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Post by Deleted on Aug 20, 2007 7:27:19 GMT
[Whilst lamping out was mentioned, we were never really told where to do it from - I admit I normally shine it into the OPO mirror if there is one, unless I get down before the train comes in, in which case I move closer to the headwall and show it from there. Not helped by the fact the rules will also change and vary from line to line. Started off with the Central line and shining lamp into OPO cameras. Then told to shine lamp direct into cabs. This changed to using a SATS batton - half way along the platform! - On the Northern Line we went back to shining the lamp into the OPO cameras. Interestingly (sic) I have the pleasure of 9 last trains to lamp out from next week. Wonder how they expect the trains to be lamped out (via PA ;D ) |
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Post by Deleted on Aug 20, 2007 11:45:01 GMT
Some CSAs will shine the lamp into the cab and I have no idea why. Those are bright lights! I find it very irritating to have someone shine a bright light straight at me when I'm trying to use the M&Ms for platform duties. Whoever thought that one up should go to the back of the class.
I remember in training one woman who could not get anything right. She never studied and was always just barely passing the progress checks. From her questions in class it was clear that she didn't understand a lot and the trainer several times expressed serious concerns that she wasn't getting the basics. Come the final exam and she got 100% Some people just learn differently I guess.
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Post by Deleted on Aug 20, 2007 21:54:52 GMT
My only mark I lost on the operational procedures and such test were partly due to a couple of people in the class getting confused about something, which led the trainer to mention some other scenario, and I ended up confusing that scenario (which involved notifying both a signal operator and the line controller about doing something) with the one in the actual question (which involved notifying the LC alone).
We did actually have a few people fail that test, though they all passed on the resit.
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Post by Deleted on Aug 27, 2007 13:23:50 GMT
Out of interest - if the old man is shouting at you and you have a green starter while said CSA is waving a red - would you wait on him? The line controller shouldn't be giving the driver a hard time in this scenario, they should be getting onto the station staff to find out why the train is being held. The T/Op has to act on instructions received from staff on site - if they say the train has to be held then it's held - but station staff should inform the controller why they are holding the train. Preferably before the controller gets to the point of realising the train is being held and they haven't been told why. That's my pov as a controller anyway. |
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Post by johnnychx on Sept 8, 2007 13:48:29 GMT
Sounds fair enough to me.
Unless it is a large interchange station with multiple last trains interconnecting, Kings Cross or Baker Street, say, I wouldn't have thought there would often be a situation wher one would need to hold a train anyway.
Certainly if I am holding the gateline while a colleague is lamping, I do not allow passengers beyond the gates if they do not have time to make the train.
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Post by bakerloo38 on Aug 8, 2008 8:44:55 GMT
The fact Bakerloo's are usually held in the sheds is often due to the signalman giving priority to Silverlinks. A similar practice to that excercised by Met and District signallers when it comes to holding Circle/H&C's! (cue angry response from signalling grades!! ;D ) I would dispute that being a fact - the NR signaller will clear for whichever is the next timetabled train through. One of the reasons for the (very) high number of SPADs on the Queen's Pk NB starter is the read-through from WS13 which has been cleared early. i put spads down to the company plan , |
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