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Post by PiccNT on Apr 16, 2017 14:35:24 GMT
......however, the TOSM grade was one created out of thin air, there's nothing really from their side to merge with the DTSM, all that will happen is network learning and operational standards will go back to how it was, TOSMs will just become desk managers..........again 😉 And I believe that any of the current DTSM's that arrived at that position other than through T/Op, will have to take a road test so that they can adequately assess their subordinates whilst out and about with them.
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Post by PiccNT on Apr 7, 2017 21:49:26 GMT
NTFL is now DTUP (Deep Tube Upgrade Programme).
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Post by PiccNT on Mar 25, 2017 14:39:06 GMT
Good point. No, the flatted wheels are louder than the detonators :-)
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Post by PiccNT on Mar 25, 2017 13:26:02 GMT
What are the detonators used for? Is it just 'audible warning', or is there something else more 'technical'? Not really, detonators are part of the mandatory protection for a blocked line. When the train's wheels run over them though make a loud popping noise and there are some sparks (though the driver wouldn't see them) and the driver must stop the train immediately. I don't know if Network Rail is different but if we go over a detonator (and I have), we must reduce the speed of our train and be prepared to stop at any obstruction. We would only immediately stop after going over a second detonator.
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Post by PiccNT on Mar 25, 2017 13:18:59 GMT
There may well have been a trainee on board. We are trained on both fast and local lines and if we do go down the local, we only stop if we're booked to at Turnham Green only unless the District is not running for whatever reason. There may also have been an issue on the fast so the signaller will send us around the problem.
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Post by PiccNT on Mar 22, 2017 14:51:45 GMT
Internally as part of an Operational Standard Notice (131).
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Post by PiccNT on Mar 22, 2017 14:24:02 GMT
We use Connect radio these days or our handheld radios. Can also use autophones located on platforms and various other methods. With the reliability of Connect, it is no longer deemed necessary to keep the TT wires in place as they can cause more problems than they solve.
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Post by PiccNT on Mar 22, 2017 14:01:24 GMT
From the 24th April 2017 Tunnel Telephone (TT) Wires will be decommissioned from operational use. This also includes fixed tunnel telephones on the Heathrow Loop and King’s Cross to Moorgate on the Hammersmith and City Line.
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Post by PiccNT on Mar 16, 2017 15:04:10 GMT
Basically, faulty micro switches in the TBC that in some cases sends wrong messages to the brakes in terms of how much brake to apply. There have been a couple of failed switches when tested. Engineers confirm that the trains are safe to drive and any that have failed have not been offered for service by the depots.
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Post by PiccNT on Mar 7, 2017 11:41:10 GMT
It's not a shortage a trains, it's a shortage of staff. There seems to be a high level of sick leave on the line for whatever reason. The timetable hasn't changed so if a train is cancelled because an operator isn't available to take it, it's likely that the Rayners/Uxbridge branch will be the one to suffer more than Heathrow.
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Post by PiccNT on Feb 28, 2017 12:18:51 GMT
The problem here is that the Westbound train from Cockfosters to Oakwood is travelling East!
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Post by PiccNT on Feb 23, 2017 12:34:00 GMT
So what happens? If they go at the same time, do they stop all trains where they are, in stations preferably?
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Post by PiccNT on Feb 22, 2017 14:05:39 GMT
I don't see why it is unachievable, the only overtime drivers get is if they work past their finish time because of signal failure, etc. The chances of even getting 4 hours overtime are remote unless there were service suspensions both Friday and Saturday night. And if memory serves a lot of the NT duties get off the "second half" train anything up to an hour before the book off time so even less chance of going past into overtime. Do the part time TO21 (those that work weekends in day ) get the overtime rate if finish late if not how come RMT haven't brought this up for them before ?? No they don't nor do any of the part time CSA's that do overtime.
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Post by PiccNT on Feb 22, 2017 12:41:26 GMT
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. ASLEF were also opposed to the Night Tube shifts being added into the existing TO21s roster, we all knew full well that the "interim period" would turn into a permanent fixture and we'd be stuck working Night Tube for no extra gain. 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? Sorry, wasn't being clear. Yes we move onto the following group in subsequent years. Our leave allocation is also 8 x 1 week periods.
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Post by PiccNT on Feb 22, 2017 12:38:00 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. We are paid overtime but at single rate up to 35 hours theoretically. The RMT want the overtime rate to be enhanced like the full time drivers. To me that will be unachievable. If for instance we did 4 hours overtime. The 20 hours of pay, if overtime is enhanced would be more than a TO21 doing a part time duty of 20 hours. And if overtime was allowed and we did overtime up to 35 hours, our pay would be way in excess of a TO21. Can't see how this can be justified.
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Post by PiccNT on Feb 21, 2017 12:41:15 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. What happens 2018/19, will you go on rota basis or will it still be first come first served which is a pain if you're the last one getting the annual leave no one else wants Whichever period we are in for 2017/18, we will follow on for the following year.
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Post by PiccNT on Feb 21, 2017 0:34:15 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.
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Post by PiccNT on Feb 20, 2017 18:05:11 GMT
I believe the rules all come from The Machinery of Negotiation and Consultation and therefore become collective agreements. There is no doubt fault on both sides as what we are left with suits neither side from what I can make out!
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Post by PiccNT on Feb 20, 2017 16:54:30 GMT
TO23's and TO21's are oil and water. They must never mix. So for instance, if as a TO23 you are on a spare duty and at 5am a train needs to come out of the sidings and into the platform, if that move is on the day duty, a TO23 is not allowed to do that move even if there are no spare TO21's available. TO23's cannot also do voluntary overtime so although many would jump at the chance of doing a couple of days during the week to earn a bit more and cover uncovered duties, they are not allowed.
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Post by PiccNT on Feb 20, 2017 13:55:36 GMT
Yes, there are three different versions of what 18 months means depending on which document you read. The crazy thing is that NT Train Operators can apply for any job advertised on the internal vacancy website (full time or otherwise) once they have passed their 6 months probation apart from the very job that they are trained to do.
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Post by PiccNT on Feb 20, 2017 13:27:52 GMT
“If I am successful in getting the part time role is there the possibility of me transferring to full time? Your contract will be for 15 hours per week working Friday and Saturday nights. Normally you must stay in the part time role for a minimum of 18 months before becoming eligible to apply to transfer to a full time role. There may be opportunities dependant (sic) on business requirement to apply/transfer earlier than 18 months; however we cannot guarantee this opportunity.”
This is what was sent from London Underground as part of the recruitment process for Night Tube train Operators.
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Post by PiccNT on Feb 7, 2017 22:53:40 GMT
Yes true. The wires have a current of between 5 and 10 volts that energise a relay at the substation. Rub them together and the relay is de-energised and a circuit breaker opens at each end of that section. This is one of many ways to discharge traction current.
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Post by PiccNT on Jan 19, 2017 11:17:56 GMT
There were two passengers on the platform at Northfields. An odd thing I noticed. Shortly after leaving Boston Manor, despite the continuous conductor rail on the left, there is a short 5-10 metre lenght of conductor on the right. Anyone know why it is there? That is an inductor rail and is still in place now. WR1a is a speed controlled signal and the inductor rail gets the speed of the train from the leading posi shoe and if it is no more than 25MPH, WR1a will clear unless of course there is a train in the section ahead or a conflicting move occurring.
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Post by PiccNT on Jan 5, 2017 16:18:43 GMT
We are told plus the station staff change the notice on our notice board to reflect the lower speed at 00:00.
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Post by PiccNT on Jan 4, 2017 23:26:07 GMT
Hi all, Just wondered if the 25mph TSR is still up on open sections? Thanks It's 35mph during the day and it reduces to 25mph from 00:00 to 08:00.
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Post by PiccNT on Dec 21, 2016 15:09:12 GMT
OK, you win :-)
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Post by PiccNT on Dec 21, 2016 14:48:55 GMT
The X signals by T5 are related to the adjacent evacuation shaft. Yes, the last auto before a controlled area is two, floodgate X signals is three, surface stock detector X signals is four and data collection signals X855 between Manor House and Turnpike Lane and X883 between Wood Green and Bounds Green. These data collection signals are to do with the signalling control at the east end of the line and the need to stop trains entering the section if the signalling system which was then run on an old computer failed, or so I'm told!
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Post by PiccNT on Dec 20, 2016 11:20:21 GMT
No, as we would need a cab at each end and there aren't too many double ended units to be able to do that.
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Post by PiccNT on Dec 19, 2016 23:33:41 GMT
The draw up there is nothing unusual but to have four "X" signals in a row may be unique, until someone tells me otherwise! Most X signals have the relevant cabin code before them like WRX443 but these are just X400, X402a/b/c. Incidentally, we have 5 different varieties of X signals on the line.
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Post by PiccNT on Dec 19, 2016 9:39:34 GMT
TBH, the whole signalling arrangement on the WB approach to T5 is unusual with 4 "X" signals plus a draw up signal plus an illuminated shunt that is suppressed when not showing a proceed aspect.
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