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both Network Rail and the train operators do not want the hassle of dealing with stranded passengers who cannot reach their destination, but the instruction not to travel is a blunt instrument. It can be accommodated by people able to work from home as an alternative, or those postponing a leisure-based trip.

But there remains many reasons for travel that are not optional and where a face-toface presence is needed – such as at hospitals, schools, and in the hospitality sector. If future climate change objectives are to be met, there must be reliable public transport provision if people are to switch from the use of private cars.

It has been recognised that an effort must be made to operate a timetable during periods of strike action, although this will become more challenging if ASLEF (which represents train drivers) joins with the

RMT union (which represents operating staff, including signallers) to call strike action at the same time.

Fair pay issues

There is increasing public awareness that many rail staff have seen pay increase sharply as a result of employment by private sector companies. As an example, a 1995 article in The Independent newspaper identified that basic pay for drivers (under British Rail) was £11,180 per annum (equivalent to £23,890 today), although there were opportunities for overtime and rest day working that increased this to £21,580 (now worth £46,110).

A current search of recruitment agencies advertising for train drivers revealed basic salaries of £56,000 for Chiltern Railways, £61,730 for GB Railfreight, and up to £70,000 for Avanti West Coast.

Since Privatisation, the industry has experienced a lengthy period without labour disputes. But decisions to bring both Network Rail and the franchised train operations under direct Government control has meant that employers are now constrained by overall public sector pay policy.

This is a fast ball that policy makers failed to anticipate in the decision to create Great British Railways, where trade unions will now expect a single point of negotiation.

As far as current disputes are concerned, at the time of writing the position with Network Rail negotiations is that an offer has been made of a two-year deal with a 4% increase paid now and backdated to January, with a further 4% next year subject to agreed productivity changes.

A cash bonus is also on offer of £650, which rises to £900 for those earning less than £24,000 per annum. The pay offer is also increased to 5% this year for all employees earning less than £30,000 per annum. An added commitment is that there will be no compulsory redundancies.

The offer has been rejected by the RMT union, and a further strike of NR staff was due to take place just after this issue went to press on July 27, which will again have a major impact on services where signalling is controlled by traditional methods.

The train operators in England holding National Rail Contracts, which have replaced franchises, have less freedom to act as their cost base is fixed by the Department for Transport and improved pay offers can only be made if there is agreement on productivity measures to reduce costs. To date no linkage has been offered to revenue improvement, as has been the case in Scotland.

In any case, negotiations are being overseen by the DfT even if they are not present at the table, and the re-emergence of a requirement to extend Driver Only Operation has resulted in poor prospects for an early settlement. ■

“A 1995 article identified basic pay for drivers was £11,180 per annum”

DAVID HUNT It was not just main line companies taking action in the hot weather but also heritage lines, where diesels were pressed into action to replace booked steam – such as on the Dartmouth Steam Railway on July 17, when Type 3 No. 6975 (37275) was used to power all services and pictured heading one on the approach to Paignton.

DAVID STAINES Left: The Bluebell Railway had to rely on its only serviceable main line diesel on July 18, when Class 09 No. D4106 (09018) was pressed into front line service and is pictured at Horsted Keynes with the 11.30 East Grinstead-Sheffield Park.

NETWORK RAIL Above: The West Coast Main Line out of Euston was closed on July 19 after a lineside fire at Harrow led to trees falling and blocking the tracks.