It is likely that most if not all of the LU oddball services such as the Watford N curve are as much about rusty rails as avoidance of closure cases.
The trains which run on the north curve would be needed anyway for stock moves so would run anyway so are not rusty rail moves, they do carry the occasional passenger so they may as well run in service, I suppose.
( Rusty rail moves are moves over track which would never be if the normal service pattern always ran, in order to test points etc).
Am booked in for the 13th. They sent me a mail with a link to some prep questions but I hope they aren't similar to the real ones as they seem a little too simple, e.g. 'When the alarm sounds, leave the building within five minutes. How long do you have to leave the building when the alarm sounds?'.
Just a check you can read English and don't skip info.
The trouble is, TfL is no longer managed by people with railway experience. It would seem that current corporate policy across the country is to get the youngsters quickly into positions of power, while leaving anyone over 25 in limbo with ever decreasing opportunities of promotion. The youngsters really don't have a clue on what 'greases the wheels' and are unable, it seems, to differentiate between what does and doesn't matter, but I guess generations create their own realities, which then invalidates any experience the older heads have, in other words create an environment where 25 yrs experience on a job means you're out of touch and a hindrance. Glass ceilings, and glass floors 😕
I agree with with this, just look at the generally abrasive strike inducing management style of LUL in general, evident from the Incident at London bridge, and from general postings on this board and the Guardian and Times newspapers. Those youngsters or kiddies are unsuitable as Managers, as they lack the soft skills necessary to run a proper team. Sorry for being so blunt about this, but the whole system needs reform, with Decent experienced management.
There are many decent managers within LUL, but, unfortunately those inexperienced managers tarnish LUL's reputation for everyone, and should be shot!
Regarding the London Bridge fare dodger incident, it should have been brought to a Court of Law to decide who is wrong, not an inept LUL manager.
For this to end up as a dispute someone is inept, the police are obviously uninterested so nothing seriously wrong happened.
Someone has made a decision and nobody is prepared to admit it was wrong, if the decision was correct the evidence would be on the table by now.
Over-shooting the stopping mark? With the driver having to go through the process of using a cut-out switch to be able to get the doors open
Indeed quite a long procedure: - use PA advise of delay to door opening - open cab door on platform side - open glass fronted cabinet in cab with special key - turn emergency open switch - open passenger doors on platform side, using rear mounted buttons only (first 3 and last 3 doors may remain closed due to SDO and train position) - check platform/train interface - return emergency open switch to normal - close and lock glass fronted cabinet in cab - close cab door - check station starting signal - check platform/train interface - close train doors - check station starting signal
Highlighted points all designed to make it difficult to open on the wrong side as with emergency open switch doors can be opened on both sides at any location.
Many trainers advise drivers to put a foot on the platform when using this procedure to make it failsafe.
It will be system wide - not sure if all being decommissioned on the same date. Not at work for a few days so cannot dig out the information. There was an RMT communication about this as they are not happy.
System wide, at the same time. Theoretically (from the information that I have) they will still work after this date, but will no longer be maintained and, over the coming months and years, will be removed and replaced with new insulated wires (rather than the exposed ones as present) to ensure that the headwall tunnel telephones continue to work. Basically, the ability to 'pinch and rub' and attach a tunnel telephone handset is being withdrawn.
This really isn't a massive deal. The last time the wires were used in anger was at least five years ago - probably longer - and many areas spend large time periods of time with the overrides in place due to some fault or another. As I've mentioned, the headwall tunnel telephones will continue to functuon, whilst the widespread use of Connect radio tends to make communication with the controller much quicker anyway. In the event of a train radio failure, SCDs still remain available, although there is no guarantee that these will remove traction current from an area. In an extreme emergency this might mean current stays on for a couple of seconds longer, but at the same time assistance can be rendered much quicker - the conversation would still have to happen if the TT wires were activated. There's also no guarantee (the same goes for a HWTT call) that traction current will be discharged, or recharged, until the controller is spoken to, who in turn will liaise with power control at "Leicester Square"*.
That said - I am a little surprised that the fixed Hi-Lo telephones are being decommissioned. When I first was told about the plans it sounded like the TT wires would be replaced across the Combine by these, as they are more reliable and maintain many of the same features of the TT wires. A combination of costs and redundancy (see Connect above), I suppose.
(*Is the power control room still at Leicester Square? I should know this, but I don't. A few people have said it's moved, but whenever power control is referred to it's still "Leicester Square", and that's how it's labelled on our phones... Hmm.)
SCD's can be used only in extreme emergency and even then only at the users choice and discretion.