Part of the reason that RMT strikes previously were able to see larger services running was often due to service control being outside of the balloted staff. More recent ballots have seen service control included - no service control = no service.
R.M.T have historically balloted all of their members on L.U.L contracts even those within service control. The 2014 strikes into Fit For The Future which are the ones what I referred to for the service pattern in my post above included all grades represented by R.M.T.
This time round the strikes which only would have involved station staff would have been much more disruptive than those involving all grades which took place in 2010 {for O.S.P} and 2014 {for Fit For The Future.}
The reasons I believe for strikes now being more disruptive than in the past is:
1. Duty station managers and a number of revenue control inspectors used to cover for station supervisors and allow sub-surface, formerly known as section12, stations. D.S.Ms no longer exist, and the number of revenue staff with supervisor licenses has diminished, plus revenue has lost a number of T.S.S.A members in favour of R.M.T
2. Fewer non-operational staff having incident station supervisor licenses due to people leaving the organisation
3. Cross-rail stations are prioritised to be kept open and these have huge minimum numbers. For instance Farringdon is now prioritised over King's Cross.
4. Since lockdown, Greater ability for office based staff outside of operations to work from home meaning they are less likely to "volunteer" to cover as a licensed ambassador
5. Fewer people holding licenses for Emergency service operators or whatever they were called, even accounting for the fact there are fewer signal cabins
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