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Post by Deleted on Mar 13, 2008 0:54:24 GMT
Blimey! That's not what we like to hear! I hope that never happens again. it wont soon after that incident the 73's were modified which prevented the driver from putting the handle into paralell while the train doors were open , we now have to restroke
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Post by Deleted on Mar 13, 2008 0:58:48 GMT
Ah, was that the time a driver was tipping out, but didn't want to shut the cab down or something?
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no what the driver did was, when he arrived at a station he had his workbag strap on the master controller . when he opened the doors he went straight into paralell adn when he had closed the doors the train moved off on its own without him touching the handle, on this occasion though , he had a sticky door and left his cab and went and kicked the door closed, so circuit made. pilot light obtained, bye bye train, with him still on the plaform
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Post by Deleted on Mar 13, 2008 1:03:30 GMT
im pleased the driver did time for his actions , what he did was disgraceful and goes against everything we are taught as drivers . putting peoples lives at risk like that beggars belief
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Post by Deleted on Mar 13, 2008 1:17:01 GMT
Another story i remember well is about a driver on the hot and cold . middle of the morning peak . two senior managers are standing on the eastbound plat at ladbroke grove , in comes the train ,there was this pretty blonde in civvies at the controls driving the train . next to her in the opposite corner was the driver ( who was her boyfriend) fast asleep !!!!.. needless to say that was the last time he ever set foot in a cab again !!
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Post by Deleted on Mar 13, 2008 16:43:11 GMT
Blimey! That's not what we like to hear! I hope that never happens again. from an LURS ARTICLE (PDF), from the 'Underground Electric Train' series by Piers Connor: RESTROKING Another example of the attrition process arose following an incident at King’s Cross (Piccadilly Line) on 2 December 1993. Here, an eastbound 1973 Tube Stock train departed leaving its driver on the platform. It carried on, with 150 passengers on board according to the Daily Telegraph, and only stopped when it was ‘tripped’ at the Holloway Road home signal. There was an initial panic when someone suggested that the train had been hijacked but this quickly resolved itself when the empty cab was inspected. It was discovered that the driver had left the traction/brake controller with a motoring position selected and a bag hung on the deadman's handle. Although this may seem bizarre, it arose because of the link between door closure, the pilot light circuit, traction control and its misuse by the driver. It is also a good example of the old saying that, “the devil makes work for idle hands”.
The pilot light, you may remember from last month, is the indication provided to show the train crew that all the passenger doors are closed. It is lit from a round-the-train circuit which passes through an interlock on each door leaf. The interlock is closed and the circuit “made” when the door is closed to within ½ inch (12mm). The pilot light was provided on all guard’s control panels on 2PO trains and on driver’s desks for OPO. In 2PO days, it was linked to the bell signal so that the driver would not hear the bell unless all doors were closed. When trains were converted to OPO, the bell signal became obsolete and the pilot light circuit was modified to prevent the traction control being initiated – the train could not be started unless all the doors were closed.
The link to traction control gave rise to a new possibility. The driver could press the “doors close” button and then place the traction/brake controller (TBC) in a starting position while he waited for the doors to close and the pilot light circuit to be completed. As soon as it was, the train would start. He could even select power before selecting doors close. Aware of this, the driver of our King’s Cross runaway appears to have got into the habit of doing this and of using his bag to hold the controller in a motoring position. On the fateful day in question, the train didn't start as expected and the driver saw he hadn't got the pilot light, so he got out of the cab to investigate what he suspected was a stuck door. While he was on the platform, the stuck door unstuck and closed and the train, now with pilot light circuit complete and motoring being called for by the TBC, took off. It caused a lot of red faces and cost the driver his job. To prevent this happening again, restroking was introduced.
Restroking was simply a way of ensuring that the driver had to wait for the pilot light before he could start the train. A relay was added to the traction control circuit, which de-energised if the pilot light circuit was open. It could only be reset if the traction/brake controller was in a “power off” position and the pilot light restored. The driver of the King’s Cross train was later prosecuted at Snaresbrook Crown Court for “wilfully endangering the safety of passengers” and was found guilty. I have not been able to find out what his sentence was but the details for the story I tell here came from past issues of “From the Papers” in Underground News. Restroking was called restroking because it was necessary to shut off and re-apply power if the pilot light was lost between stations. The most common causes were a sudden brake application, a jerky accelerating sequence (which you sometimes get when going over gaps) or passengers leaning on or even messing about with the doors while the train is on the move. Any of these could cause a momentary break in the interlock contact and thus in the pilot light circuit and the traction control. However, these momentary breaks in the circuit were usually so short and the loss in power so small that the driver might well not notice. Restoration of power used to be automatic as soon as the pilot light was restored and these sort of occasions rarely arose from anything unsafe but now, it is necessary for the driver to “restroke” the TBC if the pilot light is lost while the train is under power. It has the added advantage that the driver is immediately aware of a pilot light loss.
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Post by Deleted on Mar 13, 2008 17:22:07 GMT
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Post by Tomcakes on Mar 13, 2008 17:25:46 GMT
Ah, cheers SPD, that was the one. You would have thought that if he had reason to go back to correct a sticky door, which he could close and complete the circuit, he would have had the foresight to remove his contraption first!
Thanks for that, Rob. I've been reading some of those articles - the author seems a very knowledgeable chap, I have a book or two of his at home.
That article makes me sizzle... tabloid trash. It says the driver was P45d?
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Post by Deleted on Mar 13, 2008 17:35:52 GMT
That link doesn't work properly.... click HERE to get taken to the page. The article is sensationalising the story and doesn't report the facts properly and doesn't back its statements up with fact! From the comments (apart from the first one), you can see that the person writing the article has got the reaction he wanted
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Post by Deleted on Mar 13, 2008 19:21:19 GMT
Well done Dick Murray - the height of rush hour........on a Sunday???
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Colin
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Post by Colin on Mar 13, 2008 21:04:14 GMT
The sub Standard strikes again And as if: The RAIB are impartial and don't look to apportion blame, pass personal opinions or make up scenarios/likely outcomes - they simply report the facts.............so Dick (what an appropriate name ;D ;D), if you have an opinion on the matter, why don't you admit it rather than pretending someone else (RAIB) said it. Why would anyone believe Dick when he's only got one thing right in the whole article (the fact that a train did indeed go the wrong way)? Oh I look forward to the day when the sub Standard reports something correctly.............well ok; but hey you dream of winning the lottery don't ya?!! ;D ;D ;D ;D
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Post by Chris M on Mar 13, 2008 21:18:00 GMT
It seems its compulsory to bash the tube and/or Ken Livingstone at least once in every story in that rag. Regardless of the facts.
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Post by Tubeboy on Mar 13, 2008 22:44:57 GMT
Reiterating COLIN above, Dick by name, Dick by nature [Coughs]
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