as a last resort and in addition to other control measures.

Employees must make full and proper use of any control measures provided for materials, plant and processes, and follow the defined method of work. They should wear any PPE correctly, and return it after use to the accommodation provided. They should also promptly report any defects they find in any control measure, device or item of PPE

Any PPE that becomes contaminated by a hazardous substance must be removed when leaving the working area, and kept apart from any uncontaminated clothing or equipment. Contaminated PPE must be either decontaminated and cleaned or if necessary, destroyed.

I should be grateful if you would bring this matter and the need for vigilance to the attention of health and safety representatives.

Yours sincerely,

BOB CROW
General Secretary

£1.25bn CTRL funding 'is public debt'

Railnews: 04 August 2005

PRIVATELY-raised funding of £1.25bn for the Channel Tunnel Rail Link must count as public debt, the Office of National Statistics (ONS) has ruled in a surprise decision.

According to a report in 'The Times' newspaper, despite the £1.25 billion in backing for the CTRL having been raised by London and Continental Railways (LCR) through a bond issue to private investors, the ONS ruled that it must count towards the national debt.

'The Times' reported that the bonds issued by LCR are financed through a securitisation of future income to be paid to the company, in part by the Government.

In a conclusion that highlighted controversy over the Treasury's use of so-called "off-balance sheet" finance, the ONS said: "The mechanics of the set-up are such that government is judged to be holding the risk rather than the bondholders."

So far, over £20bn of borrowings by Network Rail, guaranteed by the government, have not been counted by the ONS as counting against government expenditure.

But with the ONS decision on the CTRL borrowings highlighting the issue again, there was City speculation that Chancellor Gordon Brown may have to alter his rules.

1,000 car keys missing in strike

Liverpool Daily Post: Aug 4 2005

KEYS for around 1,000 new Ford cars remained missing in Liverpool last night as a strike by workers over pay and jobs continued. Elsewhere, a further 1,000 cars were being delivered to showrooms around the UK after the keys were returned at another depot in Avonmouth.

Ansa Logistics, which transports vehicles across the country, said more than 2,000 cars had initially been locked at the depots in Avonmouth and Speke because their keys could not be found.

The company said it planned to seek an injunction in the High Court unless it received assurance that illegal secondary picketing will end at Avonmouth, Bathgate in Scotland and Portbury.

Ansa issued a fresh appeal to hundreds of strikers to understand the "reality" of a highly-competitive business, pointing out that its revenues were down 20% on the first quarter of this year.

"The payroll is the largest item in the company's cost base, and its fixed costs are twice those of the industry average.

"But this is not primarily about wages, it is much more about overmanning, productivity, and highly restrictive practices reminiscent of 1970s British industry," Ansa said in a statement.

About 350 drivers, fitters and support staff are involved in the action, which the union said was in protest at wage cuts and compulsory redundancies.

Reinstate Jerry Hicks

Amicus: REINSTATE JERRY HICKS

Jerry Hicks Amicus Test Dept Convenor at Rolls Royce Filton has been sacked for standing up to the company. Amicus supports Jerry's claim that he has been sacked because of trade union activities and is balloting 95 Test Engineers for industrial action and is extending the ballot to the rest of Filton.

An attack on a single convenor is an attack on every Amicus member.

Don?t let the company weaken our ability to campaign to save jobs and pensions.

Jerry has the full support of General Secretary Derek Simpson and the Amicus Aerospace and Shipbuilding Committee which represents over 100,000 Amicus members in 900 companies.

The Committee is also organising petitions, letters of support and e-mail protests to the company.

To join the campaign and add your support contact: Tony Pearce, Regional Officer, Amicus Bristol Office, Eden Park, 63 Macrea Road, Ham Green, Bristol, BS20 0DD.

You can also show your anger by writing to Chris Andrews, Employee Relations and Remuneration Manager, Rolls Royce, PO Box 3, Filton, Bristol, BS34 7QE.

Rolls Royce has posted half-year profits of £269 million ? a rise of 54% ? Jerry is being victimised for standing up for workers rights and job security. Join the campaign today.

REINSTATE JERRY HICKS

To download the full pdf version, click here

EWS appoints Euro boss to Board of Directors

EWS: 01 August 2005  

As the January 2006 deadline for European Union international rail freight competition approaches, EWS has appointed Hamdi Conger, a businessman with extensive interests in European road freight, docks and logistics companies to its Board.

Mr Conger brings a broad range of European experience and expertise to EWS and its provision of rail freight, passenger, engineering maintenance and hire services.

His Board positions include: Chairman of Hyva International BV, AES Seal PLC, JC Payne Ltd and Fabricauto SA.  In addition, Mr Conger has been a non-executive director of Roulunds Fabriken SA, Aktrion Ltd and FOS Ltd and also held the position of Senior Vice President for Alstom Transport Service Business.

Keith Heller, EWS Chief Executive, said:  ?Hamdi Conger brings a wealth of experience to the EWS Board, and will work with us in steering the company to further growth and success.  By operating efficiently and creating structured flexibility for customers in Britain and mainland Europe, EWS will continue to win more new business to rail.?

Mr Conger is married with three children and is 53 years old.

The members of the EWS Board are: Carl Ferenbach (Chairman), Hamdi Conger, Sean Finn, Brian Griffiths, Keith Heller, Claude Mongeau and David Richwhite.

August 03, 2005

EWS Update

RMT Circular No. IR. 290/05: 14th July 2005
 
Dear Colleagues,
The situation on EWS continues to be an extremely difficult one and things aren't helped by the company's continual lies and shenanigans.

Groundstaff members will now be aware that a 3% pay increase has been implemented without negotiation or agreement. The company took this decision as they claimed that RMT has delayed discussions for a new procedural agreement, the inference being that without a legitimate negotiating procedure, there cannot be a negotiated settlement.  
 
As I made it clear to members, we are in the process of consulting with our activists on the issue of a new negotiating machinery. If that takes a bit of time, then so be it. We do not wish to unnecessarily delay things, but we need to get things right. The old partnership agreement and, even more so, the subsequent proposals for a new one were loaded in management's favour. We need to redress this balance.
 
More worrying is the company's declaration of a further wave of 89 Groundstaff redundancies. The reason given for this is "changes in working practices". I attended a national consultation meeting on this issue and EWS have made it known that is was of 20 minutes duration and that I failed to engage inconstructive dialogue.
 
Given that EWS is already short staffed in every location with managers having to do Groundstaff members jobs, I fail to see how I could be expected to constructively engage in discussions to make even more of my members redundant.
 
It was made clear at the meeting, however, that the subsequent negotiations for changes to rosters and working practices to accommodate the redundancies would take place locally, but only with full-time RMT Organisers who will be assisted by lay EWS Representatives of their choice. Local Representatives must not let themselves be coerced to meet management alone.
 
This said, I can't imagine how EWS can expect us to agree to one more single job cut, at least not without significant productivity payments for the remaining members.
 
There is an increasing mood amongst members for a fight-back. Groundstaff and Engineering members have been sold short in this year's pay rise and are being fired at from every direction. I will be reporting the situation to the General Grades Committee shortly. I will write again in due course.
 
Yours sincerely

Bob Crow
GENERAL SECRETARY

Bonus Arrangements - Network Rail Infrastructure (formerly First Engineering)

RMT Circular No. IR278/05: 7th July 2005

Dear Colleague,
As part of the TUPE transfer of First Engineering staff to Network Rail, members carried the benefit of a 1.5% bonus over with them. While our members elsewhere in Network Rail have no such guaranteed bonus, the productivity related bonus of £1,112 is well in excess of that applicable to the former First Engineering staff.

The Union immediately raised this unfair discrepancy with Network Rail and after negotiations the company has offered to move our former First Engineering members into the Network Rail General Bonus Scheme. After consultation the GGC has accepted this offer.

This means that former First Engineering staff will benefit from the £1,112 bonus in their next pay packet. It is however paid on a pro-rata basis from the date of the TUPE transfer until the 31st March 2005. For most members the date of TUPE transfer was the 26th June 2004, but it was delayed for Small Plant and Trainers, and these staff will get their bonus pro-rata from the date they transferred. The Network Rail General Bonus Scheme will also apply for the current financial year, 1st April 2005 until 31st March 2006.

This does mean that former First Engineering members will no longer have the contractual right to a bonus under their current terms and conditions.

Yours sincerely

Bob Crow
GENERAL SECRETARY

MIMs/Time On Tools - Network Rail (formerly Jarvis Rail)

RMT Circular No. IR257/05

Dear Colleague,
You will be aware that in May I issued a Circular advising members not to complete Time On Tools.

This instruction stemmed from the fact that our repeated requests for a meeting with Network Rail on the matter had at that point come to nothing, and serious concerns related to the levels of paperwork and the way in which the information could be used were going unanswered. The union is determined, for example, that information on this form will not be used to play one worker off against another.

The form was introduced without agreement but with the exception of the former Carillion and Jarvis areas I understand that our members have been completing it. As a direct result of our stance on this issue, Network Rail have now come to the table. For the former Jarvis members we now have the following assurances:

That no two jobs are the same, that quality not quantity coupled with safety must remain the criteria.
Time On Tools will not be used as a comparator.
Time On Tools will not be used for poor performance aids.
Time On Tools will not be used for disciplinary purposes.
Training and briefing will be given.
Level of responsibility for completion of MIMS will lie with the Team Leader.

A further meeting is being arranged with Network Rail at which we will aim to get this agreement rolled out nationally.

As my previous advice has now achieved its aim of bringing management to the table, I am now withdrawing it. Members should now complete the MIMS form to the best of their ability.

I will of course continue to monitor the situation to ensure that it is resolved to our satisfaction.

Yours sincerely

Bob Crow
GENERAL SECRETARY

Northern Rail Contingency Plan: Role of the Guard

RMT Circular No: IR/253/05 - 23 June 2005

Dear colleague,
Further to previous correspondence on this matter the General Grades Committee has taken the following decision:

"A number of meetings have now been held with the company and as a result the following position has been reached and is unanimously accepted by the Company Council:

* Automatic Warning System (AWS) / Train Protection Warning System (TPWS) / Failure of on board safety equipment whilst in service - the words competent person are now deleted, the train is to proceed at reduced speed of 40mph and passengers should be detrained at the first suitable station after which the train should proceed only as far as the next available location or maintenance depot

* Emergency Bypass Swith (EBS) - when conveying passengers, they should be detrained at the first available station after which the train should proceed only as far as the next available location or maintenance depot

* Traction Isolation Switch (TIS) - passengers should be detrained at the first suitable station after which the train should proceed only as far as the next available location or maintenance depot

* First Available Stations - the status quo will remain regarding the suitable stations until a risk assessment is carried out by management, health & safety reps and company council reps to determine the new available stations for the Northern Train Company

* Driving Cab/Broken Obscure Window - the conductor to ride up front with the driver, unless the driver has any doubt as to whether the train can proceed safely, and the train needs to clear the lines for operations reasons or reach a point where the train can be repaired then the train should be double manned."

Branches will be kept advised of developments for all the matters as and when they arise.

Yours sincerely

General Secretary
Bob Crow

Introduction of Avantix - Virgin Cross Country

RMT Circular No: IR/299/05 - 28 July 2005

Dear colleague,
Further to previous circulars on the above matter, I am pleased to inform you that the union has negotiated a resolution to this dispute which will have significant benefit to our members.

As you may be aware, the company had tried to impose new chip and pin technology on our Guard members without any financial compensation. Following a ballot for industrial action short of a strike that resulted in a 2-1 majority in favour of taken action, the company was forced to return to the negotiating table. The outcome of this was that, in return for our members accepting the introduction of the Avantix machines along with new chip and pin technology, the company proposed withdrawing the current £1,000 threshold on commission payments and to introduce a flat rate of 5% on all Avantix takings.

The General Grades Committee considered the proposals and took the following decision:

"Having examined the proposals, we congratulate our representatives on an excellent achievement and instruct the General Secretary to inform the company of our acceptance.

"We further instruct the General Secretary to inform all relevant Branches, Regional Councils and individual members of this victory."

I would be grateful if you could distribute this information as widely as possible.

Yours sincerely

General Secretary
Bob Crow

Ford cars expected to be hit by delivery drivers strike

T&GWU: 1 Aug 2005

The strike has reached Avonmouth where there is a picket line.
Deliveries of new Ford cars to showrooms across the United Kingdom are expected to be hit from today by strike action at Ansa Logistics Ltd by members of the T&G.

Three hundred and fifty drivers, fitters and support staff have started the two weeks of action in protest at what senior union officials described as the "imposition of wage cuts and compulsory redundancies plus the termination of substantial parts of the union's national agreement." Ansa's main bases at Dagenham, Southampton and Liverpool will be affected as will the much smaller operation at Moss End in Scotland.

Ron Webb, T&G national secretary, said this morning that the strike will involve half the union membership this week with the other half taking action next week. Deliveries of new vehicles, he predicted, would be "seriously affected within days if not crippled" and he urged Ansa to think again with their client Ford. "Our people bear the heavy responsibility of transporting brand new Ford motors across the UK and it is right they should defend themselves," said Mr. Webb. "I'd say the mood of our drivers and support staff is one of a strong determination to fight back."

Industrial relations at Ansa have been fraught with tension in recent years. Just over two years ago a package of wage reductions was agreed by the union as part of a longer term deal which guaranteed job security. Since then attempts have been made to force through further cuts. These have led to ballots for strike action but not until today has a ballot led to action being taken. Mr. Webb said this time it seemed clear Ansa and Ford intend to impose their will.

"Ansa and Ford have not been easy to deal with," he continued. "The goalposts in our negotiations seem to shift all the time. First it was wage cuts and compulsory redundancies. Then improved productivity was added and then increased flexibility was demanded. Against this background our people have said enough. We'll strike to defend our pay, terms and conditions."

Ansa vehicles carry between eight and sixteen cars each and deliver to Ford showrooms across the UK. The T&G said that as far as they were concerned the company now intends to impose wage cuts and compulsory redundancies as a ninety day consultation period ends today. "The irony of this is that in spite of all the problems, tensions and wavering trust in Ansa, we were prepared to talk about voluntary measures," added Mr. Webb. "We are where we are because of the imposition by Ansa."

ENDS

Note to editors:

129 members at Dagenham are involved in the action, 64 at Southampton, 149 in Liverpool and 6 at Moss End in Scotland

For further information please call the T&G Press Office on 020 7611 2550

Railway firm fined over accident

BBC News: 2 August 2005

A railway contractor was fined £8,000 after an accident in a Kent tunnel left a worker with serious back injuries.

Leslie Thomson, 52, was working on the Strood-Higham railway tunnel on 4 March 2004, when a chalk block fell from the roof fracturing his back six times.

The Health and Safety Executive found that contractor, Costain Ltd, did not use a geologist to identify weak areas and failed to protect workers properly.

Costain Ltd pleaded guilty to the charges at Medway Magistrates Court.

The contractor was also ordered to pay £8,227 in costs on Tuesday.

Company fined £8,000 over railway tunnel accident

Health and Safety Executive: 2 August 2005

Costain Ltd has been fined £8,000 at Medway Magistrates Court for breaches of health and safety legislation. The prosecution followed an investigation by the Health & Safety Executive (HSE) into an incident on 4 March 2004 inside the Strood-Higham railway tunnel.

Leslie Thomson, a Costain employee, was working on foundations inside the tunnel when a chalk block fell from the roof, striking him and fracturing his back in six places. Mr Thomson was 52-years-old at the time of the accident.

Costain Ltd pleaded guilty to breaching Section 3(1) Health and Safety at Work etc Act 1974 at yesterday's hearing.

John Underwood, HM Inspector of Health and Safety, said: "Chalk falls had occurred regularly in the Victorian Strood-Higham railway tunnel in Kent. The project to line 1400 metres of the tunnel during 2004 meant that workers had to use heavy plant in a confined area. It was vital that areas of chalk instability were identified and fenced off; and that controls were used to prevent any falling chalk from hitting workers.

During the 14 month preparations for this work the principal contractor - Costain Ltd - had not intended to use a geologist to identify poor areas and had not intended to use steel canopies to protect workers building foundations for the new lining. On 4 March 2004 construction worker Mr Leslie Thomson from Seaton Burn, Tyne & Wear was struck by a block of chalk weighing in the region of 160kg that fell from the roof of the tunnel. He suffered 6 fractures to his spine and is still recovering.

This incident shows how easily construction work can go wrong and how critical it is that the work is carefully planned and managed so that workers are not exposed to unnecessary risks. In setting a penalty in this case the court took account that one week prior to the accident Costain had agreed with HSE that work would be restricted until a geologist could be appointed and canopies brought in. "

The company was also ordered to pay £8,227 in costs.

Notes to Editors

1. Section 3(1) of HSWA states, "It shall be the duty of every employer to conduct his undertaking in such a way as to ensure, so far as is reasonably practicable, that persons not in his employment who may be affected thereby are not thereby exposed to risks to their health and safety."

2. The maximum penalty a Magistrates Court may impose for the breach is a £20,000

3. Please see attached pictures

- ENDS -

HSE information and press releases can be accessed on the Internet: http://www.hse.gov.uk/

Issued on behalf of the Health and Safety Executive by Government News Network South East.

Regional news releases for the Health and Safety Executive can be viewed at http://www.gnn.gov.uk

Eurostar security vote to strike

BBC News: 3 August, 2005

Security guards working at Eurostar depots have voted unanimously to strike in a dispute over union recognition.

The Rail Maritime and Transport union said workers employed by Chubb at stations in Ashford, Kent, and London Waterloo, backed the move on Wednesday.

The RMT said the 100% vote in favour showed the strength of feeling and a decision on strike days will follow.

A ballot has also been called among staff who provide services for Eurostar over the same issue.

The ballot for workers employed by Momentum Services Ltd closes on 11 August.

Byers 'blocked attempt to save Railtrack'

Press Association: August 1, 2005

The former rail regulator Tom Winsor today said ministers had threatened to strip him of his powers as he fought to save Railtrack, the rail infrastructure company.

Mr Winsor said management at the firm had been wrongly convinced by the threats, even though it would have taken 12 months to pass the necessary laws.

"They believed that, and I think that was a disastrous error on their part but that was the judgment they made," he said.

Almost 50,000 former Railtrack shareholders are suing the government, claiming it plotted to push the company into administration. In the largest class action seen in Britain, the shareholders are seeking £157m in compensation.

The shareholders accuse the government of not properly considering ways in which the company could have continued to operate, because it secretly wanted to renationalise it.

The government has rejected such accusations, saying it was acting in the best interests of the public.

Mr Winsor said that, on the eve of Railtrack being put into administration, he offered to set up a review that would make more cash available to the company.

"The fundamental point is that Railtrack had access to potential billions of pounds of additional money via my jurisdiction as rail regulator," he said.

"When Railtrack went down, they were satisfied that a threat by the former transport secretary Stephen Byers to undertake emergency primary legislation to take my office under direct political control was as good as passed.

"It was not. It would have taken a year to pass. It would almost certainly have required the Parliament Act to get it through and until then my jurisdiction would be intact."

Mr Winsor told the BBC Radio 4 Today programme: "They [Railtrack] said, unless I could complete a review in 24 hours and put the money in their account on Monday, there was no point in starting the review. I found that quite extraordinary but that is the position that they took."

In testimony to the high court last month, Mr Byers said he had not been truthful to MPs about the events leading up to the collapse of Railtrack.

He told the high court his evidence to a Commons sub-committee was not accurate. He apologised but said he had not been trying to conceal any plot.

He denies forcing Railtrack into insolvency to avoid compensation pay.

Train yob gets 12 months custody

BBC News: 2 August 2005

An 18-year-old youth who threw a concrete block through a train window has been sent to a young offenders' institution for 12 months.

The youth, who can not be named for legal reasons, was 17 at the time of the incident in February.

The train driver from Par was hurt when the block was thrown from a bridge into his cab window near Penmere station on the Truro-Falmouth branch line.

Wessex Trains warned other youngsters not to play on railway lines.

The youth was sentenced under the Endangering the Safety of the Railways Act.

Managing director Alan Wilson said: "We are very thankful that our driver has now fully recovered and is back to work. However this incident could so easily have had a different outcome.

"We welcome this sentencing and hope that it reinforces the message that 'the railway is not a playground' and that all actions have serious consequences."

1,000 sign to save sleeper train

BBC News: 31 July 2005

Campaigners working to save Cornwall's sleeper rail service to London have passed the 1,000 signature mark for their petition. South west MPs have joined forces to fight for the sleeper.

The Save Our Sleeper campaign was launched earlier this month to retain a night service to the capital.

Cornish MPs are leading the campaign to save the sleeper amid fears it could be withdrawn next April by whoever wins the new Greater Western franchise.

The train loses an estimated £2.5m a year, according to government figures.

The sleeper train is popular with business travellers from Cornwall because it means they can arrive in London in time for early meetings.

The Department for Transport will choose the successful bidder for the new franchise which will start on 1 April.

August 01, 2005

Update Rolls Royce, Bristol - Jerry Hicks Sacked

AMICUS Test Stewards, Rolls-Royce, Bristol: 1 August 2005

Message No 7 - Jerry Hicks' sacking upheld. Strike ballot of Test manual employees from Wednesday. Messages of support to Jon Locke, Amicus Shop Steward, Test Operations, Rolls-Royce, Bristol.

Friday, 29 July 2005

The appeal hearing commenced at 9:30 am and continued all day. Jerry was accompanied by Ian Waddell, National Official, AMICUS and Tony Pearce, Local Officer, AMICUS. It was eventually adjourned until Monday, 1 August.

Monday, 1 August 2005

The appeal hearing resumed at 11:00 am and was concluded at approximately 4:45 pm, when the company announced that they upheld their previous decision to dismiss Jerry.

Jerry is disappointed, but not surprised at this decision.

A postal ballot of Test Manual employees will take place from 3 August 2005 to 11 August 2005.

Jerry?s application for Interim Relief will be heard this Friday, 5 August 2005.

A big THANK YOU to you all from Jerry and the lads on Test for the hundreds of messages of support and donations.

Jon Locke
AMICUS Test Steward
Test Operations ? Rolls-Royce, Bristol

Counter brief

The National Audit Office report 'Maintaining and improving Britain's railway stations' was out on 18 July 2005.
brief_encounter1 (34k image)
The recommendations are below, a full copy of the Executive Summary can be downloaded here, the full report can be downloaded here.

Britain's 2,507 railway stations vary greatly in size. Each of the 28 largest stations is used on average by 90,000 passengers a day, and each of the 1,200 small unstaffed stations by just 100 passengers. Seventy per cent of all rail journeys are made from the busiest 10 per cent of stations. Network Rail owns most stations and is responsible for their structural repair and renewal. It also operates and manages 17 large stations, known as managed stations. It leases the remainder, known as franchised stations, to 22 Train Operating Companies (TOCs) responsible for station maintenance, cleaning and operations. These TOCs pay rent (including regulated charges) to Network Rail.

Passenger satisfaction has improved a little, but remains low for many stations and for particular facilities and services

There is a gap between rising passenger expectations and what the government and the industry can afford to spend and justify as value for money but there are also structural barriers to the improvement of stations

With the forthcoming transfer of the SRA's strategic, franchising and operational monitoring roles, the following recommendations are directed at the Department and the other bodies that now have responsibilities for stations.

i Building upon the SRA's Modern Facilities at Stations and Community Rail Development Strategy, the Department should work with the industry to develop agreed minimum requirements for different categories of stations and agree on how and when these levels will be met where stations currently fall short. The requirements should be made clearly understandable to passengers, for example through a star rating system, so that passengers know what they can reasonably expect to find at different stations.

ii The Department should encourage greater involvement of passenger representatives in monitoring TOCs' performance at franchised stations and their compliance with the Code of Practice on access for people with disabilities, and publicise summaries of the results.

iii Once they have established their new measure of station maintenance and appearance, Network Rail and the ORR should make readily available to passengers the summary results of the annual inspections on which the measure is based.

iv The Department should work with Network Rail and TOCs to raise passenger awareness of, and support for, the Secure Stations and Safer Parking Award schemes and encourage more TOCs to participate in the schemes, particularly for stations where there are high levels of crime.

v Given the slow progress to date in responding to the Disability Discrimination Act 1995, the Department should quickly press on with the results of the SRA's consultation on its draft accessibility strategy and carry out three-yearly reviews of progress in delivering the priorities for improving accessibility by 2015.

vi Given third parties' concerns that Network Rail's fees for its work on station enhancements are high, the ORR should assess the case for organisations that promote and fund improvements to carry out some or all of the work themselves to save money, and tackle the barriers to entry where this would be more efficient.

vii The ORR, in consultation with Network Rail, the Department and the industry, should set out and make available on the ORR's and Network Rail's websites the steps that Network Rail should follow in its engagement with other organisations in considering their proposed station improvement projects and develop corporate targets for Network Rail to carry out and complete each stage of the process within specified periods of time. The ORR should include both the process and the targets in the new Stations Code.

viii The Department should, in consultation with the industry, set out its vision for stations over the next ten years, including the role of private sector investment in stations alongside the government's priorities for its own funding of station maintenance and improvements. It should, in particular, consider the capacity pressures that are anticipated over the next ten years and how they might best be overcome by government, the rail industry and other partners.

ix Building on the work of the SRA, the Department should work with the industry to tackle the barriers to bringing investment into stations from outside the rail industry. It should respond to outside interest in evaluating the range of options that have been proposed, including extended franchise periods and setting up of station companies involving private sector consortia, to assist in attracting greater investment in stations, for example, as part of wider urban regeneration packages. As part of its consideration of options, the Department should examine the scope to simplify the currently complicated contractual and funding arrangements for stations, to achieve efficiencies and make the funding of stations more transparent.

As Celia Johnson put it in the film 'Brief Encounter': " It's awfully easy to lie when you know that you're trusted implicitly. So very easy, and so very degrading."

Many passengers feel unsafe on Train Stations

Railnews: 1 August 2005

MANY passengers have seen little benefit from schemes to improve security, according to a report by the National Audit Office.

A survey found 55% of passengers felt safe in stations this year, an improvement of only one per cent since 2002.

Most respondents blamed anti-social behaviour by other passengers, but half said lack of station staff made them concerned for their safety.

The NAO report on the state of Britain's railway stations - which was undertaken before last month's bomb attacks in London - found passengers were most unhappy with 2,000 smaller stations that had part-time or no staff.

Passengers were reasonably satisfied with the 95 largest stations, and were most happy with help offered by staff and passenger information.

But satisfaction was lowest for facilities, station environment, personal security and car parking.

Efforts to improve security through the Home Office-sponsored Secure Stations Scheme had made limited impact, according to the report. Fewer than 5% of stations were accredited, and many of those never had high levels of crime.

However, a Safer Parking Award had brought sharp falls in crime after better lighting, CCTV and security was introduced at stations seeking accreditation.

The NAO said hopes at privatisation that train operating companies would improve stations they ran had not been fulfilled, but that could change with stricter requirements written into franchises.

It warned that more private money was needed to raise stations to the standards expected by passengers but there was no system for attracting that investment, although there were plans to use the private finance initiative.

Network Rail also needed to be put under more pressure to improve stations' environment by the Office of Rail Regulation.

The report called for more train operators to take part in the Secure Stations and Safer Parking Award schemes, for passengers to be more involved with monitoring TOCs performance at their stations, and for a star rating system to be introduced judging stations against minimum requirements.

Network Rail chief executive John Armitt said they were already consulting on ways to simplify procedures for improvements to stations proposed by the private sector. It was also inviting developers, investors, and property owners to bid for improvement projects.