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Post by railtechnician on Jan 29, 2008 18:55:03 GMT
= dropped = reduced in rank as a result of a DB, often to a much lower grade for at least 6 months and resulting in loss of pay and privileges. Frequent punishment for signal linemen in days of old. Dipped is the term I know for being reduced in grade, haven't heard dropped before. Stood down - suspended from normal duties pending some kind of investigation into alleged misconduct. I have heard the term 'dipped', but on Signal Engineering 'dropped' has always been the term. A signal supervisor making a mistake and being found guilty at a DB in LT days would likely be dropped five grades to a wireman if found guilty of a breach of rules, regulations or standards pertaining to any potential or actual compromise of the signalling, finding himself working alongside those he had been in charge of the day before as just another 'bod'. I knew one or two lineman who suffered this fate but they had not so far to fall. I did hear of a routine change supervisor who left a test loop on a fuse bay, forgetting it,after changing all the relays and testing the signalling. It resulted in a signal failure and his 20 years as a supervisor counted for nothing when it was discovered during the subsequent failure investigation. It must have taken a great deal of character to be back in a gang on the tools and getting filthy every shift and probably having to put up with the stigma and the ridicule that would most definitely have followed. Of course in those days the job was far more physical in more ways than one! It was not unknown for a chargehand to rule with a fist! I sometimes think people don't realise how much responsibility sits on a lineman's shoulders or those of a signal supervisor who are the two grades that predominantly take the flak when the 'brown stuff hits the fan' in the aftermath of a signal failure. As we used to say "you're only as good as your last job", in other words all it takes is one mistake no matter how experienced or knowledgeable and regardless of length of service! So some more slang in there! bod = short for body bodies = labour, might be skilled or not but it isn't important as all that's needed are pairs of hands! On signals everyone from a supervisor down might be considered a 'bod' depending on circumstances. In an emergency it's often 'all hands to the pump' regardless of rank. all hands to the pump = everyone gets 'stuck in' stuck in = doing something useful to progress the task brown stuff hits the fan = big trouble wearing multiple hats = has multiple roles, perhaps SPIC, Protection Master and person responsible for the work SPIC = Site person in charge, not necessarily the person in charge of the work! changing hats = swapping roles. A point here is that people may change hats as a situation escalates or diminishes. For example the first TO to a failure is in charge but assistance usually arrives and if a more senior lineman arrives then he may (not necessarily) take charge. TO = Technical Officer, the post 1992 grading of an AET, CET or Locking Fitter AET = Automatic Equipment Technician, formerly the highest of 3 signal lineman grades. CET = Communications Equipment Technician, combined grade of Radio lineman and Telephone lineman and highest of 3 comms lineman grades. |
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Post by railtechnician on Jan 30, 2008 18:20:25 GMT
A little more slang
changeover = the action of upgrading existing or commissioning new signalling
shunted = sideways movement of position, often political in nature, usually applied to management
discrete adjuster = hammer
gnats = finest of adjustments
feeler = very fine gauge
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Post by Deleted on Jan 30, 2008 19:15:39 GMT
Mucho - Mutually Agreed Changeover - a shift between staff [T/Ops mainly I guess] or Change of Home Depot...
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Post by stanmorek on Feb 5, 2008 23:43:14 GMT
P-Way use many terms which may have started as slang but have come into common use
Wet bed - When the clay sub-grade below the track ballast bed breaks down and voids form. Water will seep into the voids and mix with the clay. As trains pass over this spot water will be squeezed out by capillary action drawing clay particles into the ballast. Over time the ballast will become clogged up with soil and clay and the track loses support affecting ride quality and speeding up wear. As the water is drawn out each time a train passes over the sleepers are said to be "pumping".
Dipped joint - a dip between two rails in jointed track caused when voids have formed in the ballast under the joint sleepers.
Fettle/fettling - removal of said voids by the P-way gangs using voids using bars or ballast forks.
Bar tamping - ever used a fork to break up the top soil in the garden flower beds? P-way do this to the ballast using bars. This is manual tamping as opposed to using a tamping train.
Tamping machine - the tamping train - it picks itself up of the track and lifts up sections of track (complete with sleepers still fixed) underneath itself. Fresh ballast is dropped in and mechnical splines (like large pneumatic hammers) dig into the ballast and pack it tight as possible so there are no voids. The track is lowered back into position at the desired level and the train moves on to the next section. However, old track is said to have 'ballast memory' and the track will sink back down over time.
Boxing in - a p-way gang with shovels will follow the tamper as it completes work filling in ballast to the sleeper ends to restore the shoulder. This is important during hot weather as the sleeper ends need to be restrained to prevent rail expansion and buckling.
Star crack - common type of radial crack around the bolt holes at rail ends of jointed track
Chair gall - indentation to the underside of the foot of a rail caused by wear with the chair
Top & line - vertical & horizontal alignment of a rail
Turning a rail - a once common practice of re-using rails by lifting them out of their chairs and turning them around once the rail head had worn down on one side
Jim crow - a large vice used to bend sections of rail on site
Greaser - Track lubricator or lubrication gang
Sun locking - a daytime activity where the rail is unclipped over a length of track to allow it to expand under the heat of the sun and then clipped down again. By doing this the 'correct stress' is locked in the rail. However I'm not sure if this is carried out on LU track anymore and also continuous welded rail is being installed all over the network which is stressed in a different way.
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Post by railtechnician on Feb 6, 2008 21:45:43 GMT
Of course rails are still turned but they are more likely to be transposed especially in tunnels where there is not room to turn them, the standard rail being 60 feet in length.
Transposition is where rails are swapped from left to right so that the worn running edge is replaced with an unworn edge.
I have not heard of Jim Crow, on Signals it was simply known as a Crow. Used most often around pointwork to 'set' the switches in turnouts. This involves crowing the switch such that all the spring is removed from it.
A switch rail has also to be crowed to fit correctly up to the stock rail.
Anchors prevent switchrails from moving endways, there are also anchors to stop current rails moving endways.
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Post by Deleted on Feb 7, 2008 13:43:27 GMT
NCC.....No C**t Cares.
NOC.....No One Cares
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Post by railtechnician on Feb 8, 2008 1:06:01 GMT
NCC.....No C**t Cares. NOC.....No One Cares Might you be taking the MICC ? ;D I assume it is still the MICC or has that got a new fancy name? |
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Post by stanmorek on Feb 10, 2008 21:56:32 GMT
Of course rails are still turned but they are more likely to be transposed especially in tunnels where there is not room to turn them, the standard rail being 60 feet in length. Transposition is where rails are swapped from left to right so that the worn running edge is replaced with an unworn edge. I think they put a stop to turning and transposing rails, temporarily at least, after a transposed rail broke and derailed a Piccadilly line train at Hammersmith. The defect was a crack that started from the underside of the foot of the rail where it couldn't be visually inspected or picked up by ultrasonic inspection. |
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Post by railtechnician on Feb 10, 2008 22:23:15 GMT
I think they put a stop to turning and transposing rails, temporarily at least, after a transposed rail broke and derailed a Piccadilly line train at Hammersmith. The defect was a crack that started from the underside of the foot of the rail where it couldn't be visually inspected or picked up by ultrasonic inspection. Now that sounds crazy considering the whole idea of ultrasonic inspection was early detection of those cracks that the walker wouldn't see usually until it was too late. I worked on quite a few broken rail emergencies and I'll never forget the person from operating who wanted to know why broken rails always seem to occur just before the start of traffic! Even after I explained it to him he still didn't seem to grasp why although as anyone who has worked on these emergencies knows many are detected and corrected without causing an emergency and usually transparent to operating staff as a result! |
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Post by stanmorek on Feb 10, 2008 22:52:22 GMT
I wouldn't say it was an infallible system. From my experience with ultrasonic inspection testing was usually concentrated around the rail ends and joints where the defects are most likely to occur because it was quite a time consuming task. A whole team of inspectors walk the track together with different types of probe each one geared up for specific types of defects. There was a "walking stick" probe on a trammel wheel used to check the whole length of the track though I'm not certain if it could detect everything.
The probes bounce ultrasound off cracks and inspectors will recognise the pattern of spikes on the CRO readout. If memory serves the piezo crystals in the probe generating the ultrasound is set to a certain angle and will only pick up either horizontal or diagonal cracks at certain depths of the rail. Metronet did trial an automated system with a track mounted vehcile though it wasn't adopted and Network Rail operate a specialised train.
I've heard stories from an old track chargehand on how P-Way sometimes got the service running after a broken rail that made my hair stand on end!
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Post by angelislington on Feb 11, 2008 14:14:12 GMT
I worked on quite a few broken rail emergencies and I'll never forget the person from operating who wanted to know why broken rails always seem to occur just before the start of traffic! Even after I explained it to him he still didn't seem to grasp why although as anyone who has worked on these emergencies knows many are detected and corrected without causing an emergency and usually transparent to operating staff as a result! Um, well can I be dense and ask the same question - why do they?  I've heard stories from an old track chargehand on how P-Way sometimes got the service running after a broken rail that made my hair stand on end! oooo you'll have to share, now! |
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Post by railtechnician on Feb 11, 2008 18:08:09 GMT
I worked on quite a few broken rail emergencies and I'll never forget the person from operating who wanted to know why broken rails always seem to occur just before the start of traffic! Even after I explained it to him he still didn't seem to grasp why although as anyone who has worked on these emergencies knows many are detected and corrected without causing an emergency and usually transparent to operating staff as a result! Um, well can I be dense and ask the same question - why do they? Um .. er... perhaps you would like to read the last 18 words of my last line again. The point is that operating only usually hear about the ones that affect operations i.e. the ones that will or may delay the recharge of traction but cracked rails are discovered throughout night shifts. |
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Post by towerman on Feb 11, 2008 20:09:34 GMT
Layovers-trains put away for a round trip to thin out the service in times of disruption.
Next pick up-If a T/Op's train is cancelled he is told "go to your next pick up" this could be the next train on his duty or,if he's lucky,going home.
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Post by angelislington on Feb 12, 2008 21:59:35 GMT
Um .. er... perhaps you would like to read the last 18 words of my last line again. Well - I did, several times, hence asking! You said "anyone who has worked on these emergencies knows many are ... corrected without causing an emergency", which doesn't exactly make sense - if they're not emergencies, then what are they working on?  The point is that operating only usually hear about the ones that affect operations i.e. the ones that will or may delay the recharge of traction but cracked rails are discovered throughout night shifts. heh, well /that/ makes sense! |
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Post by railtechnician on Feb 12, 2008 23:27:10 GMT
Um .. er... perhaps you would like to read the last 18 words of my last line again. Well - I did, several times, hence asking! You said "anyone who has worked on these emergencies knows many are ... corrected without causing an emergency", which doesn't exactly make sense - if they're not emergencies, then what are they working on? The point is that operating only usually hear about the ones that affect operations i.e. the ones that will or may delay the recharge of traction but cracked rails are discovered throughout night shifts. heh, well /that/ makes sense! I apologise, what I should have really made clear is that emergencies to track and signals would only be emergencies to operating when we would ask the TAC for extra time to repair a broken rail. Of course if a broken or cracked rail was spotted early in the shift we would be diverted from normal maintenance ASAP to deal and no-one but track and signals would be any the wiser. Such defects discovered towards the end of a 'walk' would still divert us from other works but the later into the shift generally the more time it would take to wrap up before attending the 'rush job'. We would also have to gather materials 'just in case' which often meant going via a depot store. The ERU sometimes had the same problems, I recall one such shift when the reciprocating saw failed and the Sweedish band saw and the ERU manager cut the rail eventually with a keying hammer. In the meantime some of his staff had returned to the nearest depot to collect another rail drill as the one they brought didn't match the transformer that it had been packed with. Now that was on a Saturday night shift and I got the call just after 0300 but we were fighting to get clear of the pipe before advertised juice on time. The control room were warned well in advance as soon as we knew we had problems but it never became an operating emergency as such. |
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Post by stanmorek on Feb 15, 2008 22:42:15 GMT
I've heard stories from an old track chargehand on how P-Way sometimes got the service running after a broken rail that made my hair stand on end! oooo you'll have to share, now! Let's just say one involved a cracked rail, no rail clamps and no technical officer cover and it happened a long time ago. |
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Post by railtechnician on Feb 16, 2008 2:35:27 GMT
oooo you'll have to share, now! Let's just say one involved a cracked rail, no rail clamps and no technical officer cover and it happened a long time ago. I know in the good old days they would get away with moving a chair or two and fishplating if they could. Mind you in those days I don't know what they used for drilling rails. It used to take forever to put a couple of holes in a rail with a ratchet and cramp. Signals used 'bikes' of course for the 3/8 bonding holes and the ratchet & cramp for anything bigger that couldn't be taken to a work room or 'portable' pillar drill. 'Bike' by the way is slang for a chain driven manual drill used for drilling bonding holes in rails. It was hooked over the rail and a handle turned a large toothed wheel and chain just like a bicycle. A very manual job that required a decent pair of lungs as well as muscle. The modern equivalents are petrol, diesel, battery or LV mains driven and are still called 'bikes'. Repairing cracked rails when I was involved in it usually meant putting in a 'closure', i.e. cutting out a short length of rail of say 2 or 3 metres with the crack in it and replacing it with a new length properly fishplated into position and electrically bonded. If time was really tight and the crack wasn't too bad then it would be clamped and bonded pending replacement next shift or ASAP. Of course the later in the shift sometimes the worse the problems associated with putting in a 'closure' because when the rails are cool they contract and then they have to be stretched back into position with a 'pulling back machine'. This can be 'fun' when the only machine on site is the hand pumped version! I suspect they have all been withdrawn and replaced with motor driving machines these days. |
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Post by stanmorek on Feb 17, 2008 1:30:50 GMT
i've seen a hand operated pulling back machine though I never got the chance to see it in action! We had a piece of kit called a hydra stresser which was used for rail stressing during hot weather season. It took up half of a transit flatbed and took a minimum of 4 men to carry. Which was interesting when you had to get it from the main road through High St Ken concourse and down the steps to the platform. It was operated by hydraulics and during normal use a P-way engineer would have a say 25mm cut made into a section of long welded rail (depending on rail temperature on the night) and use clamps worked by the hydra stresser to pull the ends of the newly cut rail tight together before re-welding the cut. It could also be used to open up the joints in fish plated rail. We'd undo the joint and take out the rail keys for a 100 metre section and the stressor could generate enough pressure to shift the whole 100m length of rail.
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Post by railtechnician on Feb 17, 2008 12:01:25 GMT
i've seen a hand operated pulling back machine though I never got the chance to see it in action! We had a piece of kit called a hydra stresser which was used for rail stressing during hot weather season. It took up half of a transit flatbed and took a minimum of 4 men to carry. Which was interesting when you had to get it from the main road through High St Ken concourse and down the steps to the platform. It was operated by hydraulics and during normal use a P-way engineer would have a say 25mm cut made into a section of long welded rail (depending on rail temperature on the night) and use clamps worked by the hydra stresser to pull the ends of the newly cut rail tight together before re-welding the cut. It could also be used to open up the joints in fish plated rail. We'd undo the joint and take out the rail keys for a 100 metre section and the stressor could generate enough pressure to shift the whole 100m length of rail. I worked with at least three types of pulling back machine used both to open and close rail gaps to remove or refit fishplate joints and blockjoints. It all depended which P-Way crew I was with, the Picc had some of its own P-Way staff but also used Cleshar contractors. The powered hydraulic types did take up a lot of trolley space depending upon what was used to power the hydraulics. Obviously with a manual machine the power was the humun hand so less kit to carry but more physical labour needed overall. Fortunately as a TO I could choose to watch or help, it all depended on the crew. With a good grew everyone mucked in to get the job dusted in good time avoiding the rush to get clear of the track in a hurry. We had some good P-Way supervisors on the PIcc and signals and track used to work very closely and get on well. |
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Post by Deleted on Feb 20, 2008 19:39:13 GMT
SPAD = Signal Passed At Danger, pretty self explanatory Nah, signal failure is signal failure - signalling problem is SPAD. Woe betide NOC if they get it wrong as all the big hats know that distinction and ask questions ;D |
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Post by c5 on Feb 20, 2008 19:49:00 GMT
SPAD = Signal Passed At Danger, pretty self explanatory Nah, signal failure is signal failure - signalling problem is SPAD. Woe betide NOC if they get it wrong as all the big hats know that distinction and ask questions ;D What Gappe meant was that he thought Signal Failure was the customer facing language for a SPaD. When in fact as tfc has said that is Signalling Problem (as is normally used for anything signalling related that is the fault of LUL, though sometimes the wrong customer terms are used!  ) And the actual terminology for a SPAD is Signal Passed At Danger Without Authority! |
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Post by stanmorek on Feb 21, 2008 23:36:36 GMT
I worked with at least three types of pulling back machine used both to open and close rail gaps to remove or refit fishplate joints and blockjoints. It all depended which P-Way crew I was with, the Picc had some of its own P-Way staff but also used Cleshar contractors. The powered hydraulic types did take up a lot of trolley space depending upon what was used to power the hydraulics. Obviously with a manual machine the power was the humun hand so less kit to carry but more physical labour needed overall. Fortunately as a TO I could choose to watch or help, it all depended on the crew. With a good grew everyone mucked in to get the job dusted in good time avoiding the rush to get clear of the track in a hurry. We had some good P-Way supervisors on the PIcc and signals and track used to work very closely and get on well. I once with a section track manager on the H&C that wasn't too popular with the men. If you met some of the technical officers at the beginning of a shift his first question would be to ask who'd be supervising the track gangs tonight. Quite often a row would break out between said STM and the technical officer on his job. One night we were on an engineering train Hammersmith depot to pick up scrap when the T.O. obviously disgruntled, insisted on stopping the train everytime we'd gone over a set of points so he could "inspect" for damage with his torch which forced the shift to be cut short. In a tit for tat move a few shifts later we were changing a switch rail at Praed Street junction with signals in attendence and we were ordered not to rush ourselves tonight leaving the T.O. with barely enough time to carry out all his testing before handback. However, I'd always seen the STM as someone who really cared about the Railways and was a through and through P-Way man with a strong work ethic. But obviously not everyone shared that view. |
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Post by railtechnician on Feb 22, 2008 5:34:09 GMT
I once with a section track manager on the H&C that wasn't too popular with the men. If you met some of the technical officers at the beginning of a shift his first question would be to ask who'd be supervising the track gangs tonight. Quite often a row would break out between said STM and the technical officer on his job. One night we were on an engineering train Hammersmith depot to pick up scrap when the T.O. obviously disgruntled, insisted on stopping the train everytime we'd gone over a set of points so he could "inspect" for damage with his torch which forced the shift to be cut short. In a tit for tat move a few shifts later we were changing a switch rail at Praed Street junction with signals in attendence and we were ordered not to rush ourselves tonight leaving the T.O. with barely enough time to carry out all his testing before handback. However, I'd always seen the STM as someone who really cared about the Railways and was a through and through P-Way man with a strong work ethic. But obviously not everyone shared that view. You know I found that STMs would test the mettle of new TOs. When I first passed out I was on rerailing within the first few shifts with a colleague who passed out with me. We had a big rerailing job at Oakwood, just two of us and about 30 track staff. We made it clear that we would require at least 45 minutes for testing especially as we had to reset the signalling computers and that was also new to us. The STM just kept lifting rails until he felt his men had enough work and the two of us struggled to keep up drilling holes and banging in bonds and pigs. We were still on the track knocking in the last connections when the P-way got off and they didn't lift a finger to help until I reminded them that they would be carrying the can for the overrun as we were booked out with them and they couldn't give up the road. By the time we had done and checked trackside we made it to the IMR in time to see the first train on the diagram and didn't have time to reset the computers. We learnt a lot of lessons that shift and I would never allow myself to be bullied by an STM or his superiors. If necessary I would always hold a road until I was satisfied that I had done all that was required. In an earlier existence as a comms chargehand I once held up Hammersmith H&C while I finished dressing 1300 metres of cable that I had run across all three platforms for the CSDE project. This was a direct response to management suggestions that we weren't doing enough work during a shift but following that I was told to be sure to be clear of the track in good time! On signals as a TO you are responsible for the signalling integrity and you are irresponsible if you don't test properly. Obviously there are ways to speed up a job and that is where good relations come into play not only between track and signals but also with the TAC and the service Controller. Often the best relationships are formed in emergencies when everyone pulls together and those relationships tend to be longlasting and not only of mutual benefit but also of great benefit to management. Even today in the divided world that is LU I would expect to still see everyone working as if they were employed by the same company rather than lots of different ones because despite the political upheaval the railway has always been one big happy family. |
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Post by stanmorek on Feb 24, 2008 21:18:22 GMT
An STM would have his own patch with one or two chargehands under him controlling the gang. Invaribly an STM would have worked his way up from the gang, usually also a chargehand, so a bit of hard headedness is expected. But contrary to what people might think, they weren't knuckle draggers. Staff carrying out less manual work such as track patrolling, P&C inspectors, etc I found to be a bit more approachable.
Working in P-Way was like stepping back in time with a tradition going back years. It was run like a feudal system in medieval times. The STM was the lord of the manor of his patch, he knew exactly where every loose fish plate bolt was, where every rotten sleeper was, and he kept most of these things in his head. No-one knew all he knew and not much of that knowledge was written down except maybe in a personal notebook.
The way I see it, P-Way is the unglamorous side of LU and that's why the way the gangs were run had been unchanged for so long as no one outside really knew or cared who they were or what they did as long as the Railway was safe for traffic. Since PPP the set up has undergone major reorganisation with maintenance split from inspections to suit the Ellipse asset register/management system that Metronet are implementing across the whole company.
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Post by railtechnician on Feb 25, 2008 23:29:04 GMT
An STM would have his own patch with one or two chargehands under him controlling the gang. Invaribly an STM would have worked his way up from the gang, usually also a chargehand, so a bit of hard headedness is expected. But contrary to what people might think, they weren't knuckle draggers. Staff carrying out less manual work such as track patrolling, P&C inspectors, etc I found to be a bit more approachable. Working in P-Way was like stepping back in time with a tradition going back years. It was run like a feudal system in medieval times. The STM was the lord of the manor of his patch, he knew exactly where every loose fish plate bolt was, where every rotten sleeper was, and he kept most of these things in his head. No-one knew all he knew and not much of that knowledge was written down except maybe in a personal notebook. The way I see it, P-Way is the unglamorous side of LU and that's why the way the gangs were run had been unchanged for so long as no one outside really knew or cared who they were or what they did as long as the Railway was safe for traffic. Since PPP the set up has undergone major reorganisation with maintenance split from inspections to suit the Ellipse asset register/management system that Metronet are implementing across the whole company. In a nutshell when I joined the railway in the 1970s the signal department was run much as you describe the P-Way. Like the P-Way some people were legends in their own lifetime and people had respect for the knowledge they had in their heads. Most staff kept what they knew to themselves because knowledge was power and chargehands only passed on what one needed to know to do a job and little more. It meant that everyone had to work to succeed and though it may be frowned upon in the modern age it created a solid engineering foundation just as existed on the P-Way. In those days supervisors and managers had all come from the bottom and they knew what was what unlike today where managers are not really required to know or understand the details of the work that their staff carry out. It was a personal achievement to make one's way up the ladder in the promotion stakes with dilligence, attentiveness, observation and performance which to my mind are not so easily found in all those who succeed these days. |
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Post by Deleted on Mar 7, 2008 11:27:27 GMT
'Bike' by the way is slang for a chain driven manual drill used for drilling bonding holes in rails. It was hooked over the rail and a handle turned a large toothed wheel and chain just like a bicycle. A very manual job that required a decent pair of lungs as well as muscle. The modern equivalents are petrol, diesel, battery or LV mains driven and are still called 'bikes'. Were they ever called 'motorbikes'? |
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Post by Deleted on Mar 17, 2008 11:12:33 GMT
One that cropped up elsewhere, and in DD's own stories but I think merits mention here:
Handle - TBC - the main control used to drive a train manually, as required on most lines.
Likewise "on the handle" means driving.
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towerman
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Post by towerman on Mar 18, 2008 19:43:38 GMT
Box it up-replace the covers/clean up after working on train equipment.
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Post by stanmorek on Mar 19, 2008 21:42:51 GMT
Long Timbers - Longitudinal track timbers - nothing to do with the length of track supporting timber but its orientation as opposed to the usual transverse sleepers. Commonly found on rail bridges on the Picc/District between Acton Town and Barons Court they are a headache to maintain. A lot of work was required too get these bridges/track up to spec for the Class 66 Locos.
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Post by signalfailure on Mar 25, 2008 22:14:38 GMT
Not sure if this one has been posted but its the most simplest of them all.. FUBAR F***ed Up Beyond All Recognition  |
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