wrote:

What about drivers on the W&C line only two stops....

Yes, but you really need to stop the train correctly at 50% of them.

wrote in message
...


What about drivers on the W&C line only two stops....

I think its been mentioned before that the Central Line drivers are rostered
for short periods on the W&C, as they use basically the same trains.

Paul S

On Thu, 4 Jan 2007 17:37:11 -0000, "John Rowland"
wrote:

Paul Corfield wrote:

Drivers have to be trained to a high level of stock
knowledge so that they can assist in getting a defective or failed
train out of the way or work with a rolling stock technician who may
be providing advice via radio from the control room.

Which makes me wonder why the rolling stock technician can't operate the
controls to fix the train himself! Did they not think of that?

A mobile RST would do so if the driver cannot clear the problem. A
control room technician cannot intervene directly - there is not a comms
system of sufficient quality on LU to allow that at present. Not sure if
the new Connect system could do so or whether the new Metronet stocks
will allow such intervention. I would have thought the better principle
is to build in reliability and redundancy into the trains to allow them
to keep moving even if a traction motor or some sub system fails.
--
Paul C


Admits to working for London Underground!

"Paul Corfield" wrote in message
...
On Thu, 4 Jan 2007 17:37:11 -0000, "John Rowland"
wrote:

Paul Corfield wrote:

Drivers have to be trained to a high level of stock
knowledge so that they can assist in getting a defective or failed
train out of the way or work with a rolling stock technician who may
be providing advice via radio from the control room.

Which makes me wonder why the rolling stock technician can't operate the
controls to fix the train himself! Did they not think of that?

A mobile RST would do so if the driver cannot clear the problem. A
control room technician cannot intervene directly - there is not a comms
system of sufficient quality on LU to allow that at present. Not sure if
the new Connect system could do so or whether the new Metronet stocks
will allow such intervention. I would have thought the better principle
is to build in reliability and redundancy into the trains to allow them
to keep moving even if a traction motor or some sub system fails.
--
Paul C


Admits to working for London Underground!

Well theve got a long way to travel on the Central Line.

On Thu, 04 Jan 2007 18:37:22 GMT, wrote:


"Paul Corfield" wrote in message
.. .
On Thu, 4 Jan 2007 17:37:11 -0000, "John Rowland"
wrote:

Paul Corfield wrote:

Drivers have to be trained to a high level of stock
knowledge so that they can assist in getting a defective or failed
train out of the way or work with a rolling stock technician who may
be providing advice via radio from the control room.

Which makes me wonder why the rolling stock technician can't operate the
controls to fix the train himself! Did they not think of that?

A mobile RST would do so if the driver cannot clear the problem. A
control room technician cannot intervene directly - there is not a comms
system of sufficient quality on LU to allow that at present. Not sure if
the new Connect system could do so or whether the new Metronet stocks
will allow such intervention. I would have thought the better principle
is to build in reliability and redundancy into the trains to allow them
to keep moving even if a traction motor or some sub system fails.

Well theve got a long way to travel on the Central Line.

Technical officers are positioned at a number of locations on the
biggest lines to ensure a decent response time. Favourite locations are
often at the same places where LU drivers have their change over points
such as White City or Leytonstone or Arnos Grove or Wembley Park.
--
Paul C


Admits to working for London Underground!

"Paul Corfield" wrote in message
news
On Thu, 04 Jan 2007 18:37:22 GMT, wrote:


"Paul Corfield" wrote in message
. ..
On Thu, 4 Jan 2007 17:37:11 -0000, "John Rowland"
wrote:

Paul Corfield wrote:

Drivers have to be trained to a high level of stock
knowledge so that they can assist in getting a defective or failed
train out of the way or work with a rolling stock technician who may
be providing advice via radio from the control room.

Which makes me wonder why the rolling stock technician can't operate the
controls to fix the train himself! Did they not think of that?

A mobile RST would do so if the driver cannot clear the problem. A
control room technician cannot intervene directly - there is not a comms
system of sufficient quality on LU to allow that at present. Not sure if
the new Connect system could do so or whether the new Metronet stocks
will allow such intervention. I would have thought the better principle
is to build in reliability and redundancy into the trains to allow them
to keep moving even if a traction motor or some sub system fails.

Well theve got a long way to travel on the Central Line.

Technical officers are positioned at a number of locations on the
biggest lines to ensure a decent response time. Favourite locations are
often at the same places where LU drivers have their change over points
such as White City or Leytonstone or Arnos Grove or Wembley Park.
--
Paul C


Admits to working for London Underground!


Whats a technical officer?

A Train Technician - employed by the Infraco's to resolve Fleet
problems "on the road".
They are sometimes still referred to as Fitters, Car/Train Maintainers
and Car/Train Examiners.

Train Operators that come from lines with new stock like the Jubilee
and Northern have a big shock when arriving on an old fashioned line
like the Metropolitan. There are more switches and handles rather than
a computer. If you take the key out of an A Stock, without the Parking
Brake on, it WILL roll away.

wrote:

"Paul Corfield" wrote in message
news
On Thu, 04 Jan 2007 18:37:22 GMT, wrote:



Whats a technical officer?

In message ,
writes

What about drivers on the W&C line only two stops....

W&C drivers are provided from Leytonstone depot so they are also trained
to 'drive' the Central line. Same trains, see.
--
Steve Fitzgerald has now left the building.
You will find him in London's Docklands, E16, UK
(please use the reply to address for email)

In message , Paul Corfield
writes

A guess on my part but stocks have different braking and acceleration
profiles relative to loadings, number of cars and line / track geometry.
Newer stocks are also much more complex with in car diagnostic systems
and different control set ups. Therefore moves between say the Met Line
and the Northern Line will involve a steep learning curve. Drivers have
to be trained to a high level of stock knowledge so that they can assist
in getting a defective or failed train out of the way or work with a
rolling stock technician who may be providing advice via radio from the
control room.

There is then the issue of route learning and understanding route
characteristics and signal positions etc. This all takes time as well.
There may also be line specific issues such as working over National
Rail infrastructure if you were on the Bakerloo or District Lines.

I'm sure our resident drivers will fill in the gaps in my "amateur"
reply.

No, all seems pretty accurate to me.

Wanna job?
--
Steve Fitzgerald has now left the building.
You will find him in London's Docklands, E16, UK
(please use the reply to address for email)

In message , Paul Corfield
writes

Well theve got a long way to travel on the Central Line.

Technical officers are positioned at a number of locations on the
biggest lines to ensure a decent response time. Favourite locations are
often at the same places where LU drivers have their change over points
such as White City or Leytonstone or Arnos Grove or Wembley Park.

Ahem... Technical Officers are the blokes wot mend the signals. You're
thinking of (depending on the line), TT1, Train Technician, Fitter,
Train Doctor or Car Examiner.
--
Steve Fitzgerald has now left the building.
You will find him in London's Docklands, E16, UK
(please use the reply to address for email)