New Aslef Leader Demands Enhanced Train Safety Measures
In the realm of influential trades unions, French air traffic controllers hold a unique position of power, capable of disrupting millions of journeys with minimal numbers. While the UK lacks unions with comparable clout, the recent two-year pay dispute between the Aslef train drivers' union and government-directed rail firms demonstrated that a relatively small workforce can significantly halt railway operations.
"There's a perception that we're always on strike, but that's far from the truth," states Dave Calfe, who assumed the role of Aslef general secretary earlier this year. "The previous national dispute before this one was in 1982. Striking is not something we do lightly. Most of our time is spent working with the industry: sitting on working groups, introducing new technology, and improving working practices."
A Firm Stance on Driver-Only Operation
One critical working practice that Mr Calfe firmly opposes is any expansion of "driver-only operation" – a system currently used on thousands of trains daily across Britain. Although this practice was agreed upon by Aslef in the 1980s, Mr Calfe argues that circumstances have evolved.
"We believe every train should have a second safety-critical person on board," he asserts. "Expecting a driver to manage up to 1,000 passengers alone, possibly in remote areas, is unreasonable. A second person improves safety and passenger welfare. This isn't just about emergencies; passengers feel safer when staff are visible on trains. There are clear operational and safety benefits."
This stance presents challenges, such as for the upcoming East West line between Oxford and Milton Keynes, where operator Chiltern plans to implement driver-only operation to control costs, despite taxpayer funding. Mr Calfe remains unwavering: "Our view remains consistent: every train should have a second safety-critical person."
Alignment on Nationalisation and Open Access Operators
On another front, Aslef may find common ground with the Labour government regarding the elimination of "open access" rail operators. These private companies, like Grand Central, Hull Trains, and the upcoming Lumo, provide services on routes with limited direct London connections, offering competition and connectivity.
However, Mr Calfe holds a contrasting perspective: "Many communities lost services during privatisation. We believe all rail services – including open access – should be nationalised. The services themselves should remain, but within a unified public system."
Transport Secretary Heidi Alexander shares concerns, noting that private operators may divert revenue from state-run companies and strain infrastructure without adequate contributions. As the government assumes control of more train operators, complex negotiations loom, with Aslef likely pushing for wage parity and modernised Sunday working agreements.
Modernising the Railway System
Mr Calfe emphasises the need for a contemporary approach: "A modern seven-day railway shouldn't rely on overtime. That's not sustainable. Sunday travel today is comparable to commuter volumes in some areas – very different from 40 years ago."
Stepping into the role after Mick Whelan's 15-year tenure, Mr Calfe reflects on his emotional final drive from Birmingham to London Euston. Since then, he has engaged with train operator managing directors, advocating for a railway managed by experts rather than micromanaged by the Department for Transport, especially with the impending establishment of Great British Railways in 2027.
In summary, Dave Calfe's leadership signals a strong push for enhanced safety through additional crew, nationalisation of rail services, and a modernised operational framework, setting the stage for pivotal discussions in the UK's railway future.
