This agreement on the gradual cessation of activity before retirement allows most railway workers to retire earlier in better financial conditions, while the pension reform requires private sector employees to work two more years to obtain a full board.
Social peace bought at a high price? While the protesting SNCF unions threatened a strike for the bridges in May, or even during the Olympic Games, an agreement on the gradual cessation of activity of the railway workers was reached.
And he seems very generous. The proof? It was validated by the four representative unions of the railway company, even the most radical (Sud-Rail), something very rare in the history of the SNCF.
But if the consumer can rejoice that the specter of strikes is receding, the private sector employee will at the same time be able to question the measures granted to railway workers, which seem to contradict the recent pension reform which requires them to work two more years to get a full pension.
What does this agreement contain?
The question of early cessation of activity, particularly for drivers and controllers (captains) has been at the heart of demands for several years already, the agreement in place dating from 2008 being considered obsolete following various reforms pensions adopted since then.
In fact, today, the average retirement age of an SNCF employee is 59 years and 7 months, but it is falling further and further under the effect of various reforms. A scandal for the unions given the arduous nature of most of the company’s jobs.
Concretely, the agreement which will apply next year, provides, among other things, for an improvement in the early retirement system, in particular for railway workers who have held positions of proven arduousness.
The latter, which include drivers, will be able to begin an “early cessation of activity” 30 months before their retirement with 15 months worked paid at 100% and 15 months not worked paid at 75% with an additional contribution from the company. allowing you not to lose any quarters.
For controllers, the system is even more advantageous with a cessation of activity spread over 36 months including 18 months not worked paid at 75%.
Let us remember, however, that this salary, maintained at 75%, does not include the (numerous) bonuses obtained when the agent works. It is therefore based on the basic salary which is much lower than the net.
Other provisions in the agreement include end-of-career part-time work, paid 10% more than the time actually worked. Management also proposed the creation of an additional seniority level to improve the remuneration of railway workers at the end of their career. The system applies on condition of having at least 15 years in the company.
A victory for the unions on two counts
The balance of power today is clearly on the side of the unions, in particular because of the prospect of the Olympics and following the recent massive strikes which have caused a lot of damage. The management of the SNCF had to obtain social peace, whatever the cost.
It is also a victory against the government which painfully pushed through its pension reform. The agreement allows “to partially compensate for the harmful effects of the pension reform”, welcomes the federal secretary of SUD-Rail, Erik Meyer, to AFP.
“They (the railway workers, Editor’s note) mobilized massively against this reform. They thus forced the government to order employers to open negotiations on the end of their careers”, adds the CGT Cheminots, which speaks of a “victory”.
A scandal for the opposition
The signing of this agreement appears to be a form of injustice towards the private and public assets who are affected by the pension reform, even if the specific and proven hardship of many railway workers (staggered hours, night shifts, work on weekends, during vacations, absence from home, responsibilities, etc.) must be taken into account.
But for the opposition, this is clearly a category privilege granted to railway workers, while the pension reform was also intended to liquidate the famous special regimes and make savings.
“Failing to have established a culture of social dialogue with the unions, the government is giving in on everything. In the case of the SNCF, this calls into question the efforts of the last pension reform,” says Jean-François Husson, rapporteur of the budget in the Senate (LR).
“It’s a lamentable outcome,” thunders Bruno Retailleau, the leader of the LR senators. “It is an agreement which conscientiously unravels the achievements of the pension reform. It sends a very bad signal. The one which consists of saying that we can leave, be paid for doing nothing in a public company under the authority of the State.”, he continues.
The right also points to the cost of this measure. “It will amount to tens of millions of euros: a cost that the SNCF will incur and which will be reflected in the cost of the train. We should not be surprised if, today, train tickets are expensive “, estimates Bruno Retailleau.
For the Ifrap Foundation, “c‘is a circumvention of the pension reform which was to apply to the SNCF. A concession for social peace during the May holidays and the Olympic Games paid for on the backs of the French. France would be well advised to ask trade unionists for compensation, such as a ban on unlimited strike notices, or even compulsory minimum service during certain periods of the year.
For management, an investment
On the contrary, for the management of SNCF in general and its CEO, Jean-Pierre Farandou in particular (who is also playing a role in his renewal at the head of the company), this signature proves that its new method of social dialogue is working.
“This Monday, April 22, we collectively demonstrated that this culture of compromise can be a reality at the SNCF, that social dialogue brings new rights for all,” he explains.
Translation: by discussing, the unions obtain measures, by striking before even negotiating, the room for maneuver will be reduced.
Instead of talking about costs, Jean-Pierre Farandou highlights the long-term benefits of such an agreement: less absenteeism, more commitment. He recalls that “absenteeism remains dependent on the working environment and the difficulty experienced”.
This agreement can also constitute an argument for recruiting young people (a delicate point at the SNCF) cooled by the disappearance of the advantages linked to status recruitment.
Finally, as our colleagues from “City, Rail and Transport” remind us, the signing of this agreement in no way prefigures its effective use by railway workers. The gradual cessation of activity of the 2008 agreement was only used by around 12% of railway workers.
Moreover, the agreement “does not shock me”, believes François Delétraz, the new president of FNAUT (National Federation of Transport User Associations).
“This reduces conflict, and for these difficult jobs, the SNCF has recruitment problems. Its interest is for people to work a little more, to make people work 18 months more even if it means that they are paid 18 months behind to retire slowly because of the difficulty of the job.
Olivier Chicheportiche Journalist BFM Business
