A journalist from a Scottish newspaper contacted me last month wanting my reaction to the announcement that 2,300 people had applied for eighteen trainee driver posts to service a soon to be reopened rail line in the Scottish Boarders running to the south of Edinburgh. With nearly 128 applicants for each of these jobs, the reporter was keen to discover what was behind this headlong rush. Well, to be precise, what I think she was after were some conditioned clichés about working on the railway, the romance of the iron road, and how it is (still) every little boy’s wish to be a train driver.
She seemed a little crestfallen when I suggested some alternative reasons why these new posts might be so valued. First, the trainee’s starting salary was $33,230, about average in the UK before you take in to account the rise to $58,400 when fully qualified. I also suggested that recruits could expect a good pension, reduced travel prices, and, above all, the kind of security that many workers can only dream of. This is all in the context of a double dip recession and high unemployment levels. By this time, I could sense that young journalist’s imagined simple story of boyhood romance was morphing into something far more complex and probably less exciting.
She tried one last tack with me. ‘But why’ she asked, ‘were these jobs so good’? My answer was straightforward; railway work in the UK remains one of the strongest bastions of working-class unionisation. When the industry was privatised, or denationalised, two decades ago, conservative politicians made little attempt to hide that their goals included smashing the unions, reducing levels of pay, and eroding conditions of service. Contrary to the conservatives’ hopes, some railway workers have seen their real pay rates increase considerably, and this is especially true of the drivers.
Hot on the heels of the story about the new railway jobs came a similar story from the English Midlands about 1,701 people applying for three full-time and five part-time barista posts with coffee chain Costa Coffee. In other words, these more mundane, less obviously ‘romantic’ vacancies attracted more applicants per position – roughly 212 applicants for each job — than did the train driver openings. Among the biggest differences between the two jobs is the pay rate. An article in the Guardian pointed out that no barista in London, let alone in the more economically deprived Midlands, gets within ten grand of the national average wage of £26,500. Another key difference is that driving a train requires a year or more of theoretical and practical training while – and no offence to baristas anywhere – serving coffee does not involve a lengthy apprenticeship, much as some of us may want to fetishize its production. The relatively greater interest in the barista jobs may reflect many things, but it is fundamentally a function of the poorly performing economy and the dire labor market in the UK. (more…)