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Train union RMT finally votes to accept new pay offer to bring end to months of strikes

March 20, 2023 by www.express.co.uk Leave a Comment

GMB: Richard Madeley quizzes Labour MP on rail strikes

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Rail workers have been striking over the past six months, however, the travel chaos may be coming to an end after RMT union members voted in favour of the latest pay offer from Network Rail. The ballot saw 12,047 members vote yes on the offer.

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Only 3,709 voted no, making a majority of 76:24 in favour of ending the strike action.

RMT union remains in dispute with the 14 train operators contracted by the Department for Transport (DfT).

Last month, a “best and final offer” was shared with the union by the Rail Delivery Group (RDG), representing train operators, and signed off by ministers.

However, the union rejected the proposition, with general secretary Mick Lynch describing it as a “dreadful offer”.

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RMT union members voted in favour of the latest pay offer

RMT union members voted in favour of the latest pay offer (Image: Getty)

RMT/TSSA Union Members Hold Rail Strikes Across The UK

The ballot saw 12,047 members vote yes on the offer (Image: Getty)

Screams as extensions pulled out during brawl between women in broad daylight

A viral video shows a group of women scrapping in the street in Liverpool on Mother’s Day.

The fight in broad daylight outside Camp and Furnace nightclub on Sunday appears to heighten when screams and shouting get louder.

See the video HERE.

The large majority of Network Rail staff voting to settle will now put pressure on the RMT leadership to allow members working for the 14 train operators to vote on the RDG offer.

The latest wave of national strikes began last Thursday, with walk-outs planned for Thursday March 30 and Saturday April 1.

It has been announced that signal workers and maintenance staff in the RMT voted to accept a pay and conditions offer from Network Rail and will no longer be participating in strikes, according to reporer Lewis Goodall.

Train operating company staff are still due to strike later this month.

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Mass Strikes Day In London

The latest wave of national strikes began last Thursday (Image: Getty)

UK Faces Biggest Rail Strike In 30 Years

According to the RMT, the new deal boasts a salary increase of 14.4 percent for the lowest paid (Image: Getty)

According to the LBC presenter, the new deal boasts a salary increase of 14.4 percent for the lowest paid and 9.2 percent for the highest.

The deal also includes total uplift on basic earnings between 15.2 percent for the lowest paid to 10.3 percent for highest paid, with all pay increased by at least £1,750 and some additional backdated pay agreed in the revised offer, after the deal was initially rejected.

It is also said to have renewed the no compulsory redundancy agreement until January 2025.

Mick Lynch said that the union had initially been told in spring last year that workers would only get a 2 percent or 3 percent pay rise.

He welcomed the new deal: “However, since then strike action and the inspiring solidarity and determination of members has secured new money and a new offer which has been clearly accepted by our members and that dispute is now over.

“Our dispute with the train operating companies remains firmly on and our members recent highly effective strike action across the 14 train companies has shown their determination to secure a better deal.

“If the Government now allows the train companies to make the right offer, we can then put that to our members, but until then the strike action scheduled for March 30 and April 1 will take place. The ball is in the Government’s court.”

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Filed Under: UK ctp_video, train strikes, rmt, unions, network rail, UK, closed end funds that pay monthly dividends, pay rent at beginning or end of month, convincing a candidate to accept your final offer, train strikes when will it end

How Decades of Lax Rules Enable Train Disasters

March 23, 2023 by www.theatlantic.com Leave a Comment

It’s been more than a month since a Norfolk Southern train derailed in East Palestine, Ohio. More than 100,000 gallons of vinyl chloride, a carcinogen,  were released, with some spilling into waterways. Many hundreds of people had to evacuate from their homes. An estimated 43,000 aquatic animals died. When emergency responders burned the cars containing vinyl chloride in an attempt to avoid an explosion, the fire likely created long-lasting toxic chemicals called dioxins. Hundreds of thousands of gallons of now-toxic water used to put out the fire had to be shipped to Texas to be disposed of deep underground. And if dioxins were created, they could trickle into the ground over time, contaminating the water in a community where people rely heavily on wells. Last week, Ohio sued Norfolk Southern for what the state’s attorney general called “glaring negligence.”

In East Palestine, small failures cascaded into catastrophe because of railway deregulation that began four decades ago. Preventing the worst accidents requires layers of intervention, but in the U.S., those layers have been steadily peeled back. Indeed, the same risk factors that led to the mess in East Palestine also led to a deadly derailment nearly a decade ago, and could easily lead to another tragedy.

In 2013, an oil train run by an American railway derailed in Lac-Mégantic, Canada, releasing 1.5 million gallons of crude oil, some of which ignited almost immediately. The ensuing fires and explosions destroyed dozens of buildings and vehicles. They also killed 47 people, some of whom were found with their shirts melted into their flesh. Twenty-seven children were left without parents.

The trouble began one night in early July. Tom Harding, a locomotive engineer for Montreal, Maine & Atlantic Railway, eased his train onto a stretch of track in the nearby town of Nantes, Quebec, about 20 miles from the border with Maine. The train, loaded with more than 7 million gallons of crude oil, had already made its way about 1,700 miles from New Town, North Dakota. As Bruce Campbell wrote in his book about the derailment, The Lac-Mégantic Rail Disaster: Public Betrayal, Justice Denied , Harding had just picked up the load earlier that morning, after being called in with three hours’ notice on what was supposed to be his day off.

Upon arriving in Nantes, just before 11 p.m., Harding set the brakes on a slanted stretch of track (as he had done several times before), left the locomotive running (as was protocol), and took a cab to his hotel. Not long after, someone noticed smoke billowing from the engine and called 911. Firefighters cut off the engine’s fuel source to douse the flames, which turned off the engine, which then, for reasons related to both company directives and technical subtleties best left to rail engineers, caused the brakes to slowly fail. This all might have been fine had the train been resting on flat ground, but it wasn’t. Around 1 a.m., all 72 cars began rolling toward Lac-Mégantic, a town of about 6,000 people several miles away. The train reached 65 miles an hour before going off the rails near Lac-Mégantic’s downtown.

The official report for the Lac-Mégantic derailment states that no single factor led to the derailment, and strictly speaking, this is true. But it is easy to follow how each failure—the single crew member, the angled parking job, the braking that a report would later determine was insufficient—was propelled by railroad companies’ demand for speed, efficiency, and profit.

Campbell told me that the locomotive that caught fire had been repaired before—poorly. He also said that Harding had parked the train on a hill because, at nearly a mile long, it would have blocked other tracks if it had stopped anywhere else. (Railroad companies have pushed for longer trains—up to three miles long—to cut fuel and staff costs, but those trains are harder to stop and have more cargo to spill.) Harding didn’t properly set and test the train’s brakes; doing so is time-consuming, and Harding had “been warned by this company, ‘Don’t set so many hand brakes,’” Campbell said.

After the fire, Harding wanted to make sure the train was stable, but rail traffic control told him he couldn’t: It would have extended his working hours, barring him from driving a different train in the morning. And because railways had successfully lobbied for a rule change allowing trains to be run by only one person, Harding had no fellow crew members who could go look.

Had the train been parked in a flat area, had the brakes been properly set, or had more than one person been available to check on it, such a large disaster would have been far less likely. But none of that happened, because none of it was required. Starting in the late 1970s and ’80s, the U.S. and Canada massively deregulated the railroad industry. They shrank oversight budgets and “outsourced a lot of safety work and obligations to the companies,” Campbell said. “Transport regulators became just an auditor. It was kind of a paper exercise—there were fewer people out in the field” making sure railroads were following the rules.

According to a 2016 report by the U.S. Department of Transportation, even when the agency found evidence of wrongdoing on behalf of the railways, criminal penalties were not often pursued, and regulatory penalties had “little deterrent effect.” Meanwhile, the cargo was becoming riskier: The shale boom of the mid-aughts led to more oil being transported by rail. At its peak in 2014, rail moved roughly 10 percent of domestic oil.

Lac-Mégantic temporarily shocked both governments into action. In Canada, a rule allowing for one-person crews on high-hazard trains was overturned. In the U.S., the Obama administration passed a rule requiring certain trains to use electronic braking systems. (They make catastrophic derailments less likely than the more commonly used air brakes, which were first developed in the 1800s.) But railway operators complained that the new brakes were too expensive, and the Trump administration overturned the rule .

Unlike its northern neighbor, the United States has no formal rules on how many crew members should be on board a train, even after Lac-Mégantic. The Federal Railroad Administration has proposed requiring a minimum of two-person crews, but that hasn’t yet passed. Railways have long argued that such rules are unnecessary because a new technology called a positive train control system means that most trains need only one crew member . But the National Transportation Safety Board’s preliminary report on the East Palestine derailment said that even though the system was “enabled and operating at the time of the derailment,” the train’s two workers did not get much warning before the train derailed.

Nor did they appear to notice that at least one car was on fire for miles before the derailment, according to Tudor Farcas, an associate with a law firm that has filed suit on behalf of some East Palestine–area residents. One of his firm’s clients lives about 20 miles from East Palestine, “but the train passes in front of her front door,” Farcas told me. Her Ring doorbell captured footage of the train on fire.

Dangerous train derailments like this one are known as low-frequency, high-impact events. From 2010 to 2022, roughly 1,200 to 1,700 trains derailed in the U.S. each year, according to data from the Department of Transportation. (A few weeks after East Palestine, another Norfolk Southern train went off the rails in Ohio.) Only a small subset of these accidents resulted in cars carrying hazardous materials being damaged—but, as East Palestine and Lac-Mégantic have shown, when things go wrong, they can go really wrong.

One of the most striking things about both derailments is how small Lac-Mégantic and East Palestine are: Each community has less than 10,000 people. The trains that caused each crisis had traversed more populated areas before they derailed; in the case of East Palestine, the train passed through Cleveland. It makes one wonder what horrors might have occurred if the trains had derailed in those larger communities instead—and what the U.S. is willing to do to prevent future catastrophes.

The Lac-Mégantic Rail Disaster – Public Betrayal, Justice Denied
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Filed Under: Uncategorized Science, Norfolk Southern train, oil train, East Palestine, railway deregulation, deadly derailment, Lac-Mégantic, Tom Harding, rule change, official..., TRAINING RULE, disaster response training, disaster planning training, disaster management training, usaid rules and regulations training, train cancellation rules, 5 golden rules of dog training, train disaster

Railways restores fare of AC 3-tier economy class travel in trains

March 22, 2023 by economictimes.indiatimes.com Leave a Comment

Synopsis

The present order has withdrawn an earlier circular in which the fare for AC 3-tier economy class ticket had been made equal to the fare of an AC 3-tier ticket. The reason for the merger was stated to be the cost of linen which was initially not provided in the economy air conditioned class.

Railways on Wednesday issued an order to restore the fare for AC 3-tier economy class travel which had been withdrawn in November last year when it was merged with AC 3-tier. Despite the restoration in price, Railways will continue offering linen to passengers, the order indicated.

The present order has withdrawn an earlier circular in which the fare for AC 3-tier economy class ticket had been made equal to the fare of an AC 3-tier ticket. The reason for the merger was stated to be the cost of linen which was initially not provided in the economy air conditioned class.

According to the order, passengers who have booked tickets online and over the counter will be given a refund of the extra amount for the pre-booked tickets.

The railways, while introducing the 3E as a class in September 2021, had announced that fares in these newly-introduced coaches will be 6-8 per cent less than normal AC 3 coaches , pitching the class of travel as the “best and cheapest AC travel service” in the world.

Before the November 2022 order, passengers could book AC 3 economy tickets under a separate category of “3E” in specific trains where railways offered such seats.

Officials said, currently there are 463 AC 3 Economy coaches compared to 11,277 normal AC 3 coaches.

AC 3 economy coaches have better facilities for passengers than normal AC 3 coaches, officials said.

Officials said that with the merger of AC 3-tier economy, passengers had to pay around Rs 60-70 additionally.

While a normal AC 3-tier coach has 72 berths, AC 3-tier economy has 80.

Railways earned Rs 231 crore from the AC 3-tier economy class in the first year of its introduction.

According to data, from April-August, 2022, 15 lakh people travelled in these coaches, generating earnings of Rs 177 crore.

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Filed Under: Uncategorized Ac 3-Tier Economy Class Fare, railways, trains, AC 3-tier economy class ticket, ac 3 coaches, AC 3-tier economy class..., mumbra to cst ac local train fare, udyan express 2 tier ac fare, udyan express 3-tier ac fare, indian railways ac 2 tier seating arrangement, indian railways 1 tier ac, indian railways 2 tier ac facilities, indian railways 2 tier ac images, indian railways 2 tier ac cancellation charges, indian railways 2 tier ac seating arrangement, indian railways 3 tier ac photos

Truck driver, 27, is training his body out of paralysis using a robotic exoskeleton

June 6, 2018 by www.dailymail.co.uk Leave a Comment

Trevor Hayden was driving his truck down a country road in November 2016 when he he suddenly lost control.

The truck rolled over several times and Hayden, 27, was ejected from the vehicle and landed on the side of the road.

In the hospital, doctors told Hayden, from Manto, Illinois, that he was paralyzed from the waist down and he would likely never be able to walk again.

But Hayden refuses to accept the diagnosis and, in addition to standard therapy, he’s learning how to walk again with the help of a robotic exoskeleton.

The bionic legs encourage the motion of walking and stimulate hip joints and leg muscles – which Hayden hopes will help train his body out of paralysis.

Trevor Hayden, 27 (pictured), from Manto, Illinois, was driving his truck down a country road in November 2016 when he suddenly lost control and was ejected from the vehicle

In the hospital, doctors told Hayden (pictured, prior to the accident) that he was paralyzed from the waist down and he would likely never be able to walk again

After spending ten days in the hospital following the accident, Hayden (left and right, in physical therapy) was transferred to an inpatient rehabilitation facility in Chicago where he spent the next six weeks

Hayden isn’t quite sure how the truck lost control as he was driving but remembers how it rolled over repeatedly.

He was ejected from the truck and landed in a field. When he woke up, first responders were surrounding him and he was unable to move anything besides his arms slightly.

Hayden was immediately taken to the hospital and underwent surgery. When he woke up, doctors informed him that he may never be able to walk again due to the extent of his paralysis.

‘I had no idea what to think. There were a lot of tears and pain before I really knew what was happening,’ he said.

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‘Initially they told me I wouldn’t regain much more movement than what I had retained from the time of my accident and that I was very lucky to have the dexterity and motor function I still did in my arms.

‘After getting over the initial shock of what happened, I quickly started to focus on what my first step would be in recovery and I haven’t looked back since.’

After spending 10 days in the hospital following the accident, Hayden was transferred to an inpatient rehabilitation facility in Chicago where he spent the next six weeks.

With basic therapy, Hayden regained the motor function in his arms and the strength in his fingers and hands.

Hayden (pictured) lived in his parents’ house until his own home could be remodeled so that it would be wheelchair accessible

During therapy sessions, Hayden (pictured) uses a ‘Rewalk exoskeleton’ to help encourage the motion of walking and stimulate the muscles in his legs as well as the joints in his hips

His goal is to learn how to use the exoskeleton well enough where he can have one at home and no longer use a wheelchair (Pictured, Hayden with his family)

Upon leaving the inpatient facility, Hayden spent the next three months still living in Chicago but in an outpatient facility, slowly regaining back his independence.

‘I was living at my parents’ house at the time and that was a huge adjustment, being in a wheelchair and rolling into your childhood home where everything has been modified was a shock to say the least,’ he said.

Hayden set a personal goal of returning to his own house by the first year anniversary of the accident, in November 2017.

Family and friends pitched in to help remodel the house to make it wheelchair accessible so he could move back in.

Hayden is currently in therapy to improve his strength and balance in the hopes that he will defy the doctors’ prediction of being completely paralyzed for the rest of his life.

He has therapy sessions twice a week and on other days he has a stimulation bike set up in his home, or he does pool therapy.

During the sessions, Hayden uses a ‘Rewalk exoskeleton’ to help encourage the motion of walking and stimulate the muscles in his legs as well as the joints in his hips.

Hayden (pictured) has therapy sessions twice a week and on other days he has a stimulation bike set up in his home, or he does pool therapy

Members of the local community, friends and family put together a benefit called ‘Trevor’s Endeavor’ to raise money for the expenses of therapy and recovery (Pictured, Hayden, left and right)

Joint movement is created from battery-powered motors and the user can control the suit’s motion from a wireless controller worn on the wrist.

A tilt sensor perceives when the body is leaning forward and takes the first step. Crutches can also be used for stability.

Members of the local community, friends and family put together a benefit called  ‘Trevor’s Endeavor’ to raise money for the expenses of therapy and recovery.

‘My current goal is to get efficient enough in the exoskeleton to the point where it becomes a reality to have one for home use,’ Hayden said.

‘The constant goal is to walk again and regain functional movements which is what all the therapy is working towards in the end.

‘I continue to see improvement in all areas so it’s encouraging to keep pushing while I have the opportunity, I don’t want to look back and think I could have done more.’

You can read more about his challenging journey at Trevor’s Endeavor or through his Instagram, @trevorsendeavor .

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Eaters enjoy train sounds at Hanoi pho joint

March 24, 2023 by e.vnexpress.net Leave a Comment

Open from 6 a.m. until 2 a.m. the next day, the shop is a favorite late night haunt for many of the capital’s night owls.

The restaurant’s daytime set up of 7-8 tables expands with an additional 10 tables on nearby sidewalks during the busiest hours of 10 p.m. to 2 a.m. Up to 80 diners can dine at the shop during this time.

Three sellers, 58-year-old Kim Oanh, her sister Kim Cuc, and the sisters’ sister-in-law, manage the restaurant at No.3 Tran Phu Street. The business is separated into three distinct shifts, each of which is overseen by one of the trio. On average, the shop sells about 400 to 500 bowls of pho per day. According to Oanh, each shift she and her employees serve customers while simultaneously preparing food for the following day.

The shop was opened by Oanh’s grandfather to serve north-south train commuters in the early 1970s. The business was then passed on to her mother. After her mother passed away, Oanh and her sister took over the business in 1998.

Duong Tau is named after its location near the train tracks. When it first opened, there were few stores and no food streets like there are now on Tong Duy Tan Street. One of the first food stands here was the pho business owned by Oanh’s grandfather. Back then, customers formed long lines to wait for their noodle soup, according to Oanh. Despite numerous other eateries in the neighborhood that have come and gone, Pho Duong Tau is still around.

Oanh said that after 25 years in business, the shop remains almost unchanged, with the exception of the old wooden tables and chairs having been replaced with plastic sets to make serving more convenient. People of all ages come to eat here. Tourists from other regions, as well as foreigners, also come to enjoy this cuisine.

The restaurant’s menu has all different types of meat such eye round steak, well done brisket, flank, tendon and even beef stew in red wine. The average price per bowl is around VND50,000 ($2.12). Diners can order side dishes such as poached eggs and fried dough as well.

A bowl of pho with eye round steak at Pho Duong Tau. Photo by VnExpress

A bowl of pho with eye round steak at Pho Duong Tau. Photo by VnExpress

The broth, which is thoroughly cooked from beef bones throughout the day, is what attracts customers to this restaurant. As a result, it tastes light, clean, and sweet. Both daytime and nighttime customers are drawn in by the aroma of beef broth combined with scallions.

For simple cuts of meat like eye round steak, well done brisket, and tendon, the beef is thinly sliced. When customers order, the seller just needs to blanch the meat in the hot broth. But for beef stew in red wine, it requires more time and effort to cook. The beef is cut into two-centimeter squares, seasoned with sweet gourd oil and then put in the pot to cook. It is cooked for about 2-3 hours, until each piece of meat absorbs all the flavor and turns orange-red.

Pho is a dish that can be consumed at any time of day. However, the best time to eat at Duong Tau is late evening or early morning. Every day, around 11:30 p.m., a train travels through the tracks to Hanoi station. Many people enjoy eating pho while watching the train pass by and listening to the sound of the locomotive and its wheel sliding down the track. This has become a signature feature of Duong Tau.

28-year-old Vu Thi Quynh Chi from the nearby Hai Phong City has been a regular customer for about 5 years. She was introduced to the joint by a friend living in Hanoi. Chi often comes here with friends when they have to come home late. She likes pho with beef stew in red wine the most, as she described the beef as fragrant and soft, beautiful in color, and the broth as tasty. “The first time I came, the train passed by while I was eating. I was a bit surprised but it was fun,” Chi said.

The restaurant is often crowded at night. Photo by VnExpress

The restaurant is often crowded at night. Photo by VnExpress

Many Hanoi citizens have strong memories of Pho Duong Tau. Nguyen Van Sang, 58, a native Hanoian who lives close to the train line, revealed that he has been coming to the restaurant for breakfast for many years. He claimed that over time, the taste has hardly changed.

Guests can leave their vehicles in front of the shop, but as there is no security, they must take care of their own belongings. You can choose to sit at the tables set up in front of the restaurant if you visit at night. The disadvantage of sitting at the front is that hygiene cannot be assured because the tables are next to some trash cans.

Filed Under: Uncategorized Vietnam pho, Hanoi pho, Vietnam food, Travel guide, Ẩm thực, Eaters enjoy train sounds at Hanoi pho joint - VnExpress International, creaking sound in knee joint, why sounds come from joints, train luxe hanoi sapa, clunking train sound, saigon hanoi pho, pho hanoi copenhagen, hanoi pho marseille, hanoi bun pho, train vietnam hanoi, train a hanoi

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