London 2012: Strike off after Tube staff agree Olympic pay deal - BBC News
A deal has been agreed for London Underground staff to receive extra pay for working during the Olympics.
The RMT union said it had reached an agreement with London Underground (LU).
It said drivers could earn up to £1,000 while other staff could get up to £850 in recognition of the "massive additional pressures" they will face.
The union added that it was still balloting its control staff and its maintenance members on strike action over other pay and condition issues.
Some of the workers who were being balloted for industrial action are employed by a contractor, which the union said had rejected a claim for an Olympic bonus.
A date has not been set for strikes if members vote to take this action.
Transport for London said RMT members now joined those of Aslef and Unite who had signed up to the deal and TSSA, which has agreed in principle.
The union said that it still had concerns about the staffing levels planned by LU and the use of untrained volunteers "at a time when safety and security will be absolutely paramount".
The union has also repeated its demand for a full-scale, mock emergency evacuation to test the robustness of the safety procedures in operation.
RMT General Secretary Bob Crow said: "After months of hard work by our negotiators we have been able to come to an agreement that both protects the contractual rights and existing agreements of our members and rewards them in recognition of what we all know will be the biggest transport challenge ever faced by this city."
Howard Collins, LU chief operating officer, said: "I am pleased that we have now got agreement from all four unions on our proposals for how we can fairly reward staff over the London 2012 Games.
"I know our staff are keen to play their part in the Games and, now that we have agreement across the board, we can all look forward to focusing on supporting a fantastic summer of sport and cultural events in London."
London woman jailed for YouTube race rant - heraldsun.com.au
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London Gets Gold for ID Fraud - Yahoo Finance
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London, France's sixth biggest city - BBC News
More French people live in London than in Bordeaux, Nantes or Strasbourg and it is now thought to be France's sixth biggest city in terms of population. What is attracting a new generation of young French professionals to the city?
On a wet Friday night in Hackney, a group of young professional women walk into a pub. Laughing about the British weather, they shake their umbrellas, peel off their raincoats and make their way to the bar.
Like many Londoners at the end of a busy working week, they have come to unwind over a few drinks.
But if you move a bit closer, you realise they are all speaking French. They are not tourists, exchange students or off-duty au pairs. They all work in creative industries, have lived in east London quite some time and consider it home.
London has a long-standing French community - but it is no longer confined to the streets around the embassy in South Kensington, where you will find French bookshops, patisseries and pavement cafes patronised by impeccably dressed mothers dropping off their children at the posh Lycée Français Charles de Gaulle.
Today there are French people in every corner of London and their numbers have been growing, with the result that in next week's parliamentary election in France they - along with expats in Scandinavia - will be voting for a candidate to represent them in the National Assembly.
“Start Quote
End Quote Malika FavreI came to London from Paris straight after graduating from art school, just to have a look - that was seven years ago and I've no intention of going back”
The French consulate in London estimates between 300,000 and 400,000 French citizens live in England's capital - many in London's cutting-edge creative hub, in the East End.
"I came to London from Paris straight after graduating from art school, just to have a look," says Malika Favre. "That was seven years ago and I've no intention of going back."
Malika is much in-demand as an illustrator. Her commissions include a bold, playful design for a new edition of the Kama Sutra, an album cover for a French rock band and artwork for a Californian beachwear company.
Being in London and speaking English gives her access to a wider client base - Malika sees the city as a gateway to globalisation and also relishes freedom from French bureaucracy.
"With a new venture in Paris you always think first of what is going to go wrong. I find the system much easier here - you don't have so many rules and so much paperwork," she tells me.
Marine Schepens, who works for a fashionable advertising agency, says UK companies are more prepared to give young people a chance because it is easier to terminate their contracts than in France.
This fluidity makes employees less risk-averse too.
"I changed careers a year ago but I would have never done that if I was still in France. I'd have thought, 'I'm so lucky to have a job - I must hang on to it.'"
Nadege Alezine, a journalist from Bordeaux, says life in London is not for the faint hearted. She runs a website aimed at the French community called bealondoner.com
"If you want security and nice holidays you stay in France. If you crave adventure and want to get new skills, you come here," she says.
That is not to say she does not miss France. Sipping her drink, she sighs.
"Life in France was easy. You know, good food and wine. I lived near the sea and not far from the ski slopes. And sometimes when London's grey and rainy I think, 'What on earth am I doing here?'"
All the young women I met complained about London's over-priced property. London rents are twice those in Paris.
"In Brick Lane, we had bedbugs and rats," says Malika, "and for the same money I paid for one room, friends back home had their own flats."
Of course, many people living in London have it far worse, but by choosing the East End Malika and her friends are following in the footsteps of her compatriots centuries ago.
The French first came en masse to the East End in the 17th Century. These Huguenots, who had endured years of persecution in France because of their Protestant faith, were offered sanctuary here by King Charles II.
They called their flight Le Refuge - coining the word refugee.
Many settled east of the City of London, where food and housing were cheaper. There are many French street names around nearby Spitalfields Market such as Fournier Street, Fleur de Lys Street and Nantes Passage.
The Huguenots were skilled craftsmen but some feared that they were depriving Londoners of work. A protectionist priest, a certain Dr Welton, called them "the offal of the earth".
Today competition for jobs is intense, especially among the young, and cross-channel migrants are not always welcomed with open arms.
Recently the French consulate commissioned a report called The Forgotten People of St Pancras. It focuses on the young French who arrive in London on a one-way ticket and sometimes find themselves in desperate straits.
The Centre Charles Peguy, a French charity in Shoreditch, helps new arrivals to find work and a place to live.
Cedric Pretat, one of the advisers, says the numbers have shot up this summer.
"Many French people imagine that because of the Olympics, lots of new jobs have been created in London which is not true. But people arrive with this dream."
He adds: "Others are escaping from things in France such as family problems, educational problems and areas like Department 93, because people who live in that part of Paris sometimes have trouble finding a job."
Department 93 is shorthand for Seine Saint Denis, just north of Paris - the French suburb which is home to many French nationals of African origin and a large immigrant population.
To the average French person, it conjures up images of riots, bleak high rises, youth unemployment and racism. It is the most-discriminated-against postcode in France, although ethnic minorities from other suburbs have also had a tough time.
Hamid Senni, a business consultant based in London, was one of eight children born to Moroccan immigrants in the south of France. A well-meaning teacher at his school suggested he change his name to Lionel.
"Because of your name you will be discriminated against, because of your skin colour, and even the address on your CV can stop you from getting a job," he says.
"As for your skills and competencies - none of that counts in France if you don't fit in the box - so I left," he adds.
“Start Quote
End Quote Cleo SoazandryIt's like my eyes opened up when I came here - I think the American dream is also present here in the UK”
Hamid now advises many French companies on how to diversify their workforce and he lectures at Sciences Po, one of the country's most prestigious universities.
But he says that in the early days it was much easier to get someone to pick up the phone, if he called from London than from Paris.
I first met him five years ago when he had just written a book. It was called De la Cite a la City and focused on his journey from a a rundown suburban estate (Cité) in Valence to London's booming financial district.
Hamid suspects the success of the far right in the first round of the recent presidential elections, the highest share of the vote ever achieved by the Front National in a nationwide poll, might have pushed more young French people across the channel.
"France is really struggling to create jobs and things have got worse because some people are saying the whites should come first," he says.
Cleo Soazandry, another young French national with African roots, has a mother from Madagascar and a father from Guinea. Her parents met in France where Cleo was born. In her early teens, the family moved from Paris to London.
"I was really pushed by my teachers here," she says. "Suddenly I realised I could actually become somebody here, be ambitious."
Cleo adds that seeing black presenters on television made a deep impression on her as there were virtually none in France at the time.
"It's like my eyes opened up when I came here - I think the American dream is also present here in the UK."
Listen to The French East End on BBC Radio 4 on Wednesday, 30 May at 11:00 BST and listen again via the Radio 4 website.
Vauxhall Ampera: most eagerly awaited car of 2012 - Daily Telegraph
This doesn’t mean that the Ampera will not make it to the top like those Edwardian cars on the Cairnwell Pass, but the Vauxhall’s engine can only summon a maximum 85bhp and dragging the 1.7-ton Ampera uphill without battery assistance is going to be a long, slow ascent.
To prevent this happening, the Mountain Mode program needs to be activated 15 minutes before the ascent. This keeps the engine running for longer than normal to give sufficient charge to allow full performance all the way up. Subsequent models might include some sort of predictive navigation software that could activate Mountain Mode in good time if it determined a steep ascent ahead.
And steep they have to be. GM’s European engineers spent the past year driving up and down Alpine passes without finding a single one that requires Mountain Mode. In the US, engineers only required it on a couple of ascents up the Rockies.
I had high hopes of the Cairnwell Pass, however, particularly if we drove spiritedly to use up the battery power.
Harry Inglis’s Contour Road Book of Scotland describes the road from Bridge of Cally as “rising 1:17 followed by several undulations, with quick turns, mostly 1:13”. From the Glenshee Hotel, the route passes through “uninhabited country, and after three miles, clambers up the hillside”. The notorious 1:3 Devil’s Elbow, near the end of the 18.7-mile ascent, is bypassed these days on the way to the 2,199ft summit. Frankly, the Ampera breezed it.
There was more than enough power from petrol and battery reserve to accelerate strongly, even at the end, where we needed full power to overtake a Polish artic. We covered the 18.7 miles in 29 minutes at an average 38.7mph, although ascending 1,699ft from the Bridge of Cally took its toll on the battery and we ended with just four miles left of EV mode. Then we drove around to use up the last of the EV mode and attacked the slope with equal gusto. To make things tougher, we put on the air-conditioning, headlights and radio. Without the Polish truck to negotiate, we climbed faster and arrived in 24 minutes at an average speed of 49.7mph.
And while the Ampera never ran out of power, the engine was labouring as we approached the summit and flooring the throttle was the only way to access the dregs of battery power to speed the climb. The reserve was there, but there wasn’t a lot left.
So the Ampera conquered the Cairnwell Pass and in doing so showed how over-engineered and charmingly first generation it is. This is the stiffest incline test that an Ampera is ever going to face in the British Isles, so is Mountain Mode necessary? Put it this way: its inclusion is a measure of just how much GM’s engineers want this car to be a no-compromise solution.
Electric driveline explained
The Ampera consists of a 16kWh, lithium-ion battery, a four-cylinder, 1.4-litre, 85bhp petrol engine, a main electric motor, a secondary electric motor/generator and an epicyclic transmission.
Four main modes of operation are mainly to do with the interplay between the two electric motors. Single-motor electric-vehicle (EV) mode is at speeds below 60mph where the main battery supplies its 149bhp/273lb ft to the front wheels. Two-motor EV-mode means both motors are engaged thus reducing their overall speed and therefore increasing efficiency and reducing battery drain.
Once the battery charge is exhausted (usually after about 40 miles), the petrol engine starts, which extends the range to about 310 miles. Single-motor extended-range driving is where the petrol engine drives the secondary motor/generator, which supplies current to the primary electric motor to drive the front wheels. At high speeds, the secondary motor works as a generator.
The question is why you’d want to squander top-speed efficiency by using the engine to generate electricity for the motors. In the US, however, the Ampera/Volt was major news, because of how it was sold as a technically different solution to the Toyota Prius hybrid.
What's it like to drive?
While based on a Vauxhall Astra floorpan, the overwhelming impression of the Ampera is just how special and different it is. Passers-by walked up to ask about it, people took photos and oncoming drivers craned their necks so much we feared for their safety.
The aerodynamic styling is distinctive and efficient, partly because the car needs all its overrun inertia to charge the battery rather than heating the brakes.
In the cabin, electronic displays in front of the driver and in the centre console convey a huge amount of information, but can be confusing. In spite of the massive battery pack along the centre line, the driving position is comfortable.
A polyphonic whooshing noise indicates that the Ampera is ready for action. Performance is brisk and fuel consumption impressive, but the ride is soft and the damping occasionally struggles to contain the bouncing moments of the heavy driveline. The steering gives little indication of what the front wheels are up to, although the predominant trait is nose-on understeer. Performance car it isn’t, but it can be driven briskly provided the road is reasonably smooth.
With a total range of about 310 miles, you need to keep your eye on the fuel gauge as well. We had our own form of range anxiety on the Cairnwell Pass when we realised we were fast in danger of running out of fuel, both volts and litres. We only just made it into Braemar to fill up with the latter. For all the press releases that arrive each week telling us about new battery charging points, there are still precious few in the farther flung parts of the country.
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