Driver Only Operation on Southern Services:
Agreement between GTR and ASLEF
1. Introduction
The arrangements in this document only apply to Southern service routes that, as at 21 August 2016, were operated with a conductor, and which were not subject to pre-existing agreements. It does not apply to Southern service routes that continue to operate with a conductor. GTR commits to not extend DOO on the Southern network beyond the routes shown in Appendix A of this document, without the clear agreement of ASLEF.
For serviced within the scope of this agreement, the driver is responsible for the control, movement and dispatch of the train. GRT Southern recognised the associated increased responsibility and workload that this creates for the driver. All services will normally operate with both a driver and an On Board Supervisor (OBS). As part of this DOO agreement, and to ensure coverage of services, GTR will guarantee to diagram and roster an OBS for all services that previously had a conductor on 21 August 2016. GTR reaffirms in commitment to maintaining an establishment based on a minimum ration of 2:1 OBSs to running turns for services covered by this agreement. This ration will be subject to regular reviews to ensure that this is sufficient.
GTR and ASLEF agree to work together to develop improved safe system of work. We confirm that changes to working methods will only be dealt with through the agreed collective bargaining procedures with the relevant trade unions.
2. Technology improvement
The parties acknowledge that some of the equipment, although meeting industry stands, is capable of updating. The intention of the Company is to provide the driver with an improved image quality in line with more recent compatible rolling stock. GTR agrees to develop further safe systems for DOO train operation in passenger service across the network, so far as is reasonably practicable. To this end the company will:
a) Provide an update programme to cab equipment for the DOO systems on the Class 377(1-5)
b) Agree a process to ensure appropriate monitoring of the effectiveness of the equipment in use and the cleaning and maintenance regimes.
c) Support this with an investment fund to process, over an agreed timescale, the delivery of progressive benefits to DOO. This will apply to the defined older equipment in use across the Southern network. Both parties acknowledge that while the current systems meet industry safety standards, the future investment programme will continue over a period of time, subject to the exigencies of the train service.
d) Prove regular programme updates to the DOO Joint Working Party.
The investment programme will require a period of system design and approval, with a trial unit having been available from the end of April 2017. Subject to a satisfactory trial, it is the intention of the Company to complete the roll-out across the applicable fleet by autumn 2019.
3. DOO JWP ASLEF/Southern
GTR and ASLEF agree to create a new Joint Working Party to work together to review the current and future concerns over the operation of DOO on Southern services. The parties will monitor existing arrangements and cooperate to monitor and discuss the future implementation of any changes to DOO on Southern, to include the rollout of agreed technology upgrades to improve existing systems. The purpose of this JWP is to ensure that there is alignment and co-operation between ASLEF and GTR.
3.1 Members of the JWP
The core membership of the JWP will be as follows:
ASLEF - 4 members (ASLEF to confirm membership at each meeting from a pool of 6)
GTR - 4 members (including 1 Train Operations, 1 Health & Safety, 1 Engineering)
This JWP is established under the Collective Bargaining arrangements in place on Southern, and, as such, it reports to and escaltes any issues to the Monthly Drivers' Company Council meetings, where they will be discussed and appropriate remedial action taken as required.
3.2 Remit
a) To monitor the operation of DOO on Southern, to include the identification and resolution of any issues.
b) To review the scope of the introduction of new technology and monitor the implementation of any such introduction.
c) To review the application and implementation of relevant industry guidance and instructions, and any proposed changes.
d) Both parties commit to active and positive dialogue in regard to the ORR Joint Improvement Plan.
e) To be the forum for the initial discussion of any changes to DOO on Southern.
f) The JWP will initial meet as required and then move to being bi-monthly. Thereafter, meetings will take place not less than quarterly.
g) The cope of the working party can be varied by agreement.
4. DOO in Degraded Working Situations (Control Instruction)
In degraded conditions, an OBS who holds relevant competency many assist int he dispatch of the train, if required and authorised by Control to do so; to undertake the relevant specific degraded safety critical task.
'Degraded working' is agreed as the following:
a) Unable to gain door interlock
b) In cab CCTV images missing
c) In cab CCTV images not suitable for dispatch.
In any of the above degraded circumstances, the driver must firstly contact Fleet Control, as per current procedures, and clearly report details of the issue.
4.1 Unable to gain door interlock
a) The driver and/or OBS to investigate any blockage of doors preventing door interlock.
b) In the event that the driver/OBS are unable to rectify the problem, then the reporting procedures as detailed int he Rule Book should be followed.
4.2 In cab CCTV image issue
Control will decide, based on specific circumstances, time, location, type of traction, alternative services etc one of the following courses of action:
a) To instruct the driver to follow the specified fault rectification procedure to see if the images return.
b) To run the train as booked, if an OBS with relevant competence is on board, to assist in the dispatch of the train at unstaffed stations. At staffed dispatch stations, normal DOO dispatch arrangements will apply.
c) To ask the driver to use degraded operation in accordance with the Rule Book.
d) To call the train at staffed dispatch stations only.
e) To terminate the train and remove from service.
5. OBS Competencies and Role in Emergencies
a) All newly employed OBSs from the date of this agreement will receive PTS training appropriate to this role; this training will be certified, monitored and maintained via the Company Competency Management System. This training to include all relevant emergency stop on train systems that could be encountered within the passenger areas and cab environment, such as 'one on the bell'. full knowledge of door egress/reset, passcom/reset, GSM-R REC functionality, use of stewards/door panel, door reset/isolation, fire on train and train evacuation procedures.
b) All OBSs shall hold the PTS certification appropriate to the role.
c) All other OBSs employed prior to the date of this agreement will be enabled and expected to gain PTS certification appropriate to the role. However, no one currently employed will be displaced as a consequence of this clause.
6. Running of DOO Services Booked to have an OBS (Control Instruction)
Both GTR and ASLEF recognise that there will be some occasions when, in order to maintain service resilience for the benefit of passengers and employees, services covered by this arrangement may run without an OBS. This will only happen when all other options of OBS provision have been fully exhausted. Where an OBS is not available, GTR's commitment is to provide on for part of the service at the earliest practicable opportunity.
Control will log all train services that run without an OBS as part of this agreement. The DOO Joint Working Party (JWP), established under the Collective Bargaining arrangements, will monitor the application of this part of the agreement and will report to and escalate any issues to the monthly Drivers' Company Council meeting, where they will be discussed and appropriate remedial action taken, as required.
6.1 Agreed reasons to run without an OBS
From 2 January 2018, the following are the circumstances when Control may require the service to run without the OBS. Before applying any of the reasons below, all other options for OBS provision must have been fully exhausted:
a) Late notification of OBS sickness (late notice is defined as less than two hours before booking on time). The granting of emergency leave or OBS absence at the start of duty.
b) OBS displaced by service disruption, late running and driver/OBS error from misreading diagrams of being left behind on a platform.
c) OBS unable to continue duty having commenced booked diagram, for example through sickness or having to leave the service to assist with a customer services incident / emergency. This will not include the issuing of tickets or penalty fares.
In all of the above circumstances, arrangements must be made to restore OBS presence to the service in question at the earliest opportunity.
7. Passengers with Accessibility Needs
If it the responsibility of station staff and on board customer service staff to assist passengers with reduced mobility in boarding and alighting Southern Services.
If the driver becomes aware of a passenger with reduced mobility waiting to board or alight from a service running without an OBS, they should inform the Signaller / Control, who will take responsibility for making appropriate arrangements to assist the passenger.
Appendix A - Scope of Southern Service covered by this Agreement
The following Southern service routes, which on 21 August 2016 were operated with a conductor, which were not subject to pre-existing agreements and are operated using in cab CCTV fitted rolling stock, are covered by this agreement:
a) Services to East Grinstead
b) Services between Reigate/Redhill and Tonbridge
c) Services between Horsham and Dorking
d) Services between Three Bridges/Horsham/Arun Valley
e) Brighton/Haywards Heath to East Coastaway
f) Brighton/Haywards Heath to West Coastaway
The routes listed above (a-f) will normally operate with diagrammed and rostered OBS, except when covered by the exceptions detailed in section 6.
Brighton Mainline (BML)
The BML is DOO in its totality. For clarity:
a) Victoria / London Bridge to Brighton services are DOO, but may operate with OBSs for reasons of customer services and operational efficiency
b) Where services part furn over the BML, these will normally operate with a diagrammed and rostered OBS. However the service can run without an OBS whilst it is on the BML. When it leaves the BML, the exceptions detailed in section 6 apply.
