|
Post by aslefshrugged on Sept 6, 2018 6:42:54 GMT
I received my ballot paper yesterday and voted "yes" in support of a strike
|
|
|
Post by aslefshrugged on Sept 4, 2018 9:02:03 GMT
I cannot confirm that he took early retirement because of the incident, I didn't know him or even that the driver involved was from Hainault until I was on my meal break yesterday which conveniently happened to be at Hainault.
|
|
|
Post by aslefshrugged on Sept 4, 2018 7:54:08 GMT
So to summerise then a passenger thought they would be clever by putting a bag in to the closing doors and then got pulled along the platform in to a wall.... I am pretty sure my common sense tells me never to do silly things like that. She was not dragged into a wall, as the report clearly states...
|
|
|
Post by aslefshrugged on Sept 3, 2018 23:50:51 GMT
I think its safe to say that would qualify as a major "door irregularity"
On 1992TS unless you pull down a handle while the train is within station limits it will continue until the next station before it activates the emergency brake. I've never worked on the Jubilee but I would imagine the same applies to 1996TS so even if someone had pulled the handle down the train would have carried on to West Hampstead.
The depot staff at Stratford Market and Neasden are going to have a lot of checking to do...
|
|
|
Post by aslefshrugged on Sept 3, 2018 23:26:31 GMT
I agree there was no mention of it. I believe that aslefshrugged was curious as to how the bag was trapped so high up in the door, when a bag is normally held hanging from one's hand. I inferred that he was attributing blame to the elderly passenger. You are absolutely right, I am inferring that the passenger was partly to blame, just as the passenger at Bushey and at Hayes & Harlington were also partly to blame, The doors were closing and she obstructed them despite numerous warnings that obstructing the doors is dangerous. As the report says when the passenger arrived on the platform the train was already entering the station. The entrance to the platform at Notting Hill Gate WB is by the rear (8th) car, she could have boarded there but because the exit at Shepherd's Bush is by the front (1st) car she moved along the platform and had reached the 5th car when the doors were closing. As I've seen from the CCTV she wasn't so elderly that she could move up three cars in what was a quite short space of time.
|
|
|
Post by aslefshrugged on Sept 3, 2018 23:15:43 GMT
I've now seen the footage from the station CCTV (apparently the in-cab CCTV is not recorded). The passenger didn't swing the bag as suggested in the report, they were holding in front of them and shoved in in the doors as they were closing. The image on the report shows her after she'd stepped away from the train and was trying to pull her bag free. On page 13 the report does mention... On page 23 the report notes that... From the CCTV footage it certainly appears that the TOp's view was blocked by one of the people around her.
As the report states the driver had joined LUL in 1998, qualified as a TOp on the Northern line in 1999 and transferred to the Central line in October 2004. This was his first incident and he had received five commendations. He was a Hainault driver, I was there for my meal break this evening so I asked around and he took early retirement.
What amazes me is that at that time of day we're running 26 trains per hour, you only have to wait a couple of minutes and there's another train but still punters dive at the doors like its the last train ever.
|
|
|
Post by aslefshrugged on Sept 3, 2018 18:40:22 GMT
On page 19 it says...
and
On the same page there's an image from the CCTV. The bag didn't swing that high by accident, she was trying to obstruct into the doors. No different to Hayes & Harlington or Bushey.
|
|
|
Post by aslefshrugged on Sept 2, 2018 14:25:35 GMT
Which single incident do you mean? The article starts by describing an incident on the Northern Line in 2015, it then mentions a recent incident on the H&C, two more on the Northern and a "string of incidents) on the Central Line. I was only aware of two incidents on the Central but it would appear there have been more.
That makes at least six incidents and at least five this year.
|
|
|
Post by aslefshrugged on Sept 2, 2018 10:29:27 GMT
|
|
|
Post by aslefshrugged on Aug 31, 2018 15:32:58 GMT
Some workers on the project have called it the "Hokey Cokey" Line, no sooner have they put something in they have to take it back out again.
|
|
|
Post by aslefshrugged on Aug 31, 2018 12:52:11 GMT
So will the rebranding of the existing services to Elizabeth Line also be delayed? I suppose its not the Elizabeth Line until its joined up. Shame we can't ditch that too, another piece of nonsense bequeathed to us by Boris. Sir Terry Morgan was chairman of Crossrail from 2009 until July when he was appointed by Grayling as chairman at HS2. Andrew Wolstenholme was Crossrail chief executive from 2011 until March when he joined BAE Systems. Did they jump because they knew what was coming?
|
|
|
Post by aslefshrugged on Aug 31, 2018 10:41:56 GMT
|
|
|
Post by aslefshrugged on Aug 30, 2018 9:02:11 GMT
I read somewhere that half of PTI incidents happen with DOO and half with guard operated doors but the statistic to place alongside that is that only a third of trains are DOO. Having guards doesn't eliminate trap-and-drag but it seems to reduce the frequency.
|
|
|
Post by aslefshrugged on Aug 28, 2018 9:25:44 GMT
With Bombardier in Derby, Hitachi in Newton Aycliffe and Siemens opening up a new factory in Goole would there be enough demand for a fourth train builder in the UK? Isn't CAF opening a plant in south Wales? Apparently in Newport and it should start production in "Autumn 2018" on 77 DMUs for the new Keolis/Amey Wales franchise. Hey, its Wales, the carrier pigeon must have got lost somewhere along the M4.
|
|
|
Post by aslefshrugged on Aug 28, 2018 7:25:30 GMT
The order for the D Stock was placed in 1976, not sure when the 1992s were ordered but that's a fairly long gap between orders.
The NTfL title seems to have been quietly but sensibly dropped, its just the Deep Tube Upgrade Program and I assume that the new trains will be know as 201? Tube stock.
Of course had the original tender not been withdrawn in 2010 the new rolling stock would already have been delivered to the Piccadilly and delivery to the Bakerloo would have started this year.
|
|
|
Post by aslefshrugged on Aug 27, 2018 14:33:19 GMT
With Bombardier in Derby, Hitachi in Newton Aycliffe and Siemens opening up a new factory in Goole would there be enough demand for a fourth train builder in the UK?
|
|
|
Post by aslefshrugged on Aug 23, 2018 17:59:26 GMT
I've watched Trackernet replayer from 09:50 until 10:30, during that time there weren't any Upminster trains on Plat 1 held while two Upminster trains left from Plat 2.
It could have been T 107, left Hammersmith 9:59 (1 minute late), arrived Plat 1 10:12 (8 minutes late as a result of a lot of congestion at Earl's Court)
Train 070 (Edgware Road) was on Plat 2 when T 107 arrived, left at 10:13 (6 minutes late).
Train 015 (Upminster) arrived on Plat 2 from the Wimbledon branch 10:14 (14 minutes late),
At 10:15 both signals on Plat 1 and 2 cleared but obviously the signal protecting the points where the two lines merge cleared to allow T 015 to go ahead of T 107.
|
|
|
Post by aslefshrugged on Aug 22, 2018 9:29:16 GMT
Possibly a faulty train, the line controller put it into the platform 1 and ran trains around it through platform 2 while the driver was trying to deal with the fault. If its a choice between dealing with a fault to get the train moving again and making PAs guess which one we're going to choose?
Although the driver should have made a PA when the train got to Earl's Court informing the punters that there would be a delay while they dealt with the fault, etc. From empirical observations drivers on the Sub-Surface Lines seem a lot less chatty that those on the deep level.
|
|
|
Post by aslefshrugged on Aug 13, 2018 17:35:02 GMT
@aslef It certainly was a strange idea. I could understanding perhaps closing ticket offices at certain quiet stations away from Central London, but the seemingly one rule fits all approach, and the removal of a large portion of staff, was bizarre. It wasn't a strange idea at all, it was obvious when London Underground signed the contract for Oyster Cards in August 1998 that management saw it as a way to close ticket offices and cut station staff as a cost cutting exercise.
Fit for the Future Stations would have happened in 2007 if LUL hadn't been transferred from the DfT to TfL, Ken initially agreed to close 40 ticket offices and would certainly have closed more but he wouldn't let them cut staff numbers, indeed he wanted more station staff as a trade off.
Then Boris got elected, reverse ferreted on his promise to keep the ticket offices open and LUL eventually got what they wanted all along.
|
|
|
Post by aslefshrugged on Aug 13, 2018 12:41:56 GMT
"Every station will remain staffed and controlled at all times".
Mike Brown (now TfL Commissioner), back when he was Managing Director of London Underground, on the subject of closing ticket offices, 22 April 2014.
Back when Fit for the Future Stations was first proposed RMT and TSSA predicted that stations would be left unstaffed but they were branded luddites clinging on to outdated practises. Its common knowledge that Roding Valley, Snaresbrook and Theydon Bois are left unstaffed at times, no doubt there are a lot more across the combine but it will probably take a serious incident before the public ever realise what's going on.
|
|
|
Post by aslefshrugged on Aug 2, 2018 13:20:11 GMT
So it's only an escape route at times authorised by company policy, not when passengers decide they need it. "I don't care if a mad axeman is running amok; that's a fire escape, and there's no fire". LU produced specific procedures for bladed weapon (axes included) or firearm attacks in response to the Leytonstone incident in December 2015, we all got a one-to-one briefing with a manager or instructor operator.
|
|
|
Post by aslefshrugged on Aug 1, 2018 18:43:38 GMT
Not read the whole thread so apologise if this has been raised already, but you would not lock a fire escape would you? Why would you lock a cab if its a safe escape route. Perhaps you should have read the whole thread...
The unions are suggesting magnetic locks that are activated when a cab is "live", are deactivated when traction current is discharged (for detrainments) and can be deactivated by the Line Controller remotely in a similar way to the way they can make PAs on trains (should the driver become incapacitated).
|
|
|
Post by aslefshrugged on Aug 1, 2018 15:05:28 GMT
|
|
|
Post by aslefshrugged on Aug 1, 2018 7:11:28 GMT
I would have been happier if the first section of HS2 was being built from Birmingham northwards. Why? To show committent to the the people of the north of England and Scotland. My view is that this wont now be built as it will be deemed as 'too expensive'. Simon The supposed purpose of HS2 is to relieve congestion on the WCML between London and Birmingham so building "Phase 2" first doesn't make much sense. What seems a popular suggestion from those in the North is improved services along the "M62 corridor", Liverpool-Manchester-Bradford-Leeds-Hull and generally improved local services to make commuting easier. Last week they announced the most crowded trains in the UK, while most of the top ten were in and around London two were in and out of Manchester Piccadilly.
|
|
|
Post by aslefshrugged on Aug 1, 2018 6:41:25 GMT
The magnetic locks on J Doors would activate when one of the cabs is "live", if a driver leaves the cab at any time the procedure is to "fully secure" the train i.e. remove their keys from the lock so the cab would not be "live" and the locks would be released (I seem to recall that one driver got sacked for leaving the cab "live" to fill up a water bottle).
The problem with introducing magnetic locking on new rolling stock is that the next delivery won't be until 2023 on the Piccadilly while the 2009 stock on the Victoria and the S Stock on the sub surface lines probably won't be replaced until the 2050s. Cab invasions are becoming increasing regular events, waiting for rolling stock to be replaced is not an option.
Another issue that occurred as I was stuck staring at a red signal was unauthorised evacuations, where passengers leave the train without waiting for staff to let them out. There haven't been any to my knowledge on the Tube but there have been a few on the mainline with people walking down the track so I suppose its only a matter of time before we have one.
Someone wondered if Night Tube and alcohol were involved, at least one cab invasion on the Central Line was during the morning peak so I don't think we can ascribe the problem to Night Tube. It seems to me that some people think that they are entitled to do whatever they want on public transport because they've paid for their Oyster Card.
|
|
|
Post by aslefshrugged on Jul 31, 2018 0:17:36 GMT
I've been a driver for 15 years and I can't remember a single incident until recently where passengers have entered the cab to abuse train drivers but there have been several incidents this year. On Saturday there was the first indecent where a driver was assaulted, I don't know if the passenger punched on the driver on the nose but while you might find it vaguely amusing I doubt if the woman who was assaulted does or any of her colleagues. There is a rational, cost effective solution; magnetic locks that energise when the cab is activated and which the Like Controllers can open remotely the same way they can make PAs on trains. LU have rejected this as too expensive. Rather than making this about terrorism the unions should make this about service delivery, if a driver is incapacitated by an assault then service would have to be suspended while a spare was sent to relieve the injured driver. OK. You make a serious point, but I can't see how (on the face of it) that this is a pragmatic solution, to be honest it sounds a little fanciful to me and it would require a lot of research and development. If Saturday was the first incident where a driver has been assaulted in 15 years then (dare I say it!) I think we are doing pretty good. I would also hope that the "greater good" (i.e. other passengers) would assist in this matter. I wonder how that 15 years compares to (say) people working in the retail sector? Perhaps it's time to go like the buses where the driver is clearly visible but in his (or her) safety cubicle? I think they are quite safe in there... Let's go back to my first post on this thread "For the last two years your ASLEF Health and Safety reps have been campaigning to make drivers cabs on London Underground safe and secure" ASLEF have been warning about this issue for two years, we've been telling LUL that cab security wasn't good enough and that eventually it would end with a driver being assaulted. When I became driver 15 years ago incidents where passengers entered the cabs where unheard of but in the last six months there have been several. ASLEF saw this coming and LUL ignored them. And now a driver has been assaulted. As for the retail sector (which I worked in for 12 years before I joined the Tube) if I had been assaulted then I wouldn't have left up to a thousand customers stuck in the shop with no one to take over with thousands more customers stuck in shops behind me. As for buses you don't evacuate a bus through the drivers cab.
|
|
|
Post by aslefshrugged on Jul 30, 2018 23:57:38 GMT
It started as Liverpool Street to Newbury Park and Woodford but then spread to cover the whole of the Hainault loop.
As for the station staff Cover Group D includes the seven stations between Woodford and Bethnal Green excluding Stratford which is a Jubilee Line station. Possibly the member of staff was a Reserve so wasn't familiar with local bus routes. I remember when we had a reserve staff CSA working at Stratford who directed all the passengers to Platform 10 for trains to Chelmsford, Colchester and the like which would have been fine except after 9pm all those trains went from Platform 8. She didn't know because LUL didn't familiarise staff beyond the basics, everything else had to be learnt by experience.
Fit for the Future Stations displaced staff with local knowledge, don't expect staff to know more than you do.
|
|
|
Post by aslefshrugged on Jul 29, 2018 23:55:35 GMT
We should immediately refrain from discussing about how best to use a train as a form of terrorism. It’s good to discuss ideas to improve security, but remember this forum can still be searched for and read by Tom, Dick and his mischievous mate Harry. Let’s be mindful. Thanks If this is how "best to use a train as a form of terrorism" then I think we're all safe. Not sure how much of a problem unauthorised and unwilling access to a cab is. I doubt there are many people wanting to punch a driver/operator's nose. Probably there are those that seek a point a sanctuary from their fellow passengers however. Pretty difficult to find a rational, cost-effective solution for this I would have thought. I've been a driver for 15 years and I can't remember a single incident until recently where passengers have entered the cab to abuse train drivers but there have been several incidents this year. On Saturday there was the first indecent where a driver was assaulted, I don't know if the passenger punched on the driver on the nose but while you might find it vaguely amusing I doubt if the woman who was assaulted does or any of her colleagues. There is a rational, cost effective solution; magnetic locks that energise when the cab is activated and which the Like Controllers can open remotely the same way they can make PAs on trains. LU have rejected this as too expensive. Rather than making this about terrorism the unions should make this about service delivery, if a driver is incapacitated by an assault then service would have to be suspended while a spare was sent to relieve the injured driver.
|
|
|
Post by aslefshrugged on Jul 29, 2018 11:52:41 GMT
Why would terrorists draw attention to themselves by trying to gain access to the cab when they could sit or stand quietly in the saloon like all the other passengers and wait until the train arrived at a crowded platform before denotating their bombs? Same result but with less chance of being detected.
We have incidents where drivers have been actually assaulted, we don't need to add hypothetical terrorist situations in order to get better cab security. if anything it weakens our case as management can claim that the chance of a terrorist entering the cab is so low that it can be discounted.
|
|
|
Post by aslefshrugged on Jul 29, 2018 10:23:44 GMT
But serious as the risk of an attack on a driver is, there is also the real threat of easy access to a cab being used by those intent on causing death and destruction. It beggars belief that at a time of heightened security alert, Transport for London refuse to take this threat seriously. That bit alone is quite astonishing. Would you care to explain how exactly easy access to the cab would offer a more destructive option to a terrorist than exploding a bomb on a train.
|
|