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Post by Deleted on Jan 29, 2013 18:36:49 GMT
Hi chaps
can any of you knowledgeable ones on here help with the answers to the questions below.
1. Before operating a protection key switch, what must be confirmed?
A. Permission is given, trains are stopped, signals are at danger and the key is securely left in the switch.
B. Permission is given, trains are stopped, signals are at danger and the key is retained by the operator of the switch.
C. Permission is given, trains are stopped, signals are at danger and the key is given to the Supervisor at a neighbouring station.
D. Permission is given, trains are stopped, signals are at danger and the key is given to the train operator.
2. Should a train operator require a pilot, who is in charge of the safe operation of the train whilst the pilot is in the cab.
A. Pilot
B. Train operator
C. Service Controller
D. Pilot and train operator
3. Which is not an appropriate way to turn off traction current?
A. Current Rail Indicating Device (CRID)
B. Headwall Tunnel Telephone (HWTT)
C. Section in rear plunger
D. Contacting Service Controller using an auto phone
4. Describe the purpose of trackside changeover switch.
A. Isolate the signal post telephone
B. To divide traction current sections into smaller sections
C. To isolate part of a traction current section (usually a siding)
D. To provide an alternative feed of current to a section
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Post by Deleted on Jan 29, 2013 18:39:30 GMT
5. Which is an example of a Category One incident?
A. Escalator closure
B. Flooding with partial line suspension
C. Implementation of station control in zone one
D. All of the above
6. A 'T board' displayed at the headwall of a platform informs train operators that what equipment is defective?
A. Auto phone
B.Tunnel telephone system
C.Station to station telephone
D.Tea point
7. What is a code red message?
A. Fire evacuation message activates without an 'Inspector Sands' message
B. Traction current discharge
C.Connect radio failure
D. All train movements to stop
8. What colour arm band does a Protection Master wear?
A. Blue
B. White
C. Red
D. Yellow
9. What protection is required for a traffic hours platform worksite that is more than 2 metres from the platform edge?
A. Protection Master and Handsignaller
B. A lookout and no use of steps or ladders
C. None if there is no inconvenience to customers
D. Cannot be allowed
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Post by Deleted on Jan 29, 2013 18:41:58 GMT
10. During a Category One incident, who appoints a Bronze Control (Task Leader)?
A. Line Incident Manager (LIM)
B. Silver Control
C. Gold Control (Senior Operating Officer)
D. Performance Manager of the line concerned
11. In what situation can a train operator 'apply the rule' to pass an X signal which is remaining at danger?
A. Never
B. Only if is preceded by a repeater for that signal
C. Only with an illuminated A
D. Only if it is protecting a floodgate
12. How many ERU depots are there currently?
A. Two
B. Three
C. Four
D. Five
13. If a tripcock tester is extinguished but the train is tripped, can it remain in service?
A. No
B. Yes
C. Yes, with a second member of staff in the cab
D. Yes, only if operated by an instructor operator
14. For how long should staff wait for contact to be made with the controller before leaving a headwall tunnel telephone and trying another method of contact?
A. 30 seconds
B. 1 minute
C. 2 minutes
D. 7 minutes
15. What should a train operator do if they see a member of staff halfway along the platform as they approach it, holding their arms steady above their head?
A. Stop the train in line with the person
B. Stop immediately
C. Fully berth in the platform and do not continue until instructed to
D. Wave back
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Post by Deleted on Jan 29, 2013 18:55:58 GMT
I don't think you're supposed to copy other people's answers...
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Post by Deleted on Jan 29, 2013 18:59:56 GMT
Its not copying. I just dont have access to the handbooks and operational guides. It is part of an application for a job. When you prepare for a job interview it is normal to practise some questions you may be asked. I am trying to move from a non operational role to a somewhat operational position.
Thanks
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Post by Dstock7080 on Jan 29, 2013 19:04:43 GMT
. . . it is normal to practise some questions you may be asked. Not to get others to answer them for you, of course. |
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Post by Deleted on Jan 29, 2013 19:09:05 GMT
. . . it is normal to practise some questions you may be asked. Not to get others to answer them for you, of course. Sorry chaps. Obviously this wasnt a good idea. Just trying to improve myself and like I said trying to move to the operational side of things from an office job. Anyways all the best and a good little site and community you guys have here. Thanks |
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Post by Deleted on Jan 29, 2013 19:15:35 GMT
All those answers are available on the intranet. Look through Collab.
I'm trying to work out the job you're applying for? Controller: Network Operations or Waterloo & City?
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Post by Deleted on Jan 29, 2013 19:16:44 GMT
I once saw a Protection Master travelling on a train filling in a Q&A book by simply copying out the answers from a piece of paper....
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Post by railtechnician on Feb 1, 2013 9:22:47 GMT
Question 13 is ambiguous! The trip would of course be reported and lead to a signal investigation of the tripcock tester by a signal lineman (Technical Officer).
The question is qualified by the list of potential answers of course and the tripcock tester would never be taken out of service although it would be checked for secure fixing, gauged for height & position, checked for proper mechanical operation and correct electrical operation and given routine maintenance if all was well. Although any single tripped train would be reported as a potential tripcock tester problem it would require every train or a series of consecutive trains to trip for it to become an emergency issue requiring immediate attendance otherwise such investigation would be carried out at the end of traffic in engineering hours.
It is a fact that not all trains are equal and that there are tolerances in both the position of the tripcock and that of the tripcock tester. Another consideration is rail wear which can increase the tolerances to an extreme, and while maintenance routines of both trains and signalling equipment are optimised to obviate failure such can still occur occasionally. AFAIR any trains tripped at tripcock testers would also be inspected for correct trip position and operation at the rolling stock depot by the relevant technician.
If the tripcock test was successful I would expect the train to remain in service to the end of the timetabled duty before being examined.
As for the tripcock tester, were it found to be defective and requiring replacement the call is up to the service controller regarding any possible 'immediate' replacement based upon prevailing service conditions.
Of course it's 12 years since I was last on the track so things may be different these days.
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Post by railtechnician on Feb 1, 2013 9:43:06 GMT
All those answers are available on the intranet. Look through Collab. I'm trying to work out the job you're applying for? Controller: Network Operations or Waterloo & City? They are questions that any interested Station Assistant should know the answers to. I'd expect to see much more difficult questions for all higher operational grades. |
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Post by Deleted on Feb 1, 2013 13:29:40 GMT
This is something new afaik. These questions are asked as a part of the application. Not further into the process. I'm guessing but as all TfL jobs are now open to all TfL employees that this is a way to prevent blanket applications from some areas of TfL where staff don't have the experience required for the role but are allowed to apply. In all seriousness if that does fit the bill of anyone here I would suggest trying to organise a few days within an operational LU role to gain a better understanding of what is expected.
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Post by railtechnician on Feb 1, 2013 16:01:53 GMT
This is something new afaik. These questions are asked as a part of the application. Not further into the process. I'm guessing but as all TfL jobs are now open to all TfL employees that this is a way to prevent blanket applications from some areas of TfL where staff don't have the experience required for the role but are allowed to apply. In all seriousness if that does fit the bill of anyone here I would suggest trying to organise a few days within an operational LU role to gain a better understanding of what is expected. That being the case the intention would seem to be to recruit from within TfL primarily. Some of those questions would dumbfound most who have no experience of operations whatsoever while others should be commonsense to anyone with an interest and a keen sense of observation. Recruitment has seen many changes through the years, I had some involvement with it in the early 1980s. I always felt the plot was lost somewhat later when people were being recruited based upon what they did at the weekend and how they socialised with others rather than their qualifications for a position! Yep that did happen in engineering. |
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Post by Chris M on Feb 1, 2013 22:32:08 GMT
All those answers are available on the intranet. Look through Collab. I'm trying to work out the job you're applying for? Controller: Network Operations or Waterloo & City? They are questions that any interested Station Assistant should know the answers to. I'd expect to see much more difficult questions for all higher operational grades. As someone with an interest in LU, but who has never worked on it, I'm pretty certain I know the answers to 2, 3, 7, 9 and 12. I'm less confident about 4, 5 and 13. For questions 6, 11 and 15 I know which answer it definitely isn't, but it would be a complete guess between the other three. 1, 8, 10 and 14 would be pure guesses. |
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Post by railtechnician on Feb 2, 2013 9:29:53 GMT
They are questions that any interested Station Assistant should know the answers to. I'd expect to see much more difficult questions for all higher operational grades. As someone with an interest in LU, but who has never worked on it, I'm pretty certain I know the answers to 2, 3, 7, 9 and 12. I'm less confident about 4, 5 and 13. For questions 6, 11 and 15 I know which answer it definitely isn't, but it would be a complete guess between the other three. 1, 8, 10 and 14 would be pure guesses. I can see where you're coming from, Q1 is a gimme if you read the question and understand that a keyswitch in terms of mechanical function is similar to that of a car ignition! Read that question carefully, you need to know nothing about the railway to answer correctly! If you don't know the answer to Q8, it isn't obvious as such, observation of staff working on or about the track should help although you are liable to see at least two colours of armband unless the working party is very small and confined to a very small area. For Q10 the clue is in the question. For Q14 you must know, you need a source of knowledge to answer. Q4, the clue is in the question! Q5 should be an educated guess, I don't actually know about categories per se but I think I know the answer. Q13 Read what I wrote earlier, I didn't actually spell it out but if you're a thinking man with an interest the last line of my explanation should make the answer a gimme. Q6 should be very obvious whereas Q11 requires knowledge and Q15 requires a commonsense appreciation of what the person on the platform is doing. Back in the day LT tests generally required a minimum 75% correct to pass, on that criteria I would expect an interested layman to have more chance of passing than not! |
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Post by Deleted on Feb 2, 2013 15:52:02 GMT
Standing up straight, facing the train driver, with both arms up in the air and both hands touching is the standard emergency stop signal.
The driver should make an immediate full emergency brake application there and then.
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Post by Deleted on Feb 2, 2013 16:20:27 GMT
Standing up straight, facing the train driver, with both arms up in the air and both hands touching is the standard emergency stop signal. The driver should make an immediate full emergency brake application there and then. Errr... Is that not Stop At Me? With arms waved above head or waving across the body being stop now. |
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