Paddington (H+C) question...

I believe it used to lead to a goods yard. There is also a space (BR platform is cut away for clearance) for what must have been a crossover between the WB H&C and the BR tracks to the east end of the WB platform.

As for your driver at Aldgate, the SPAD figures are through the roof at the minute. Was looking in the noticecase at ERD and I see periodical SPAD "targets" have been well exceeded. Which brings me on to the strange phenomenon that, assuming the period target for SPADS for ERD is 36 for example (i dont know the exact figure but its something like that), and 36 people hit a signal, then by default the line is performing well! Don't want to tempt fate (as you'll probably read later that I went out today and hit one), but I don't see how 36 SPADS can be seen as acceptable - surely the target should always be 0!

Of course we could go into the realms of outrageous rostering (3 circles on the spin without a break - I know it used to be 4 but 3 is still a complete brain drain and very difficult to keep focused, hence virtually every PNR coming on the 3rd circle up there), dead early turns with maximum running time on the 2nd half when you are knackered etc, sighting of signals - Notting Hill to Bayswater OR always get me, especially when there is one coming towards you. The quality of training and selection process, apparently Reed consultants pick the train crews these days after they've done a roll play about tickets or dot matrixes or something, all very relevant, and actually quite frightening that LUL think this is a good idea. A few of the people i've seem coming into the grade are in no way suitable for it and don't seem to be a ble to grasp the level of responsibility it entails, while others that are fail a stupid roll play about something unrelated to the job! Madness.

I believe the spur East of Paddington Suburban was a Loco siding for former Met. electric locos waiting to replace GWR steam locos on through trains from the Main Line to Liverpool St. or Aldgate. These through trains were withdrawn at the beginning of the War in 1939.

In 1938 four Met electric locos ran coupled from Neasden to Baker Street 'light engine'- three continuing to Paddington to await the morning through trains.

It's not an acceptable excuse, but it has been used. This has contributed to one signal on the Bakerloo getting a total of 61 SPADs in the last 13 years.

I think it's a combination of having a lot to do in a short space of time, human factors in that not all of it is in the same field of vision, and in some cases the LU training.

The mantra for platforms used to be SODS - Sigal, OPO, Doors, Signal, but now an extra O has been added so the last thing to look at is the OPO, and I wonder if that shift of attention away from the signal is a good idea or not.

They seem to have given drivers a lot more to do recently I've also noticed. With the reduction of lamping/waving out, lack of staff in busy stations at busy times (Chancery Lane for example was packed in the evening rush hour and there was not one member of staff on the platforms!), and generally more checks & buttons to press, it would not surprise me that there is an increase in SPAD's.

Although it is still no excuse, like you said COLIN, the operators are only human and I'm not suggesting in an way that they are placing to much reliance on tripcocks, just merely wondering if it could be an alternative reason to the above.

The most frightening thing for a driver is to have a signal 'go back' on them (to danger, after they have first sighted it at clear). Although an overrun here would not necessarily be counted as a SPAD, it unsettles you for miles afterwards, even after you have been told for certain it DID go back and you did not misread it. That's how seriously conscientious drivers take SPADs.

(And yes, I've had 3 go back on me at various times in my time on the WSR).

At that time (and until late 1967) the Met had use of four platforms (13-16), shared with WR suburban services. There was a scissors crossover to the country end of the point where the Up and Down lines split to pass either side of the two island platforms, and a trailing crossover at the London end.

Interestingly, locos and units working onto the electrified tracks (including condensing tanks working to Smithfield) had to have modified ATC equipment, the contact shoe of which could be latched up clear of the negative rail. Special ramps were provided at Subway Jcn to latch/unlatch the shoes.

As far as I know, GW/WR workings were to Smithfield only - their locos didn't work towards the Southern via the Widened Lines.

Maybe that's why t/ops in Japan are trained to talk to themselves through every signal and speed limit - to keep awake...

Yes but anyone sitting close to the J door is likely to think the driver is a nutter and run off in terror ;D

Another thing gone from double-manning days (on the mainline at least). One member of crew would 'call' each aspect to the other (didn't matter which): not only safety but a reminder (if green) that the driver could 'get a gee up' if he needed to. There were even unofficial 'contests' to see which could sight the board earliest..........

tee hee reminds me of something that happened to me some years ago, when my train radio got stuck on transmit and the controller got about 5 mins of me singing nonsense songs to myself before someone was dispatched to meet me and ask me to trip and reset my radio MCB....... I was embarrassed for all of 5 mins before I saw the funny side.