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Post by drainrat on Aug 26, 2019 20:01:40 GMT
Originally posted in this thread:Presumably the LUL Senior Operating Officer still has the right to waive this requirement? The SOO can only issue waivers to the rule book after they have carried out a dynamic risk assessment. Waivers are not issued for the fun of it - there must still be a safe way of doing something or at least some bloomin' good mitigation measures put in place to ensure risks are kept as low as reasonably practicable. Very few waivers are granted - probably something like four or five times a year. It's certainly not a routine method of achieving something. They tried issuing one for drivers on W&C line a couple weeks back, that was contested by drivers there. Upon reading it, I'd debate it was issued just for the fun of it 🙄
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Post by drainrat on Aug 25, 2019 10:09:21 GMT
Not correct, it's the Professional Train Operator Agreement (PTOA) that is agreed by the trade unions (via branch/district processes) and management. It's not the trade unions that don't allow it, and let's not forget, the TUs aren't a separate entity to the drivers who belong to them, they are the Union and the union represents them. As for overtime, goldenarrow is correct. Obviously we've both observed the same thing where there's becoming a reliance on overtime, and often it's refused by the driver so the train goes to the depot/siding, leaving the service 'thinner'. There used to be a time where you'd be told to stable it on the trip before handing over, now they often keep quiet until a couple stations before, in hope you'll accept the overtime, thus, what may've been an Epping service, then becomes a Woodford service at Leytonstone, and passengers quite rightly getting more and more annoyed. Trouble is, as I've pointed out many times in these threads, stereotyping is an important point to understand in this, and the drivers have been stereotyped as public enemy #1 for many years, and so must be to blame, but the reality of it rarely comes to light, because the real villains are seldom shown in a bad light 🙄 I am well aware of the Professional Train Operator Aggreement on LUL. However look at Rest Day Working on Train Operating Companies ( TOC's) on Network Rail, ASLEF the main Trade Union have agreements with TOC's for Train Driivers to work rest days. Not all TOCs have rest day working and those that do, it is controlled by ASLEF. I know of LUL Train Operators who drive Rail Replacement Buses of their days off, with the knowledge of management. Very good, but the point was that it wasn't correct that the TUs don't allow drivers to do overtime. The issue of working on other jobs is a contractual one and not a RD overtime working issue, there are I'm sure, many drivers as well as managers working many other jobs as well as driving replacement buses, photography, gardening, plumbing, doormen etc. etc.
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Post by drainrat on Aug 25, 2019 10:00:59 GMT
May be the leadership of the Union involved are away on a Summer Holday in August 😎😎😎 Haha, nah, I've got a dentists appointment 🤕
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Post by drainrat on Aug 25, 2019 9:59:28 GMT
No, I'm sure that's not the case 😉
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Post by drainrat on Aug 22, 2019 15:49:31 GMT
Even non union members could refuse to cross a picket line, gone are the days when union subs were taken from payroll While this may have been acceptable in the past (and the phrasing suggests we are), the current laws around industrial action are quite clear - only persons belonging to the specific trade union involved in the dispute have any protection under law should they chose to strike (and even then only for the first 6 weeks I think if you stick strictly to what the legislation says). Anyone else not coming in and citing the dispute as a reason for absence is considered to be taking ‘secondary action’ - which is illegal and they thus can be subject to disciplinary proceedings including dismissal should their employer be sufficiently hostile to trade unions to push the matter. Indeed, but no one knows who is in what union other than the unions themselves. As we know, there are 'day' memberships too for people to have the chance to join the striking union etc.
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Post by drainrat on Aug 20, 2019 19:10:47 GMT
Even non union members could refuse to cross a picket line, gone are the days when union subs were taken from payroll
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Post by drainrat on Aug 18, 2019 20:11:57 GMT
Not correct, it's the Professional Train Operator Agreement (PTOA) that is agreed by the trade unions (via branch/district processes) and management. It's not the trade unions that don't allow it, and let's not forget, the TUs aren't a separate entity to the drivers who belong to them, they are the Union and the union represents them. As for overtime, goldenarrow is correct. Obviously we've both observed the same thing where there's becoming a reliance on overtime, and often it's refused by the driver so the train goes to the depot/siding, leaving the service 'thinner'. There used to be a time where you'd be told to stable it on the trip before handing over, now they often keep quiet until a couple stations before, in hope you'll accept the overtime, thus, what may've been an Epping service, then becomes a Woodford service at Leytonstone, and passengers quite rightly getting more and more annoyed. Trouble is, as I've pointed out many times in these threads, stereotyping is an important point to understand in this, and the drivers have been stereotyped as public enemy #1 for many years, and so must be to blame, but the reality of it rarely comes to light, because the real villains are seldom shown in a bad light 🙄 How rigid is the 4 hours and 15 minutes maximum driving time? Are drivers being asked to exceed this? , There seemed to be a policy where the Train Managers were being told to put spare drivers on meal relief almost immediately in order to overcome claims of going over the 4hr 15 mins, but the unions just received confirmation from the director of line operations that this will cease. In my experience, they rarely try it on with 'stubborn' drivers, but will use the newer and compliant drivers to break it. My view is those drivers are making a rod for their own back 🙄
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Post by drainrat on Aug 18, 2019 8:03:48 GMT
For the Central line, it's the persistent issue of understaffing, relying on overtime is no long term solution hence why cancellations are more common than ever. This, coupled with some fairly high profile cavalier antics from management meant that it was only a matter of time before we would see strike action. These issues, have been brewing for over a year now, in fact, I think the staffing numbers shortfall was predicted as far back as 2014. Train operators on London Underground are not allowed by the Trade Unions to work on Rest days, where do you get the idea that the service is run by relying on Overtime ? Not correct, it's the Professional Train Operator Agreement (PTOA) that is agreed by the trade unions (via branch/district processes) and management. It's not the trade unions that don't allow it, and let's not forget, the TUs aren't a separate entity to the drivers who belong to them, they are the Union and the union represents them. As for overtime, goldenarrow is correct. Obviously we've both observed the same thing where there's becoming a reliance on overtime, and often it's refused by the driver so the train goes to the depot/siding, leaving the service 'thinner'. There used to be a time where you'd be told to stable it on the trip before handing over, now they often keep quiet until a couple stations before, in hope you'll accept the overtime, thus, what may've been an Epping service, then becomes a Woodford service at Leytonstone, and passengers quite rightly getting more and more annoyed. Trouble is, as I've pointed out many times in these threads, stereotyping is an important point to understand in this, and the drivers have been stereotyped as public enemy #1 for many years, and so must be to blame, but the reality of it rarely comes to light, because the real villains are seldom shown in a bad light 🙄
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Post by drainrat on Aug 17, 2019 16:38:37 GMT
I can understand why they haven't just yet 😉
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Post by drainrat on Aug 17, 2019 16:01:40 GMT
Most coming through are either cross transfers from other depots and lines, or night tube (to23 contracts) becoming full time day drivers (to21 contracts)
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Post by drainrat on Aug 9, 2019 15:42:39 GMT
Two trains on sidings below Spur Road plus a non-electrified siding which extends directly below the opening - and has become a rail storage area. Simon The more visible train is on 7rd, the other train is on 6rd, the non-electrified siding is 8rd. 6rd is used for litter picking, early morning stabler before shunting to 3rd. 7rd - according to CIRAS report from TfL, is only supposed to be used in emergencies as there's no trainstop on it, but as can clearly be seen here, that is not entirely true 🙄
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Post by drainrat on Aug 9, 2019 15:32:50 GMT
There is a second lift the depot are which was used to lift coal wagons up to the power station which is/was located at the bottom of the picture showing Spur Road. there's track at street level for the wagons to be moved around. Where is/was this second lift? It must be a very long time since it was used for coal wagons. I don't know when the power station closed (1940 perhaps, when the line was converted to 3rd rail to Southern Railway standards?) Nor have I noticed any surviving track at street level. It's accessed by the aptly named 'access' road by side of the old fire station pub, opposite the sainsburys local and tesco metro. The track is behind the shutters, the bogies are rolled down toward the lift, the lift carries them down to a track level rail, they're then pushed up to a rotation board at side of 2 rd where they're lifted by crane over 2/3 RDs on to the track
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Post by drainrat on Aug 6, 2019 9:58:48 GMT
All still in use
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Post by drainrat on Jul 21, 2019 15:52:14 GMT
There are 3 areas in the depot where light comes in. The light most likely seen is probably neither the green or red arrow, but on the inside curve of Spur rd. If you look from departures platform, the light you will see is from the opening indicated by both green and red arrows. If you look from arrivals, then part will be from green arrow, but the background light will be from the opening by the inside curve of Spur road. Hope this helps
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Post by drainrat on Mar 26, 2019 13:26:23 GMT
Drainrat --please explain!! At 07:31 on 10th March the Central Line Twitter feed announced that "We have minor delays between Woodford and Hainault due to absence of train staff", some wit called Ryan tweeted "Sunday morning hangovers?" and Central Line replied "Who knows?" The reply was deleted but obviously a lot of people saw it, myself included and Central Line management have issued an apology to train staff on behalf of their Twitter team. Oh yeah, I'm on Twitter now. I think the biggest shock was the issuing of an apology from the current management 😉
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Post by drainrat on Mar 24, 2019 21:09:31 GMT
The one with the Twitter faux pas 😂
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Post by drainrat on Mar 14, 2019 11:29:03 GMT
We've had this lots of times. All the 92ts can display all 92ts destinations, including Ongar. And yes, that includes the W&C trains/destinations. W&C ts can announce ALL central line and W&C line destinations, but can only display Bank or Waterloo, depending on termination
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Post by drainrat on Mar 12, 2019 20:58:48 GMT
Seems to be "good service" currently so I presume this was this morning.... To be fair to the Service Controllers, it is not their sole decision as to what service status is shown nor when. That falls to the Service Manager in consultation with the LUCC (London Underground Control Centre). It is the LUCC which ultimately has control over the "rainbow" service status messages. There's also politic's involved in the whole service status message saga; believe me, the Service Controllers themselves can never be blamed for what ends up being put out to the general public. In terms of taking decisions to get trains moving during a failure scenario, I've personally been in the Central line controllers hot seat and its not a place I found easy or enjoyable. Things can back up on the Central line very quickly - for example you can easily get three trains stranded between Mile End and Stratford (plus a train in each of those platforms). That's capacity for well over 3,000 people on stalled trains across just two stations on the line. It was policy at the time I was there that a passenger alarm on a train in zone one would instantly see trains held back to either Leytonstone or White City (depending on direction). To put that into some context, on the District line the initial hold for a passenger alarm is rarely more than four or five stations anywhere on the line. Moving on to today's issue, a track failure or severe speed restriction is obviously going to impact on the train service, but taking out a load of trains isn't always the magic answer. If you take out too many you end up with not enough capacity to sustain the number of people waiting on platforms. It's a very delicate balancing act between running a safe but slow service or a fast but inadequate (and arguably unsafe) service. You also have to squeeze in track access to fix the fault. Would I have another go at being a controller? No thanks, not on your life!! "Delays due to train staff absence....." Displace staff, leave skeleton roster, and then. Make it look like staff can't be bothered to come in 🙄
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Post by drainrat on Mar 5, 2019 13:08:14 GMT
About new line manager?
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Post by drainrat on Mar 4, 2019 17:21:14 GMT
Indeed, I was pointing out the embankment where the works were done and why.....between Lou and Buckhurst Hill, they didn't do it at the cutting 😀
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Post by drainrat on Mar 3, 2019 12:37:08 GMT
Yes, it is a cutting between Grange Hill and Chigwell, but an embankment where the works took place between Loughton and Buckhurst Hill
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Post by drainrat on Mar 2, 2019 16:56:31 GMT
In late 90s, they removed a load of trees from embankment between Loughton-Buckhurst hill EB side, then the track slipped a little, so had to spend shed loads reinforcing and shoring. Assume that killing the trees led to the root systems drying out causing ballast slip. I even remember a similar incident being discussed at a line H&S meeting and the SQE (Safety, Quality & Environment) advisor, advising that the advice given by the experts was 'should have left it alone'. My point is I'm in agreement that maybe the trees shouldn't have been planted in first place, or managed whilst young saplings, but once the trees are deeply rooted and start to create a whole changing environment, then just wiping them out isn't the solution. In the East London & West Essex Guardian article TfL says the embankment is "unstable" so leaving it alone is not an option. Rather than just cutting down the trees then leaving it (as per Loughton-Buckhurst hill EB side) "piles" will be "bored into the foundation" (oo er, missus) and the "earth regraded" which I suppose they can't do without getting rid of the trees first. I guess not, again, the age of the railway has to be considered, what we know at a given point isn't always obvious in the past 🤔
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Post by drainrat on Mar 1, 2019 18:49:59 GMT
In late 90s, they removed a load of trees from embankment between Loughton-Buckhurst hill EB side, then the track slipped a little, so had to spend shed loads reinforcing and shoring. Assume that killing the trees led to the root systems drying out causing ballast slip. I even remember a similar incident being discussed at a line H&S meeting and the SQE (Safety, Quality & Environment) advisor, advising that the advice given by the experts was 'should have left it alone'.
My point is I'm in agreement that maybe the trees shouldn't have been planted in first place, or managed whilst young saplings, but once the trees are deeply rooted and start to create a whole changing environment, then just wiping them out isn't the solution.
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Post by drainrat on Mar 1, 2019 9:43:58 GMT
The tree felling has been relentless over the past 5 yrs, went through Grange Hill to Chigwell yesterday and the inner rail bank of trees has been decimated. Surely they can't just fell them all and use the "well they're on our land so we can do what we damn well please!" argument, the size of most of these trees would've required permission from local authorities to fell 🤔 Network Rail have run into political issues with tree felling after they cut down a tree (on their land) which was at the bottom of the garden belonging to a national newspaper's environment correspondent. The (now former) minister got involved as did The Woodland Trust and for a while tree felling stopped. The Office of Road & Rail then got involved, being concerned that not cutting down the trees was a safety risk. It definitely seems that the mistake was allowing trees to grow in the first place, but I suspect that's a result of funding cuts at the time. I agree, but once environments are created that have an overall effect on the wider local area, then taking away an important part of that environment could be argued 'irresponsible'. It most certainly is a political issue, and one being played on a global scale at the moment, and for years to come too..... Interesting though, was walking through the Coopersale woods beside the EOR other day, and couldn't help notice there's a tree tunnel formed over the rails, would almost say the railway has been 'accepted' into the environment than imposed upon it and changing it to suit. Its all about balance, and I don't think the current collective mindset of TfL is mature enough to cope with it 🤔
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Post by drainrat on Feb 26, 2019 16:10:48 GMT
Yes, so a good old prune should suffice, not a felling?
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Post by drainrat on Feb 25, 2019 17:12:25 GMT
The tree felling has been relentless over the past 5 yrs, went through Grange Hill to Chigwell yesterday and the inner rail bank of trees has been decimated. Surely they can't just fell them all and use the "well they're on our land so we can do what we damn well please!" argument, the size of most of these trees would've required permission from local authorities to fell 🤔
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Post by drainrat on Feb 17, 2019 9:48:24 GMT
Chances are, it'll happen often 🙄
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TT1
Feb 10, 2019 18:18:24 GMT
Post by drainrat on Feb 10, 2019 18:18:24 GMT
The 'fitter'
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Post by drainrat on Jan 16, 2019 19:04:16 GMT
We had a manager that could not spell (before spellcheckers), so a former English teacher and myself would sit down in the mess room and correct his notices / newsletters. We would also give it a mark out of 10 with all the essential insulting comments that teachers would add in red pen. Haha.....but did that manager have such an air of glibness to plaster a full bust picture of him/herself all over every communication ala Kim Yong Un stylee 🤔
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Post by drainrat on Jan 11, 2019 19:57:41 GMT
Wouldn't be too certain
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