With ASAP, action is taken by the ERC, and stays internal and there is no FAA record of enforcement action (its all administrative actions).
With ASRS, it is not internal and enforcement actions are on the pilot's record, just no fines, suspensions can be issued if the report is accepted.
Those are two very big differences. Giving up ASAP to make a point was giving up some very important benefits to the pilots all to make a minor point that gained nothing over what it was prior.
AIDMOR are a fact of life in aviation air carrier operations. They go by many different names, but they are mandatory, and have always been mandatory for specific events. It has been in writing for years (not just with this company-cave perception). Many airlines call them 'Captain's Reports'. They are mandatory because already a known (not single source). Same with ASAP. Filling out an ASAP report after the fact does not grant immunity for many issues. Only single-source reports MUST be accepted.
The benefit for ASAP reports is that if it is accepted, it's corrective action (aka, discipline) is controlled by the ERC. With AIDMOR, same thing. A pilot filling out an AIDMOR for something, doesn't mean they will not be corrected if their actions are not IAW procedure. And, in many cases, ignoracne of such procedure is no excuse to skip discipline. That's what the union if trying to get: Immunity from discipline for filling out an AIDMOR. It is lunacy to think you will get that, and worse to think giving up ASAP pilot protections is a good way to leverage for it. Lunacy!
The company continues to operate. They continue to ask for reports explaining faults. And, they will continue to discipline where needed to correct the problems. The pilot has enforcement protection with ASAP. They don't now!
You gave away the horse that pulls the plow!