Deleted
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Post by Deleted on Oct 17, 2006 19:20:01 GMT
PICCADILLY LINE: Severe delays are occurring due to a driver being taken ill on a train earlier at Finsbury Park.
how often does that happen?!
what would the procedure be if this happened in a tunnel?
Doesn't the 73 have a OPO alarm?
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towerman
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Post by towerman on Oct 17, 2006 21:16:36 GMT
They do a "piggy back" procedure,train behind comes up to striken driver's train,driver transfers to leading train and takes it to next station,the same thing is repeated for the trains behind I think,but a driver could probably confirm this.73 TS does have an OPO alarm,but if the controller can't get an answer from the train he has to assume the driver is incapacitated in some way.
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Deleted
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Post by Deleted on Oct 17, 2006 21:17:44 GMT
presumably all these trains have to detrain. That is mad, surely they can go to the next station, pick up another driver and reverse back down the tracks.
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towerman
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Post by towerman on Oct 17, 2006 21:23:46 GMT
There are only certain stations where drivers are available,on the Picc Acton Town and Arnos Grove,so if a driver collapses at say Green Pk it's going to take ages to get a replacement driver there esp in the rush hour.Saying that they probably would send a driver from the nearest driver's depot by road if only to end the cycle of drivers stepping through to the train in front.
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Deleted
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Post by Deleted on Oct 17, 2006 21:30:06 GMT
I've personally believed that station supervisors should be taught to move a train in an emergency. Only at low speed and only if the controller can confirm that all signals are green - almost like a mini possession.
I know that raises the question of competency of the supervisors, but given that every station SHOULD have a supervisor , then it's a resource that should be used perhaps to save a life.
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solidbond
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Post by solidbond on Oct 17, 2006 21:37:37 GMT
They do a "piggy back" procedure,train behind comes up to striken driver's train,driver transfers to leading train and takes it to next station,the same thing is repeated for the trains behind I think,but a driver could probably confirm this.73 TS does have an OPO alarm,but if the controller can't get an answer from the train he has to assume the driver is incapacitated in some way. The procedure is actually known as leap-frogging  presumably all these trains have to detrain. That is mad, surely they can go to the next station, pick up another driver and reverse back down the tracks. No - there would be no need to detrain the trains - once the driver of the train behind the stalled train boards the stalled train, he would move the train to the next station, where the incapacitated driver would be treated as appropriate, then the train would be moved, in service unless there were specific reasons not to do so, by the driver who had been on the train behind. The driver of the third train would by this time have boarded the second train, and will now operate that train as if it was his own train and so on, until such time as a spare driver could be sent to move whichever train has not got a driver. |
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Phil
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Post by Phil on Oct 18, 2006 6:25:43 GMT
I must be missing a vital part of safety procedure, but what is wrong with the following, which would cause far less disruption?
If disabled train is train 1 etc.,
Train2 approaches and couples to train1.
Driver moves to train1
Proceed to next station
Deal with sick driver.
Isolate doors on train2 and Detrain both trains. (through train1)
(If feasible retrain train1 if not skip this step).
Move off and re-enter service at next station, as 12 car train with only front 6 in service.
Continue like this until new driver is found.
This would save a huge amount of disruption, tripping of trains etc and number of trains affected. Is it due to signal section lengths that this isn't done, or are there other factors?
And, out of curiosity, as the t/ops move up, do they reform their trains as per t/op duty, or do the trains remain as they were, with all the implications for meal breaks, end of shifts etc?
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solidbond
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Post by solidbond on Oct 18, 2006 8:01:00 GMT
Main problem is that with most stocks the coupler at the end of the train is mechanical only, and therefore there would be no way of releasing the brakes on the rear train from the front train, unless they were completely isolated. If they were isolated, then there is nothing to stop the rear train if the coupling was to fail.
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Post by CSLR on Oct 18, 2006 12:48:34 GMT
once the driver of the train behind the stalled train boards the stalled train, he would move the train to the next station, where the incapacitated driver would be treated as appropriate, then the train would be moved, in service unless there were specific reasons not to do so, by the driver who had been on the train behind. The driver of the third train would by this time have boarded the second train, and will now operate that train as if it was his own train and so on, until such time as a spare driver could be sent to move whichever train has not got a driver. Unless I misunderstand the procedure, this could be a rather 'interesting' maneuver on a Connect equipped train. Surely in an emergency situation, if a TO forgets to log in or out of a train as they move about (or if life or safety would be compromised by any delay caused in doing so), this all-singing-all dancing system is going to get a little bit confused over who is where and what they are doing. It may not matter too much now, but as everyone becomes more reliant on it, I can see situations becoming less easy to unravel...or, have I missed something? |
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Colin
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Post by Colin on Oct 19, 2006 8:08:08 GMT
I suspect you are looking too deep into it, cslr.
When the control key is removed, the line controller will know as the train number shows with a line through it. When a control key is inserted and the cab is livened up again, the Connect unit automatically "ask's" for the train number and hand held number to be confirmed or re-entered.
If won't be a problem if two trains have the same hand held number stored - unless there is a need for the cab unit to divert an unanswered call. Even then it will depend if the hand held is even turned on.
The line controller may well be aware of which hand held is assigned to which train - but it's not really all that relevant. The most important piece of info is the trains set number. But even then, the leading car can be called regardless of which set number the Connect unit carries.
Connect is actually more versitile than you realise ;D
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Post by CSLR on Oct 19, 2006 9:02:47 GMT
Thanks for the clarification Colin.
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