|
Post by PiccNT on Apr 24, 2020 10:25:25 GMT
Just wondering, with many depots working shuttles over only part of their line, how long before drivers run out of route knowledge and will require refresher training? Usually if we haven't been over a section of the line in 6 months (main line, sidings, depots), then this is an issue as part of our competence standards. I'm not sure we will have an issue especially with the impending timetable changes but we do have the option of having a competent and licensed "pilot" with us, watching a DVD of the route, some sort of computer based training, looking at diagrams of points and signals, a general discussion or observation. It is the Train Operator's responsibility to maintain their route knowledge.
|
|
|
Post by PiccNT on Apr 23, 2020 18:30:43 GMT
A letter dated today from Nick Dent, LU Director of Line Operations to ASLEF's Terry Wilkinson confirms that:- "operator the timetables"? This is the level of management we have to deal with, they can't even proof-read their letters... Must be the same proof reader they use for the rule books! So the schedules come in but we're not running the timetable. Not sure they could make a bigger pigs ear of this if they tried. I'm sure at our depot we will continue to check the day before what time they want us in and what we'll be doing. It has worked well for weeks albeit gives the Trains Managers a little extra to do.
|
|
|
Post by PiccNT on Apr 23, 2020 13:25:21 GMT
|
|
|
Post by PiccNT on Apr 23, 2020 13:05:48 GMT
Timetables now deferred for at least a week. I don’t think this should be coming as a surprise to anyone, let’s hope LU can now make a serious attempt to work with stakeholders and come up with something more viable. Everyone *wants* this to succeed, there need to be the right attitudes in order to achieve that. Notwithstanding the social distancing issues, there remains a feeling that there still aren’t enough staff. There are still large numbers of staff off in many locations, although it’s fair to say that in the places I’m familiar with there’s been a slight tailing off in the numbers going off with symptoms. Let’s hope that’s a positive sign that things are starting to tentatively move towards the right course. I'm told that although the timetables have been deferred for a week, the duty times as per the new schedules will come into force. Whether that saves LU senior management from being accused of complete capitulation I'm not sure. Maybe someone somewhere will look at the complete mess they've made of this and suggest a new way forward. We have a new MD that seems to be well on the ball. Hopefully he's watching carefully and will make his move.
|
|
|
Post by PiccNT on Apr 22, 2020 14:20:50 GMT
It seems the furloughing of staff is reaching train operations. Plans to furlough a number of Trains Managers at various train crew depots. More info to follow.
|
|
|
Post by PiccNT on Apr 20, 2020 17:02:17 GMT
I nominate North End on behalf of the District Dave community to take over negotiations :-)
|
|
|
Post by PiccNT on Apr 20, 2020 12:11:18 GMT
The new duties commencing next Sunday have now been published on the SharePoint site so at the moment it looks like it's going ahead. For all of the reasons mentioned above over the past few days, it seems crazy to go from a 15 minute service to a 4 minute service. Although we are running an emergency timetable, it isn't too complicated to assign 6 members of staff to 6 trains a few times a day. Increasing it by one or two shouldn't be an insurmountable problem but moving to the new Covid-19 timetable will, according to my crystal ball, be a nightmare.
|
|
|
Post by PiccNT on Apr 18, 2020 10:04:04 GMT
We've seen at Cockfosters the draft Covid-19 duties and on the basis that nothing else has been produced and there is nothing on the establishment planning SharePoint site, we can only assume that these are the planned duties as it would seem unlikely that a new set of duties can be produced that could be introduced in a week's time.
As an example, on the Monday to Thursday schedule, we have 80 duties. 37 of these are spares with a further 9 spare for part of their duty. There is also a fair amount of travelling on the cushions both to pick up the next train or to travel back and in some cases, travelling to Acton Town to pick up the first train.
Now, we have permission to travel in the rear cab but not sure how this will work in practice. When we hand over the train and travel back, we will have to walk back to the other end of the train should there be an issue with social distancing in the public cars.
Increasing the service overall at the moment seems unnecessary but easier from a management point of view. Last night for instance, I came back from Heathrow T4 to Cockfosters and apart from picking up a member of staff that travelled from Arnos Grove to Oakwood, there was nobody else.
It would not surprise me if this didn't go ahead as planned. Far too many people at the depot, too many at the meal relief points and far too many trains, at this point, for the few customers we have travelling.
|
|
|
Post by PiccNT on Apr 11, 2020 18:34:53 GMT
That's probably not such a bad thing as there were so many SPADs at PJ320. The main reason for the SPADs is that PJ320 is low down at track side on the left hand side. Despite bigger back plates to make the signal more visible, drivers kept hitting it. It’s possible something was put into the PICU logic to avoid drivers seeing PJ320 at danger - especially with it being known as a multi-SPAD signal. However this could be a double-edged sword as presumably the interlocking itself wouldn’t have changed, so it could still remain at danger for example if routes were being selected manually by the signalman (or even the site was being worked from the IMR for any reason). The PICU logic that holds you at Heathrow 5 WB for a minimum of 4 minutes (unless under manual control) catches a lot of drivers out as the shunt signal is also suppressed at danger. Way up in the top 10 of multi-SPaD signals.
|
|
|
Post by PiccNT on Apr 11, 2020 18:30:12 GMT
I think we're running 6 trains at Cockfosters to Heathrow 5 and back unless diverted. I'm in later this evening but I have been going in to pick up my allocated train and there have been 6 spares sitting there doing very little. I call the day before and get myself a train. Last thing I want is to sit there doing nothing for hours on end.
|
|
|
Post by PiccNT on Apr 10, 2020 22:44:32 GMT
T/Op's aren't exactly working normally. On our line at Cockfosters, we are just doing one trip to Heathrow and back. I'm booking on at 21:40 tomorrow for a 22:15 pickup. Apologies, I was referring to full time T/ops rather than night tubers. I am a full time T/Op, well actually an I/Op :-)
|
|
|
Post by PiccNT on Apr 10, 2020 22:42:37 GMT
This is one of the notable changes that nobody can quite understand since the introduction of PICU - it is before my time on the Pic, but my understanding is that prior to PICU, PJ320 served to allow a train to berth into platform 4 as described, but with PJ31 route 1 clear. Personally I find the signalling at Arnos generally quite inefficient overall - there are a number of small modifications and improvements that would be of huge benefit. Yes, things did change when PICU was introduced into the area. PJ320 seems to be used a lot less as a draw up signal these days. If a train is going west from platform 3, the train approaching platform 4 will be held, as you say, at PJ33 or the train in P3 will be held until the train is fully berthed in P4.
|
|
|
Post by PiccNT on Apr 10, 2020 22:13:00 GMT
It seems that station staff maybe temporarily reducing their hours due to the crisis. Train Ops will still work normally. T/Op's aren't exactly working normally. On our line at Cockfosters, we are just doing one trip to Heathrow and back. I'm booking on at 21:40 tomorrow for a 22:15 pickup.
|
|
|
Post by PiccNT on Apr 7, 2020 22:55:26 GMT
Having spent about two weeks doing Epping shuttles I finally got to do a White City today. Zone 1 is very quiet. Yes, extremely. I was out a couple of evenings ago and counted 5 passengers between Cockfosters and Heathrow 5 and 4 on the way back. Two of those were members of staff. Glad the Line Information Specialist is still telling us every 30 minutes that there is a special service on all lines (Circle and W&C excepted) due to operational restrictions. And a number of stations completely deserted but still urging members of the public to stand behind the yellow line!
|
|
|
Post by PiccNT on Apr 3, 2020 14:47:15 GMT
Looks like the new timetables may be delayed. As I have previously posted, we are running about 6 trains from each of the four depots and that seems to be working well. Last night I took a train from Cockfosters at 21:30 down to Heathrow 5 and back. Hardly anyone about. On way EB trip, can't have picked up more than a dozen passengers. Anyway, here's the link to the timetable issue from one of the RMT websites. www.rmtlondoncalling.org.uk/content/rmt-and-lu-agree-postponement-new-train-timetables
|
|
|
Post by PiccNT on Mar 31, 2020 22:12:48 GMT
For the record, a brief update on the LU service being run. Little has changed since last week, as far as I can tell no lines have brought in the timetable notices yet. The Piccadilly is now running a special service Cockfosters to Heathrow T4 or T5 plus a shuttle service on the Rayners branch. Certainly within my area there continues to be doubt from those who actually run the service as to the viability of running the timetable notice, both in terms of crew availability and also rolling stock availability - with the rolling stock depots also suffering from staff shortages. A personal view, however I think it was madness to go for a 4-minute end-to-end service, which has presumably stemmed from the Mayor’s suggestion of a Saturday service. There isn’t the demand for such a frequency, especially through the whole traffic day, and quite simply there don’t appear to be the resources to provide it. A less frequent service would have been perfectly adequate so long as the intervals were regular and a focus on the early morning. The new timetables/schedules are being mulled over at the moment. At the moment, each of the four depots on our line are responsible for crewing 6 trains. All trains from my depot (Cockfosters) go to T5 and back, unless the controller changes it en route, and we will be relieved by one of the drivers at our depot. That way, everyone knows what they're doing and the Trains Manager's seem to be able to manage this without a problem. Occasionally a train ends up out of turn but a simple reform when it arrives does the trick. Maybe we should just stick with that!
|
|
|
Post by PiccNT on Mar 28, 2020 14:25:21 GMT
We are on an emergency timetable today. We have about 150 ONA's (Operator Not Available) across the line today.
|
|
|
Post by PiccNT on Mar 25, 2020 22:18:02 GMT
The Piccadilly line, hitherto the least affected, seems to have succumbed in terms of service levels. Looks very sparse. Non-Corona related! We had a signal failure that somewhat screwed the whole line up. We'll be back bigger and stronger tomorrow :-)
|
|
|
Post by PiccNT on Mar 23, 2020 23:40:34 GMT
Following on from North End's post:
Well we seem to be running the normal timetable but with a load of cancellations as you alluded to. I went to Uxbridge this evening and from my observations, it seemed like we were providing a 10 minute service there with very few reversing at Rayners. Number of T/Op's at the east end of the line is very good, in fact at my depot, I think we have the majority of duties covered on the late shift tomorrow. At the moment!
The problem for the morning peak, as has been mentioned, is the sheer amount of people cramming onto a train. A large percentage appear to be construction workers so until something in done to suspend that industry, the problem may not disappear until we only allow essential workers onto trains.
|
|
|
Post by PiccNT on Mar 22, 2020 13:45:06 GMT
There are so many implications as highlighted by my learned colleagues. There is also a discussion going on about night tube drivers being allowed to extend their hours voluntarily to bolster the numbers of drivers available during normal traffic hours. Although we cannot do voluntary overtime, we take this as being beyond the 36 hours that we work. On our line I believe we are moving to a 7 hour 12 minute day to make things simpler to manage. I concur with what my colleague North End said. When I was out last night, there was quite a lot of what seemed to be non essential travel.
We do though seem to be maintaining a decent service for now!
|
|
|
Post by PiccNT on Mar 22, 2020 13:05:20 GMT
There is a lot of discussion and differing views on training on our line. Most Instructor Operators are refusing to take trainees in the cab at the moment, a small number are still happy to do so. I have been allocated a trainee from today straight out of the school. On a manual line like ours, you cannot keep your distance and therefore like the majority, I'm having to refuse to undertake cab work. Happy to do some classroom work but training is going to take a big hit that will cause its own issues.
|
|
|
Post by PiccNT on Mar 11, 2020 23:13:57 GMT
Our signalling system makes each day an interesting one :-)
|
|
|
Post by PiccNT on Feb 19, 2020 10:34:30 GMT
Full service has resumed. Thank heavens I won't be hearing our Line Information Specialist telling us it's closed and the full reason every 30 minutes anymore.
|
|
|
Post by PiccNT on Feb 12, 2020 23:08:32 GMT
Between 13.00 and 22.30 on Saturday, 15th February and between 15.00 and 20.00 on Sunday, 16th February an additional three trains per hour will operate between Arnos Grove and Green Park, reversing via Down Street Siding. These services combine to provide a 4 minute service (15 trains per hour) between Arnos Grove and Green Park.
And yes, stepping back two trains at Hyde Park Corner.
|
|
|
Post by PiccNT on Feb 5, 2020 18:25:46 GMT
|
|
|
Post by PiccNT on Jan 21, 2020 14:43:20 GMT
If I look back over 31 pages of this thread, I'm sure there will be a comment BUT, I appreciate that the Victoria line is not too complex in terms of routes, sidings, depots etc, but their ATO system gets the train going without hesitation, it accelerates, it coasts and it brakes without all of the speed up, slow down nonsense you get on the Northern and Jubilee. They seem to be able to run their trains very regularly without it seems too much trouble.
So in terms of introducing a system that appears to work quite nicely, why did LU go for TBTC and CBTC? Was it cost or not technically suitable?
|
|
|
Post by PiccNT on Jan 17, 2020 0:33:40 GMT
No they usually break by even the slightest knock or vibration The signals that fail are the home signals going into Barons Court the hoop is situated near the A signal sorry cant remember the number off the top of my head I believe it is just the X signals (X647C and X412A) that return to danger (X647C) or remain at danger (X412A). That's what the signalling diagrams suggest and in the case of Barons Court, some time ago X647C failed (just that signal) and it was a surface stock detector relay fault that caused the problem, to my recollection!
|
|
|
Post by PiccNT on Jan 15, 2020 19:37:42 GMT
And just for the record, you can add the station starter shunt at Heathrow 5, WZ11, although they may modify that shortly to be displaying at all times as it's in our top 10 multi-SPaD signal list. That'll make an interesting concession to standards then! (A shunt signal associated with a colour light aspect should be suppressed unless the shunt signal is clear. In this case the Fixed Red Light is the colour light aspect, terminating the route from WZ1100.) What it probably needs is an additional Fixed Red Light more in the Train Operator's field of vision. Some modifications on the way including I believe re-positioning FRLWZ11 for the purpose of what you mention above. I expect another rocket for being totally off-topic!
|
|
|
Post by PiccNT on Jan 12, 2020 17:51:04 GMT
WD13a in the siding between Hammersmith and Barons Ct only displays its red aspect as the train approaches. Likewise the other end of the siding towards Hammersmith, WD30A is similarly suppressed until a train occupies the siding. Some signals are also extinguished to prevent confusion when carrying out moves; FG22 Dagenham East inner home, EJ2 Tower Hill inner home, FF58A Barking EB when reversing via bay roads. And just for the record, you can add the station starter shunt at Heathrow 5, WZ11, although they may modify that shortly to be displaying at all times as it's in our top 10 multi-SPaD signal list.
|
|
|
Post by PiccNT on Dec 19, 2019 18:01:20 GMT
|
|