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Post by rheostar on May 1, 2017 21:40:55 GMT
Wasn't that because somebody was hanging their bag on the TBC? No, that was on the Picc 😉 That was a Piccadilly '73 stock at King's Cross.
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Post by rheostar on Apr 17, 2017 18:16:42 GMT
I admit it was a challenge to make sure I wrote the 'official' titles rather than ones used unofficially! Yes especially the NIRM. "Network Incident Response Messup" is my favourite, simply because there's a growing list of them - sadly. That's not very fair. As in all grades, some people are better than others so there's always going to be the odd mistake. On the whole though, the NIRMs are a very useful resource and most very good at their job.
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Post by rheostar on Mar 20, 2017 17:31:43 GMT
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Post by rheostar on Mar 5, 2017 16:00:54 GMT
Saying that I have met a few direct recruit supervisors so it must have been done at some point in the past. When I joined LU in 1979 I was offered direct recruit Supervisor, but I chose to come on as a guard.
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Post by rheostar on Mar 2, 2017 8:39:16 GMT
taken from 1990 UTS UndergrounD Ticketing System Handbook; showing magnetic stripe Staff Pass with coloured stripe (with blue stripe at top) these were changed every 2 years, (i remember red and yellow stripes); these could be used in UTS gates: Having seen the pictures I am sure I never had one and always had to show my pass at the gates. Perhaps I did have one of those passes, but I rarely used it to go through the gates. It was easier to just show my pass on the barrier.
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Post by rheostar on Feb 28, 2017 8:59:41 GMT
I might be wrong but I don't think train staff had any sort of gate pass prior to oyster and they had to show their staff ID to be let through gates. You're right. Prior to Oyster we used to show our staff pass to whoever was on the gate.
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Post by rheostar on Feb 22, 2017 11:54:21 GMT
If NT drivers are not being paid overtime if they finish late, no wonder they have the hump. I have to confess, I wasn't aware of that.
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Post by rheostar on Feb 22, 2017 8:49:06 GMT
; There was plenty of discussion back in 2015 and I didn't hear a single driver say they wanted to work Night Tube unless it was at a higher rate of pay. The NT drivers of both unions have voted at their respective branch meetings for a strike ballot and the unions are complying with their members' wishes, why should either union be ashamed? The unions should've held out for a single roster and more pay, same as we did for OPO back in the '80s.. LU were desperate to get NT in place so they'd have given more money in the end. The unions should be ashamed to be party to discrimination against one set of employees. How can one set of people drive a train, be subject to the same rules and regulations, drive over the same track, use the same facilities, yet be deemed to be a different grade? If, for example women were doing the same job as men, yet were on a different contract, quite rightly it would be a clear case of discrimination. It's no different to the people working on NT. Yet this is what both unions wanted. The local RMT reps are actively checking to make sure that this discrimination continues. As for including on the ballot NT staff being able to work overtime, you and I both know that train crews have never worked voluntary overtime. It was that way in the 70s when I joined as a guard and nothing's changed since then. Where I work, several of us are ex ASLE&F reps and can't believe what the unions are doing to NT staff.
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Post by rheostar on Feb 21, 2017 8:43:51 GMT
The problem is, the local RMT rep checks every single duty we do, makes sure we're not in a minute before 20:30 and if he hears we have done something we're not supposed to, he is banging on the door of the depot manager. The local management were kind enough to let us choose which annual leave group we wanted for 2017/18. First come first served. Everyone was happy with that apart from the RMT rep who went mental as we weren't just allocated leave periods according to agreements. Sometimes, you can't make it up. It's quite bemusing that the RMT are balloting for strike action over the conditions for staff working NT. It was the RMT that fought the hardest to have the differentials between NT T/Ops and 'day' T/Ops brought in. The RMT always referred to NT as Boris's vanity project and made things as difficult as possible for LU to bring in NT. Originally, LU wanted NT and 'day' tube run by T/Ops on a single roster, but the unions, mainly the RMT, weren't having it. Hence the current farce of staff doing exactly the same job, but on different grades. The RMT should be ashamed of their actions.
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Post by rheostar on Feb 3, 2017 9:27:03 GMT
Perhaps LUL suffers from boil-in-the-bag management too? That is a relativley new phenomenon brought about by those who have little or no experience in how to run a railway, and sometimes those who may not know what a train looks like. I can assure you that those Piccadilly line 'boil in a bag' managers you refer to know exactly what a train looks like and do have some experience of running a railway.
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Post by rheostar on Jan 10, 2017 9:24:42 GMT
From what I've gathered, the rule is that if there are 3 or more consecutive closed stations that are underground, the service must be suspended in that area. However it seems that there is a plan to avoid this - presumably by putting staff into necessary stations to keep lines open. Indeed there is no mention of anything affecting the Northern line in TfL's information, which if the "3 stations and suspend" rule was in place would be suspended everywhere south of Golders Green/East Finchley. I think you're referring to my post over on RUK? I think, though I'm not 100% that if the stations are staffed, but not fully to the normal legal level they can still evacuate people off a train. So the station is technically closed, but the assisting of passengers off the train and out of the station can be still be done. .... if need be! So whilst there might be a token number of staff at Hampstead, and Belsize Park, The trains can still,run through, albeit non stopping. Obviously at the bigger more complex stations this might not be possible. Yep, you're right. The stations might be closed, but if there's a member of staff on a station it can still be used as an evacuation point.
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Post by rheostar on Jan 10, 2017 9:11:52 GMT
I met one of the union reps as I was booking off last night at 23:11, I asked what he was doing there so late, he explained that one of the Night Tube TOps had a LDI (Local Disciplinary Interview) and they can only be held during the night shifts. He didn't mind too much, he was booked to do an early turn on Saturday but would miss it because of the 12 hour rest period. I suppose the TOSM conducting the LDI would also get overtime as they never work nights. Apparently the same holds for Corrective Action Plans, if a Night Tube TOp needs to be monitored by an IOp then the IOp has to work Friday and Saturday nights. Another reason for me not to become an IOp!!!
Just asked my own rep, he says that if Night Tubers need CAPs then they're going to have to work "normal" shifts It's not unusual to hold LDIs on night shifts. We've some staff that are permanently on nights so we hold the LDI at the close of traffic, usually 01:59 hrs.
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Post by rheostar on Dec 30, 2016 14:18:04 GMT
I thought I'd post both pictures together so you can play spot the difference.
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Post by rheostar on Dec 30, 2016 8:18:55 GMT
The new point machines just going in now I believe that the point machines will be 4 foot Surelock's, these are electrict operation , replacing the air worked point motors. Yep, I was watching them being installed last night.
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Post by rheostar on Dec 29, 2016 22:49:20 GMT
The new point machines just going in now I'll be looking out of the window!
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Post by rheostar on Dec 29, 2016 22:36:54 GMT
Brilliant photo, where did it come from? I wonder why the scissor was taken out of use?
The photo came from the LU museum's collection.
A few years ago before the exhibition was pulled down, we recreated the photo whilst we still could. We donated the photos to the LT Museum's collection. link
Earlier in this thread DistrictSOM told why the scissor was taken out.
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Post by rheostar on Dec 29, 2016 19:17:29 GMT
This picture taken in the 1930's shows how the scissor crossover used to look prior to being removed in the 60's.
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Post by rheostar on Dec 29, 2016 14:46:20 GMT
Thought you might be interested in the view from my office window this week. The tamper at work over the new crossover.
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Post by rheostar on Dec 20, 2016 21:24:13 GMT
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Post by rheostar on Dec 20, 2016 20:58:44 GMT
When I joined LU in '79, we were still running on Xmas day. However, I was at Oakwood depot on the Piccadilly line and fortunately wasn't required to work. I think only Arnos Grove and Acton Town crews were working.
From memory, the Piccadilly line only ran between Arnos Grove and Northfields (I might be wrong) with quite a late start and an early finish.
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Post by rheostar on Dec 20, 2016 20:31:33 GMT
Correct me if I'm wrong wasn't that on seconds from disaster on national geographic channel? If so wasn't it excess speed that caused the crash as the driver was falling behind on there tight timetable? Yeah, you're right, I watched that too. The train was running late and the driver was trying to make up time.
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Post by rheostar on Dec 7, 2016 8:34:58 GMT
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Post by rheostar on Dec 1, 2016 8:29:27 GMT
Going very slightly off topic, does anyone know how the first fw trains from Heathrow of a weekday morning have been running please? Have they been running or have they been cancelled with a later start to the branch? The first trains have been running on their booked times to Heathrow. The cancellations have been mainly, but not all, worked onto the trains for the Rayners Lane branch. On the Rayners Lane branch, there's been a four train shuttle running. Three trains have started from South Harrow, one from Acton Town. The first one out of South Harrow has followed the normal times, 05:09 in the platform then worked to Acton Town. The other two have gone to Rayners Lane empty to reverse and come back in service. The one from Acton Town has run on the first train time (or near abouts).
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Post by rheostar on Dec 1, 2016 8:21:13 GMT
I believe one of the two wheel lathes at Northfields is out of action. Are there two wheel lathes at Northfields now? There was only one when I was there and that used one of the pit roads needed for wheel changing when being used and blocked easy access to the rest of the depot. Cheap design for wheel lathe building at Rolls Royce prices for a quick fix which has now come back to bite hard - who gets the blame? The poor buggers changing the wheels that's who. Apologies, I was wrong. There's one permanent wheel lathe. Last year, in addition to the fixed wheel lathe there was a mobile one available. That's the one I was thinking of. However, the depot couldn't get it for this year. It's about time they invested in buying a wheel lathe for Cockfosters depot.
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Post by rheostar on Nov 27, 2016 21:44:34 GMT
The technique I was taught to avoid this was to apply the service brake and release and reapply in a cycle to avoid the Rheostatic brakes applying. This technique normally stops the wheels from locking up but factors like how poor the rail adhesion is, passenger load, speed, and braking distance are all important to the non skidding equation. This is what I used to teach to my trainees when I was a road trainer. Drive a bit slower, use service 1, when you hear the wheels start to slide, into off and release then back into service 1.
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Post by rheostar on Nov 26, 2016 20:34:47 GMT
What aggravates the problem is insufficient trucks made up and ready to go when a train comes to depot with flats. When I retired some trucks were becoming available ready built but most trains are stripped down and wheels replaced and then built up again. A long job and only two roads available at Northfields (if the wheel lathe is not working). I don't know about Cockfosters. Definitely more space needed and staff solely on truck dismantling and re-building. What causes further delay is very little of the equipment needed to be removed to replace wheels is easily removable - no plug in motor wiring no bayonet fitting pipework - everything is large spanners on badly placed fillings. The blokes doing this job are heroes - I know - I worked with them. I believe one of the two wheel lathes at Northfields is out of action.
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Post by rheostar on Nov 26, 2016 19:06:02 GMT
The BTP and OOR are both involved in the investigation. As each train has a 'black box' fitted, it's possible to see how the train has been driven. So if it can be seen that a T/Op has repeatedly dropped the handle for no obvious reason, then it could be considered as deliberately damaging the train. It would then be treated as vandalism with the BTP becoming involved. The OOR are scary. They interview under caution and if I were a T/Op being questioned by them about driving techniques I'd be seriously worried. So is there seriously a suggestion that drivers might have been doing this deliberately? That's not for me to say. However, the number of flatted wheels in the past couple of years is exceptional. Not a lot's changed in the years since I drove a 73 stock for a living and we never used to have this many flatted wheels. We'd drive trains according to the conditions. If the rails were slippery we'd slow down a bit earlier and use cadence braking. Putting flats on a train was considered as a T/Op error and something we tried hard to prevent.
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Post by rheostar on Nov 26, 2016 17:10:30 GMT
ORR!! I've my stupid head on.
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Post by rheostar on Nov 26, 2016 16:53:52 GMT
I'd love to know what BTP are going to contribute to the investigation... Unfortunately, unless some maintenance process has changed, I have a suspicion it's going to come down to driving technique, or lack of. One has to ask what training newer drivers are getting in how to drive in low rail adhesion conditions, and unfortunately in many cases I know the answer. The BTP and OOR are both involved in the investigation. As each train has a 'black box' fitted, it's possible to see how the train has been driven. So if it can be seen that a T/Op has repeatedly dropped the handle for no obvious reason, then it could be considered as deliberately damaging the train. It would then be treated as vandalism with the BTP becoming involved. The OOR are scary. They interview under caution and if I were a T/Op being questioned by them about driving techniques I'd be seriously worried.
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Post by rheostar on Nov 24, 2016 8:28:47 GMT
I joined LU as a direct recruit guard in 1979.
We did a simple mechanical aptitude test in a recruitment office at Manor House. I passed that and was in!
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