n97 mini wrote: » Still can't see it ending in any pay cuts, job losses or other real change at the company. And I'm still convinced the taxpayer will end up footing more of the bill. I can see it going to the brink in government though with FF threatening to pull support of the minister doesn't produce the chequebook. Too many rural constituents will be looking for "dem up in Dublin" to cough up.
devnull wrote: » I simply believe they are trying to make the taxpayer get value for money. Simply put the working practices in that company are outdated and not using taxpayers money in a sustainable way. Expressway has been a brand for a lot, lot longer than that. The difference is that it has only been shouted about and painted in a very distinctive livery with a big EXPRESSWAY on the side whereas before it was cobranded with Bus Eireann on the side and a smaller Expressway logo.
gbob wrote: » Apparently the taxpayer funded PSO element is doing pretty ok, therefore presumably it is considered good value for money. I realise expressway services have been around for a while, but as a brand in itself, no more than 2 years. I've already outlined my working day previously in this thread, I'm not overpaid and underutilised. Certainly it has more layers of management than an onion has skins, that's where I'd start with the fat trimming.
Jamie2k9 wrote: » Doing ok??? More like private operators haven't had a chance to show the taxpayer and BE how to run it at lower costs and possibly better service....
end of the road wrote: » really? have you saw their accounts to be able to make such a statement?
devnull wrote: » That's where you and me, and you and some other people disagree. Most people just care about the service provided and not about who provides it. The NTA are of the same view, they believe in delivering a service to the traveling public without fearing the unions and vested interests and without favour to any operator.
devnull wrote: » Whether a route is sustainable on not depends on the cost of providing it versus the revenue that it brings in. If a route right now is mildly loss making, an operator with lower costs could turn it into a small surplus. Nobody is denying that some routes will never be commercially sustainable and will need subvention no matter who operates them, but the public have a right to ensure that the companies are operated in a way that gives them value for money and makes the best use of both staffing and resources at their disposal. I posted a document a few pages back with all of the changes in that are proposed, a number of those are very sensible and will produce a more customer focused company and ensure that the company operates using it's resources better, without reducing staffs core pay. By the way, Transdev won a competitive tender. They did not get a contract by default.
oppenheimer1 wrote: » Yes. NBRU had €2.2m in the bank in 2013, so we'll say they have €3m now. DB revenue is in excess of €500k per day. An illegal strike costing Six days ofrevenue for DB would but NBRU totally out of business. I'd walk to work for the week, an hour and a half each way, if that was the outcome.
n97 mini wrote: » Might see a boost in demand for the Limerick Junction to Waterford train service.
Yourself isit wrote: » When people talk about the private sector being cheaper they tend to think of wages not profit. If the expressway services are sold off to monopolistic private operators (monopolies per route) then there would be no reason for those private operators to keep low prices, or update their fleet. For instance the x7 route had competition between bus eireann and kavanaghs - now it doesn't. They may increase prices. The situation might be even worse on other routes if the expressway service collapses.
gbob wrote: » I realise expressway services have been around for a while, but as a brand in itself, no more than 2 years.
I've already outlined my working day previously in this thread, I'm not overpaid and underutilised. Certainly it has more layers of management than an onion has skins, that's where I'd start with the fat trimming.
end of the road wrote: » they are contracted to provide the service. how they got the contract matters not in terms of the question i asked the poster.
LeinsterDub wrote: » The tenders are only for a certain period of time. If a private operators if found to be running crap buses and gouging they'll have their licence revoked or will not be considered for the next round of tendering on that route and others
gbob wrote: » The issue is Expressway, publicly funded PSO routes are reported to be performing well, in fact I recollect reading the majority of annual reports stating BE has met or exceeded NTA set targets for such.
horseburger wrote: » Just wondering, are you involved in the NTA?:)
"Unions at the two State bus companies fear that if 10% of bus routes are opened up to the private sector, it could trigger a deterioration in the pay and conditions of members".
Ms Graham urged unions not to take industrial action, adding that the NTA would impose fines of €150,000 a day on Dublin Bus and €80,000 on Bus Éireann for failing to provide a service during the strikes
She said that any Bus Éireann or Dublin Bus employees who had to transfer to private operators would have their terms and conditions preserved for the duration of the new contract However, she acknowledged there was nothing to stop the private contractors from paying new recruits nothing more than the minimum wage.
I remain committed to reaching agreement on achieving payroll cost savings and delivering efficient work practices that would help address our immediate insolvency exposure. This would also start the process of making Bus Éireann a viable, efficient and competitive organisation, ensuring its ability to survive long term. While failure to reach agreement at the Workplace Relations Commission last week is very regrettable, things cannot continue as they are. Presently, the financial situation continues to deteriorate at an accelerated rate - which is deeply concerning. Operating losses at Bus Éireann increased to €1.5m in January and if this run rate continues the company will be insolvent in May. Company management, with the approval of the Board, therefore has no option but to implement changes to work practices that will result in immediate cost savings. This will also be a first step on our road to competitiveness. A detailed list of the measures we will implement is outlined below - and for the purpose of clarity - include all measures announced in my letter to you on January 16th last. These work practice initiatives are only an initial step; further measures involving changes to terms & conditions are also essential. Some of the measures outlined below have already been implemented. All others will be implemented from Monday, March 6th next. Our objective is not to become a low cost operator; we are committed to protecting basic pay rates and enhancing these as circumstances permit. Delivering greater efficiencies and commencing the process of re-structuring is vital to modernising our work practices and making us more flexible. This will enable us to compete effectively and provide the services our customers both desire and deserve. Some of our inefficiencies are indefensible. Spending money on bus hire for example, because of the unavailability of a driver or vehicle, is a waste of financial resources and a glaring inefficiency that simply must stop. I have already advised that a review of all structures is on-going and will be finalised by the end of March. This is likely to result in job losses in some areas but will also provide opportunities in others, as we adapt to a changing and more competitive marketplace with growing customer expectations. Difficult decisions are being taken to safeguard the company’s future - these are not being taken without careful consideration; some of these decisions will impact pay, but in doing so, will safeguard the maximum number of jobs possible. This is a Bus Éireann problem that we all must find resolution to. I urge your representatives to engage with us immediately to find a satisfactory solution to our problems. A strike is not in the interest of the company, staff or our customers. Ray Hernan, Acting Chief Executive Officer Bus Éireann Issues covered by company letter of 16th January will continue to be applied 1. Non-essential spend will be identified and eliminated. This relates to non-payroll items and nothing is excluded. 2. Bus Hire; stricter controls have been put in place and the need for pre-authorisation will continue to apply. 3. Overtime; all unplanned and un-rostered overtime is banned. We will continue to drive down and eliminate such overtime. 4. Recruitment; approval is required in advance from CEO. 5. Annual leave; there is no entitlement to carry over annual leave and the company are stopping this practice. Staff who have un-used entitlements will be scheduled to take it all within the leave year ending March 2018. 6. Flexi-time; Staff have been communicated with and accommodation has taken place to agree fixed starting and finishing times to suit the individual and the department in question. 7. Driver’s hours of work are being averaged on a weekly basis over the duty rotations. This is in accordance with the current union agreement. 8. Spare driver utilisation is as per the current union agreement. 9. First-user check is a legal requirement and in line with current union agreements. Drivers are required to carry out the first user check. 10. Fuel efficiency; activation of Telematics to improve efficiencies and eco-driving systems will take place. 11. Absence management; current procedures continue. It should be noted that the level of absenteeism at approximately 7% is having a serious detrimental impact on costs. Other cost saving and efficiency improvements 1. Duty efficiency – all duties will be reviewed to ensure maximum efficiency and compliance with relevant regulations, to include maximisation of driving time. 2. Roster efficiency – all rosters will be reviewed to ensure that all work is rostered in a way that meets the business needs, fair to all staff and compliance with relevant regulations. 3. DAWT - all rosters paid according to Daily Average Work Time rules. 4. Roadside bookings/breaks – Drivers will start, break, restart and finish at designated roadside locations to ensure minimum number of vehicles are used for service and duty efficiency is maximised (on-street changeovers). 5. Appropriate non-revenue travel time – All non-revenue generating paid travel time (walking, public transport and Driving) will be reviewed and adjusted to reflect average actual journey times. 6. Appropriate loading / recovery time – Loading time will be reviewed and adjusted to reflect average actual loading, to include recovery time. 7. Unpaid breaks – The current agreement of 2:45 will be fully implemented. 8. Average late running allowance – late running payment will be paid based on AVL data only. 9. Work rest day ban - No rest day working allocation to apply within 3 weeks of a sick day. 10. The existing national agreements supersede all local arrangements. Examples include; a. Additional boarded OT outside of planned operation b. Meal Allowance payments that don’t meet qualification criteria 11. Cessation of duty hours claim - payment for actual hours worked only. 12. Flexible spare planning and daily utilisation – All roster vacancies will be filled and spare levels for cover will be entirely at management discretion. . 13. Single spare cover panel – Should a panel of spare drivers be required the drivers will be available to cover all reasons of non-attendance. This panel will rotate to include early, middle and late requirements. 14. Out-based Operations (Spare Drivers) Bus Éireann has operations from out-based locations around the country. Drivers and vehicles are based at these locations (start and end depot). The majority of operations from these locations are part of Public Service Contract (PSO). 15. All Short term absences (up to 3 days) will be covered as heretofore with the attendant expenses allowances. 16. All absences of over 3 days will be covered with spare drivers from the area who have expressed an interest in working from the out-based location. No travel allowance or overnight expenses will be paid in respect of this work. 17. Where no spare driver has expressed an interest in working from the out-based location, the junior driver from the spare panel will be allocated the work. Overnight expenses will be paid for first and last day only. 18. The payment of a flat days pay in respect of the first rest day away from home depot will be discontinued. 19. Reclassification of the Under and Over 64km rule to one class, i.e. all locations 20. Elimination of the travel or Out-based Relief payments and replaced with Overnight payments. Overnight payment only to apply. 21. Payments for non-working rest-day overnights will be discontinued. 22. The payment of a flat days pay in respect of the first rest day away from home depot will be discontinued. 23. No driver out-based/overnight expenses for travel to out-based locations within 10km of his/her home, irrespective of operating base or period of cover. 24. Expenses for first and last day only when relieving any board in out-based locations – whether illness or leave relief. 25. Allocation of duties – All drivers will be required to work their rostered duties unless a change is approved by the local management 26. Subcontracting – The Company may on a short or longer term basis subcontract services in order to eliminate or avoid creation of inefficient vehicle or duty workings. To minimise commercial risk, the company will have the option of sub-contracting on existing or new services. 27. Part-time and Temporary drivers – Part-time and temporary drivers will form part of the weekly coverage of rosters. A minimum fixed hour working arrangement will be agreed in advance with PT/Temp drivers. Payment will be for revenue hours covered. The Company may on a short or longer term basis utilise part time or temporary staff to avoid creation of inefficient duty workings and/or for staff vacancies. 28. Driving Hours Recording - Compliance with all company policy and statutory requirements relating to digital and analogue tachograph recording system in use for all EU driving, non EU driving and other work. 29. Cleaning –cleaning of buses as required. 30. Fuelling - fuelling buses as required. 31. On-vehicles Systems - Use of all on-board IT systems including all new fleet technologies which would benefit the business. 32. SDA Review - Safe Driving Award Scheme to be reviewed but subject to compliance with Driver check, satisfactory attendance, driving hour’s regulations, eco driving/telematics performance. 33. Telematics & Eco Driving systems - All staff will fully cooperate with initiatives to help reduce waste and improve fuel efficiency. 34. AVL – All staff will fully cooperate with AVL and any other information technology which the company may require to include logon requirements, use AVL communication functions, activate customer announcements and report any technical problems. 35. Seat Reservation – All staff will cooperate fully with all administrative requirements of the seat reservation system and ensure customer satisfaction achieved in this regard. 36. Transfers - No movement or transfer of newly appointed staff to other group companies until Probationary Period (1 year or longer) is completed. 37. No automatic “Seniority right” for a staff member to be a successful applicant for vacancy in another group company. Suitability of staff member (Based on current file- Absenteeism, Accidents, Customer Complaints, Driver shorts etc.) to be reasonable grounds to refuse application a. CMO Appointments - Standard Payment (Hours) agreed for drivers to attend C.M.O appointments. b. Inspectors 38. No automatic right for Inspector to be allocated rest day work / OT ahead of Acting Inspector 39. Acting Inspector panel will be fully utilised as the needs arise. 40. Inspectors who take up secondments to be paid the hours/conditions attached to the seconded work. No automatic right to maintain current earnings if earnings are reduced with secondment, e.g. RP Inspector covering schools 41. Acting Inspectors to be paid Inspector allowance per day of Acting up – No requirement to pay full weeks acting up allowance if only covering for a number of days. 42. Acting Inspectors can be utilised on half day driving/half day Inspector cover where requirement is for a few hours cover only. 43. Full flexibility to move inspectors from operating areas, rosters / duties in order to cover shortfall in other areas. 44. Full review of Inspectors rosters and rotations to take place in all sections. 45. Training allowance payment to be withdrawn Training 47. Training will be delivered locally where possible, in order to reduce the need for staff to travel. This will be facilitated by increased use of technology. 48. Training of staff (including Drivers) to be carried out by any suitably qualified training Instructor (from any grade of staff) 49. Training of staff to be carried out by external resources where practical 50. All Training staff to co-operate and assist with the training of Private Operators who operate Road Passenger work on behalf of Bus Éireann. Overtime/Allowances 52. No OT payment for training 53. No OT payments for staff attending meetings 54. School trips operated by RP drivers will be transferred to school transport. 55. If board working time varies between winter and summer it should be paid as per actual working time and not same pay all year round Routes The following routes will close on these dates X7 Dublin - Clonmel: March 12th 21 Athlone - Westport: April 16th. 33 Dublin - Derry: May 28th The number of daily services on Dublin- Limerick(X12), and Dublin – Galway(20/X20) will be reduced from March 12th . Any staff impacted by these announcements will be redeployed
devnull wrote: » No conflict of interest whatsoever, I just think it's a bit strange you are doing Imelda Munsters canvassing for her by publicising every single quote she has made about the matter. I have never worked in the transport industry or been involved in politics, just a regular user of public transport on here, free of vested interests. It is clear however you have some involvement in the industry or politics though!
ElWalrus wrote: » Not sure if this link was posted earlier, but... saw this report posted in another site. please tell me this isn't genuine. Average wages at BE rose from €41k to €51k from 2005 to 2009. PSO payments rose from €25m to €50 million in the same period. Average fare price increases went from just under 4% in 2005 to 10% in 2009, and all the while passenger numbers were pretty flat from just over 90,000 to just under 90,000 in the same period.And that includes about €100m in capital grants during that period. So all that gave an operating loss before PSO that went from €21m to €54m over that period, with most of it gobbled up by wages. Those figures just point to chronic mismanagement. And it seems the government of the day's answer was to keep writing cheques, never questioning where all the extra tax payers money went.
horseburger wrote: » Is that employees trying to ensure they, and new employees, don't get f*cked over?
Even though the article is from two years ago, it does suggest that the NTA, and government policy in general, is facilitating a situation where employees pay and conditions are being lessened.
"However, she acknowledged there was nothing to stop the private contractors from paying new recruits nothing more than the minimum wage".
Yourself isit wrote: » So back to the expressway corridors. Most of these have competition and it is that competition that is causing some of BE's problems. As well as bad management.
If the company folds then competition is immediately reduced. No doubt some of the larger intercity routes will have two applicants but many won't and I doubt there will be the reserve of capital out there (or expertise) to make these local players national players.
What we might be left with is a mix of multiple regional operators of massively varying quality. There is a reason why Ireland set up semi states in the first place.
horseburger wrote: "However, she acknowledged there was nothing to stop the private contractors from paying new recruits nothing more than the minimum wage".
Yourself isit wrote: » Also if BE folds then bussarus needs to be available to private operators.
LeinsterDub wrote: » Why would they want to use that hole ?
horseburger wrote: » What exactly is a vested interest? Is that employees trying to ensure they, and new employees, don't get f*cked over? ".
LeinsterDub wrote: Why would they want to use that hole ?
Route X7 A detailed assessment is carried out in a separate report. The conclusion of that report is that there are sufficient services offered by JJ Kavanagh’s Route 717 which operates 98 services per week from Clonmel to Dublin via Kilkenny. Some amendments will be required for Locallink service 817C serving Carrick-on-Suir to Grangemockler to maintain the public service obligation and connect into JJ Kavanagh’s 717 service.Route X12 Bus Éireann have announced a withdrawal of 24 services per week from a total of 130 on their Limerick to Dublin via Nenagh, Roscrea and Portlaoise service. There are a number of alternative services available such as JJ Kavanagh Route 735 which provides 112 services per week between Limerick & Dublin via Nenagh, Roscrea & Portlaoise. Iarnród Éireann also provides 26 weekly rail services from Nenagh and Roscrea providing connections to Dublin. There is a high volume of bus and rail services from Limerick to Dublin, therefore no additional services are proposed by the Authority.Route 20/X20 Bus Éireann have announced a withdrawal of 28 services per week from a total of 221 services. There are a number of alternative services available such as Citylink Route 763 which provides 98 weekly departures between Galway & Dublin via intermediate locations. There is a high volume of bus and rail services from Galway to Dublin, therefore no additional services are proposed by the Authority.Route 21 Bus Éireann have announced a withdrawal of route 21 which currently provides 28 services per week from Westport to Athlone. The Authority has determined that there is a public service obligation to continue to provide services between Westport and Athlone. The Authority is considering amending the existing PSO service 440 to provide 4 services per day in each direction from Westport to Athlone supplemented by 2 services per day in each direction on route 440A from Westport to Ireland West Airport Knock (IWAK). This would result in a doubling of the existing services.Route 33 Bus Éireann have announced a withdrawal of route 33 which currently provides 28 services per week from Derry to Dublin. There are a number of alternative services on the Derry to Dublin route. Translink operates 42 services per week on the same route and it is our understanding that they will be retaining those services. Bus Éireann’s Expressway route 32 operates 126 services per week via the same route except between Strabane and Derry. Translink Route 273 operates 201 services per week from Derry to Strabane which would connect to Bus Éireann route 32. There are sufficient alternative services provided by Translink and Bus Éireann and therefore it is not proposed to provide any additional services.
