|
Post by PiccNT on Dec 8, 2019 11:18:17 GMT
The new timetable has now been published on the Intranet.
|
|
|
Post by PiccNT on Nov 22, 2019 14:18:09 GMT
|
|
|
Post by PiccNT on Sept 2, 2019 8:56:36 GMT
There is a ridiculous amount of padding in the timetable, it’s no wonder that the line seems so pedestrian. Having said that, I was on a late running Picc train about a week ago and it was a pleasure to experience some proper driving from Turnpike Lane through to Holborn. Just like the 73 stock used to be driven! There is so much I'd love to say on the standard of driving on the Pic - I really could go on for hours. Generally we are given anywhere between 1 hour 1 min and 1hr 5mins run time from Acton - Cockfosters and vice versa. I've managed to do both EB & WB in 56 minutes, driving well within all speed limits, using only service 1 braking and allowing the correct dwell times. Despite this, the vast majority (no exaggeration) of drivers (both new and 'experienced') struggle to even complete it in the usual 1hr 3 mins or so. I've found it possible to leave T5 8 minutes late, and make Cockfosters on time with a clear run through the road. Likewise, Acton - Uxbridge can be done in 31 minutes with a clear run through Rayners and Uxbridge. There are numerous issues with the Pic as has been said, primarily with regards to training, ongoing monitoring etc - I think that'll do for now. I concur!
|
|
|
Post by PiccNT on Aug 31, 2019 19:00:14 GMT
On the EB, we will be held to our timetable time at South Harrow, North Ealing, Acton Town, Hammersmith, Hyde Park Corner, King's Cross, Wood Green, Arnos Grove and Oakwood. When the Northfields desk migrates to PICU, we will have a few more.
|
|
|
Post by PiccNT on Aug 11, 2019 22:14:08 GMT
Mostly shortage of drivers. We have had something approaching 20 trains cancelled today due to "Operator Not Available". Usual combination of annual leave, sick leave, drivers that cannot drive for various reasons and unfilled vacancies. We are at full pelt with trainees and have something like 4 arriving every two weeks. Takes time to get them qualified and then we lose staff that are transferring out.
|
|
|
Post by PiccNT on Jul 30, 2019 5:57:56 GMT
The 4LM Project have advised the cancellation of Signalling System Commissioning works for SMA 010/2 on Friday night, Saturday and Sunday, 9th, 10th and 11th August 2019.
The 4LM Project will instead continue with Signalling System Operation Proving in SMA 01/02 on this weekend.
|
|
|
SPADs
May 24, 2019 16:28:19 GMT
Post by PiccNT on May 24, 2019 16:28:19 GMT
North End is spot on. I do quite a bit of work on educating drivers (and I/Op's) on signals especially multi SPaD signals (we have a big list of them). There is a lot of confusion regarding the difference between approach controlled, timed occupancy and draw up signals. Having an idea on what is what and the likely behaviour of a signal under varying conditions to my mind is pretty crucial to keeping you out of trouble! I could talk for hours on this subject but I'll leave it at this for now :-)
|
|
|
Post by PiccNT on May 24, 2019 16:20:07 GMT
I gather the new computer system at South Kensington tells the old program machines at Earls Court when it is ok to clear a signal and step forward. Because there seems to be no leeway in the computer system - its on time or, err, on time - it now holds many more signals at danger than was previously the case. It's more simple than that - the programme machines are replaced by the PICU system which does the roles of Programme Machine (i.e the timetable), control circuitry, and lever operation in one, interfacing directly to the valves which move the signal levers. As others have said the old Programme Machine circuitry was state of the art at the time, but often had local quirks which meant that it wasn't fully utilised and often ended up left in one mode. The other thing seen with PICU is routes being called later - I suspect they've been called on the calculated sighting point which is sometimes later than the physical sighting point. The latter point is certainly correct. We noticed many signals clearing later than they used to and other strange goings on. PICU does allow individual trains to be put into a certain mode and it's useful when running out of service that through running, or whatever it's called can be selected for that train to prevent it being regulated, signalling permitted. We have had a few modifications in the past few weeks to re-tweak calling conditions. The different behaviour on any given day for example is the starter at Hammersmith WB fast. Prior to PICU, it used to clear, all things being equal, as the train entered the platform and ran over the first block joint. Now, the signal clears just as you are about to berth the train (if not running early) but on occasion it reverts back to how it used to clear. My learned friend on the green line is quite right about potential SPaD traps and I guess WD40a is one signal that now clears very late causing the driver to slow right down.
|
|
|
SPADs
May 24, 2019 12:52:56 GMT
Post by PiccNT on May 24, 2019 12:52:56 GMT
Perhaps I just yearn for the days when eastbound Picc trains used to leave Barons Court and motor pretty much all the way to just outside Earls Court. Ah, I can just about still smell the brake dust! Now that particular area has nothing to do with the signalling or driving styles.......there's a 25mph permanent speed restriction just before the start of the tunnel I would of thought to be an instructor operator you would have to show your teaching skills and how you drive would be a big part of the application process or is it as long as you can bluff your way through a competency based interview you have got the job which in my opinion is why there are so many bad managers etc out there anyway off topic sorry The selection process for an Instructor Operator consists of the application form which has a section requiring supporting evidence from the employing TOM (Train Operations Manager) - this includes attendance, staff errors, etc. If the TOM fails to endorse the application, it cannot proceed. Next step is a line based written exam which covers rules & procedures, rolling stock and line geography. This is followed by a role play excercise where you take a trainee through their first day, showing them the book on process, picking up a train, demonstrating the controls and then finally putting them in the driving seat and driving the train. If successful one will get an interview - the interview also includes technical questioning. Once the position is gained, a new Instructor Operator must complete a coaching training course which is delivered by an outside company before they can take a trainee for the first time. At no point is driving officially assessed as part of the selection process although in my case my TOM just so happened to be on the platform on a couple of occassions prior to completeing my application form - he wanted to satisfy himself before he gave the nod. In any case though, drivers are continuously monitored as part of the competence management system that monitors all of LU's employee's in operational roles. So yes, to a great extent there is no consistent "this is how you drive a train". It's very much down to the individual Instructor Operators and can be something of a lottery as to whether a trainee gets a good one or a not so good one - there are good and bad in all grades of staff - but I have to say that on the District line we have a very good team of Instructor Operators who talk to each other and share what they know across the line. Slight change in the selection process. After getting through the application stage, you now have to undertake a timed (35 minutes) online rules and procedures test. Multiple choice, can't remember how many questions you had to answer. It was not easy! In fact, out of 20 that took the test, only 3 of us passed. Once successful at that stage, it was the competency based interview, role play exercise and then a written test on line knowledge and stock.
|
|
|
Post by PiccNT on May 24, 2019 12:27:55 GMT
It only controls the semi automatic signals. Automatic signals do exactly that & work automatically. My understanding, in simple terms, is something like this: When Earls Court was in control it used program machines. These use a roll of film with holes punched in it similar to an automatic piano that played music based on the holes in a film that was fed through it. The program machine moves forward a step, waits for a train to appear and if it corresponds it operates the signalling and steps forward. So the process repeats. Now my understanding is that program machines can step forward up to two minutes early so in theory it allows an early running train to continue moving forwards......unless the signaller intervenes. I gather the new computer system at South Kensington tells the old program machines at Earls Court when it is ok to clear a signal and step forward. Because there seems to be no leeway in the computer system - its on time or, err, on time - it now holds many more signals at danger than was previously the case. Timetables are written with leeway built into them - booked stand times here and there - to account for odd little delays that may affect a given journey. Under the old pure program machine system if there were no delays you might get to the other end of the line a couple of minutes early. This new computer system won't allow to you run 10 seconds early let alone up to 2 minutes early, so you're now seeing much more of those built in timetabled stands. Same effect on the District between Barons Court and Ealing.......and not just station starters either. It's created SPAD traps all over the place where none existed before. And whilst in fairness you can't predict door issues, I've had it twice this week where the starter's held me for two minutes and then when they cleared I failed to get a pilot due to the stupid S stock door system which traps small items like pens, batteries and stones in the door runners. By the time I'd dealt with it I'd departed two minutes late. Had the station starters cleared a bit early like they used to, I'd of had a fighting chance of an on time departure. Hey ho. if that's the case can anyone explain why heathrow t 5 and t4 nearly always clear early not just by a few minutes can be as soon train gets into platform even if it doesn't depart for another 15 minutes That area is still controlled by Earl's Court (Northfields desk) and is due to be migrated later this year I believe.
|
|
|
Post by PiccNT on May 23, 2019 7:48:54 GMT
I agree with my colleagues that SPaD's have to be and are taken seriously. Sometimes on the Picc, we can go almost a week without one but at my depot, we have had 3 in the past 3 days. This then causes big issues with the drivers being stood down from driving duties until they go through the action plan process. This takes up Instructor Operator time and we are busy enough with the amount of trainees coming through (we have 27 in training at the moment).
In terms of defensive driving and/or slow driving, I think in other threads there have been comments about the standard of driving. From my own observations, some of the driving is abysmal from the reckless to the tortoise. It doesn't help that instructors are left to do their own thing in terms of teaching and tend to teach exactly how they drive themselves. There really is no common approach. Driving on the Picc is somewhat interesting with the signalling system throwing us a few curved balls sometimes! Saying that, regardless of anything else, you should have your train under control at all times and be able to stop if you have to.
|
|
|
Post by PiccNT on May 22, 2019 23:06:19 GMT
That's correct. When the branch up to South Harrow was migrated to the new PICU (Piccadilly Interim Control Upgrade) system, the vast majority of semi-automatic station starters now hold trains to their timetable departure time.
|
|
|
Post by PiccNT on May 13, 2019 9:41:48 GMT
As I understand it, the consequences of passing a signal at danger are (potentially) more severe now than in previous eras, and the philosophy/culture of defensive driving is somewhat more significant these days. These will undoubtedly play a role in different driver behaviours. You are probably correct. From anecdotal evidence, it seems "back in the day" SPaD's at automatic signals were often not reported and it seems from mess room chat, actively discouraged. Nowadays, SPaD's are taken very seriously and if you have four safety critical incidents in a 2 year period, you could find yourself in a bit of bother. Coming back to the video, it seems signal OE260 is the draw up signal for what I will presume is OE26, the station starter and is designed to protect overruns at that signal and the diverging junction ahead. The draw up signal will work automatically based on a timing section so skilled drivers will understand the approach speed required to clear the signal. However, the "Can I stop if I need to" rule seems not to be in practice in this instance! We do teach defensive driving but in my view, the training, certainly on my manual line, is insufficient for the trainee (or cross transfer) to fully appreciate the ins and outs of the signalling on the line. You really do need an understanding of what is likely to happen in any given circumstance at pretty much every section of the line. Most drivers do not have this understanding and that's probably one reason why we have issues with the number of SPaD's seen. From my observations, the standard of driving and line knowledge ranges from actually very good to absolutely abysmal! I expect a rocket for going off topic.
|
|
|
Post by PiccNT on Apr 12, 2019 7:29:51 GMT
Strong rumour that Cockfosters car park is being sold off, along with our 3 year old train crew accommodation. Can't imagine the chaos that will cause on the local roads with the extra parking required.
|
|
|
Post by PiccNT on Feb 22, 2019 13:07:51 GMT
I know this question is off-topic but how far back can the Trackernet replayer go? One month. One month for me :-)
|
|
|
Post by PiccNT on Feb 22, 2019 12:20:02 GMT
If we know the approx time it can be looked at on Trackernet replayer I know this question is off-topic but how far back can the Trackernet replayer go? One month.
|
|
|
Post by PiccNT on Jan 14, 2019 13:02:22 GMT
It may stop the District from receiving an incorrectly lowered signal but on the Picc, we do still get the route to Ealing Broadway on occasion. I was offered the very same a couple of months ago. Tempted to take a visit to Ealing Broadway but probably wouldn't be worth the uncomfortable interview so I declined the invitation.
|
|
|
Post by PiccNT on Jan 7, 2019 23:56:37 GMT
The DMI at Heathrow T5 also shows odd destinations. A couple of days ago it showed the first train (mine) as Oakwood but instead of 2 minutes, it showed 48 minutes and the second train according to that was Triangle Sidings! Hope they don't use the Triangle Sidings one too often! The Picc line 73TS trains are banned from going there now since the SSR voltage went up to nominal 750V on most sections not shared with the Picc. Not exactly banned as there may be a signalling issue at say Hammersmith EB on the local where we can't get back onto the Picc and have to reverse at West Kensington. It does go to 750v past the Barons Court rail gap so we have to cut out all heating and ventilation and then, with authority, we can proceed.
|
|
|
Post by PiccNT on Jan 6, 2019 16:55:59 GMT
The DMI at Heathrow T5 also shows odd destinations. A couple of days ago it showed the first train (mine) as Oakwood but instead of 2 minutes, it showed 48 minutes and the second train according to that was Triangle Sidings!
|
|
|
Post by PiccNT on Dec 11, 2018 16:12:37 GMT
content.tfl.gov.uk/fc-20181213-item07-tfl-business-plan-approval.pdfThe Business Plan has just been published. Within it, it states the following: Deep Tube Upgrade programme: Works to increase capacity will begin on the Piccadilly line with the introduction of a new fleet of trains. These trains will be delivered in 2023 and replace the current fleet, by which time it will be more than 50 years old. The new trains will be in service from 2024. We remain committed to delivering new signalling on the Piccadilly line, as well as the other deep Tube lines, but without confirmed capital funding beyond 2020, we have decided to work with our suppliers to review the programme so that it delivers in the most efficient way. We will therefore be discontinuing the current procurement to allow it to reflect our latest thinking in the future. Not quite sure if this means the upgrade to the signalling is on hold for now.
|
|
|
Post by PiccNT on Nov 30, 2018 14:25:11 GMT
We have plenty of blind trainstops on the Picc. Halfway along platform 4 at Arnos Grove for trains coming in from the EB road, halfway along sidings at Wood Green, all 4 Acton Town sidings, Rayners Lane sidings, both Heathrow T5 sidings, one halfway between Acton Town and South Ealing on the WB fast road (believe this goes back to the days when it was the test track), two thirds of the way down the platform at Leicester Square EB to protect the short overlap, all platforms at Cockfosters and Uxbridge. I think that's it!
|
|
|
Post by PiccNT on Nov 12, 2018 1:54:35 GMT
I used that last winter when really cold. We are instructed to fully open the doors before closing them if we use the selective function.
|
|
|
Post by PiccNT on Nov 6, 2018 15:54:25 GMT
|
|
|
Post by PiccNT on Oct 26, 2018 16:30:23 GMT
Saw one in Welwyn Garden City sidings about an hour ago just about to come out. It had pickup shoes on it so I presume it's one of these.
|
|
|
Post by PiccNT on Oct 18, 2018 9:41:55 GMT
At Cockfosters, the first book on after 12pm is at 15:18. The other three depots have duties that start just after 12pm. From what I hear, there is less enthusiasm to strike again for what seems to be trivial issues. Have you been communicated to as to what the issues actually are? It's very difficult to tell from this side of the fence. Not totally. It would seem the RMT reps at Arnos Grove object to having to fill out a form to request release time as that isn't a negotiated procedure. It also seems that some drivers, after provoking our friendly Controllers, don't like the response they get so that's unacceptable. Management clamping down on non-attendance in an alleged draconian manner is also part of it. Doesn't quite seem serious enough for so many people to lose so much money over. The RMT it seems are apoplectic about the decision by Aslef to strike over the J door issue for whatever reason. I'm not convinced that so many drivers that have already lost money will be willing to lose 2 more days, one for the next RMT Picc strike and not crossing picket lines for the Aslef one.
|
|
|
Post by PiccNT on Oct 17, 2018 8:29:04 GMT
At Cockfosters, the first book on after 12pm is at 15:18. The other three depots have duties that start just after 12pm. From what I hear, there is less enthusiasm to strike again for what seems to be trivial issues.
|
|
|
Post by PiccNT on Oct 12, 2018 15:26:52 GMT
|
|
|
Post by PiccNT on Oct 4, 2018 9:59:20 GMT
The union calls the strike and the members strike, not many questions asked. That's how it works for the first strike and the other union, in this case ASLEF, normally don't cross picket lines. However, LU T/Ops cannot do voluntary overtime so there is no way of making up your money unlike the other TOC's. So when (if) the next strike is called, some people may think twice about withdrawing their labour and the other union may not be so keen to stay out. It's quite true to say that in previous disputes, there has been an element of intimidation but as this strike was pretty solid, I've not heard of anything untoward taking place. That's not to say of course that some people stayed away just in case they were the victim of unsavoury behaviour. Really, so the unions call the strike and no one has any say in it, is that true? Apathy. 122 T/Op's didn't even both to vote and 68% of total numbers voted for action. Of course anyone can have a say in it but most don't bother but will generally follow the strike instruction.
|
|
|
Post by PiccNT on Oct 1, 2018 11:19:48 GMT
Are settlements agreed at ACAS not legally binding? If so, surely the RMT could take London Underground to court for not implementing what was agreed?
In terms of the reasons as listed above, I can only speak for what I see at my depot. We have no vacancies on the establishment. All of our absences, apart from annual leave are caused by drivers being off sick or on alternative duties. I think this comes from drivers complaining that they have to cover full duties consistently when they are spare. So basically, if everyone came into work, there would be no problem with driver numbers.
I stated above about the Controllers. I can't comment on parts of the day when I'm not on duty but for 99.9% of the time, the Controllers are polite and carry out a challenging role in a professional way. I also mentioned about obstruction of trade union duties. It seems some of the reps at Arnos Grove have had their release time reduced and have to drive a train which should in effect help point two! Same goes for the last point.
As also mentioned, not sure what the RMT's next step is.
|
|
|
Post by PiccNT on Oct 1, 2018 0:45:15 GMT
The union calls the strike and the members strike, not many questions asked. That's how it works for the first strike and the other union, in this case ASLEF, normally don't cross picket lines. However, LU T/Ops cannot do voluntary overtime so there is no way of making up your money unlike the other TOC's. So when (if) the next strike is called, some people may think twice about withdrawing their labour and the other union may not be so keen to stay out. It's quite true to say that in previous disputes, there has been an element of intimidation but as this strike was pretty solid, I've not heard of anything untoward taking place.
That's not to say of course that some people stayed away just in case they were the victim of unsavoury behaviour.
|
|