David Cantrell wrote:
On Thu, 13 Oct 2005 22:06:18 GMT, "Richard J."
said:

If you have up-to-date info on the number of SPADs on LU, please
quote numbers and source.

While arguing about the Northern line on IRC, I found this ...

http://www.tfl.gov.uk/tube/using/use...ical/spads.asp

which eventually leads to ...

http://www.tfl.gov.uk/company/perfor...te/default.asp

But the SPADs chart only goes up to Period 9 of 2003/04, according to
the dates on the horizontal axis, which is why I asked for *up-to-date*
info.
--
Richard J.
(to e-mail me, swap uk and yon in address)

On 13 Oct 2005 14:52:37 -0700, "Boltar"
wrote:

Something no one in the media or on here seems to have mentioned is
that the only reason the drivers are noticing so many tripcock
failures is that so many of these overpaid agitators are going
through red lights!

One would hope that such a safety critical feature is tested on a
regular basis, rather than it taking a SPAD for anyone to notice there
is something wrong.

In message , asdf
writes
One would hope that such a safety critical feature is tested on a
regular basis, rather than it taking a SPAD for anyone to notice there
is something wrong.
They used to be tested on every trip both northbound and southbound,
like Leicester Sq. Is this no longer done?
--
Clive

"Clive" wrote in message
...
In message , asdf
writes
One would hope that such a safety critical feature is tested on a regular
basis, rather than it taking a SPAD for anyone to notice there is
something wrong.
They used to be tested on every trip both northbound and southbound, like
Leicester Sq. Is this no longer done?

A "tripcock tester" only tests that there is a tripcock arm present and in
correct alignment (at which point the tripcock tester light goes out). It
does NOT check that the tripcock will stop the train if activated, the
assumption being that if it is in the right place and alignment that it will
do the job it is provided for, if required.

In message , J Lynch
writes

One would hope that such a safety critical feature is tested on a regular
basis, rather than it taking a SPAD for anyone to notice there is
something wrong.
They used to be tested on every trip both northbound and southbound, like
Leicester Sq. Is this no longer done?

A "tripcock tester" only tests that there is a tripcock arm present and in
correct alignment (at which point the tripcock tester light goes out). It
does NOT check that the tripcock will stop the train if activated, the
assumption being that if it is in the right place and alignment that it will
do the job it is provided for, if required.

To add to that. The operation is also tested every night on train prep
in the depots. The problem in this case (as in a lot of safety issues)
is it only happens when a particular set of circumstances occurs. In
this case, when the train is tripped at slow speed, usually after the
driver has been authorised to pass the signal after a failure, the SCAT
(Speed Control after Tripping) doesn't kick in. Thus allowing the train
to resume normal line speed straight away, instead of after 3 minutes.

Whilst I can totally agree with sentiments that we drivers should be
doing our job properly, these measures have been brought into place over
the years due to accidents that have occurred and people killed because
of (often) a failure of the Mk 1 Human to do their job and are thus
there to protect the travelling public and make the railways the safe
environment that they are.
--
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 , J Lynch
writes
A "tripcock tester" only tests that there is a tripcock arm present and
in correct alignment (at which point the tripcock tester light goes
out). It does NOT check that the tripcock will stop the train if
activated, the assumption being that if it is in the right place and
alignment that it will do the job it is provided for, if required.
I appreciate that, it's a pity that tripcocks no longer dump the
trainline to atmosphere as they used to, at least that was fool proof.
--
Clive

"Clive" wrote in message
...
In message , J Lynch
writes
A "tripcock tester" only tests that there is a tripcock arm present and in
correct alignment (at which point the tripcock tester light goes out). It
does NOT check that the tripcock will stop the train if activated, the
assumption being that if it is in the right place and alignment that it
will do the job it is provided for, if required.
I appreciate that, it's a pity that tripcocks no longer dump the trainline
to atmosphere as they used to, at least that was fool proof.
--
While Westcode fitted stock has no trainline supply, does this not still
apply to the Westinghouse stock still in service - i.e. surface stock
A60/62, C69/77 and 1972 tube stock?

In message .com,
Boltar writes
Something no one in the media or on here seems to have mentioned is
that the only reason the drivers are noticing so many tripcock failures
is that so many of these overpaid agitators are going through red
lights! Perhaps while they're fixing the trains they should consider
getting the drivers retrained. How exactly can you miss a red light in
a slow tube train usually (on the northern line) in a dark tunnel? They
don't have to worry about other traffic , roadside distractions,
steering etc like a bus driver but if a bus driver went through a red
light I don't think anyone would have much time for him blaming the bus
for not putting its brakes on!
Perhaps if you tried driving a tube train instead of pontificating like
Conor, you'd be wiser, and have no need to say anything.
--
Clive

Clive wrote:
In message .com,
Boltar writes
Something no one in the media or on here seems to have mentioned is
that the only reason the drivers are noticing so many tripcock failures
is that so many of these overpaid agitators are going through red
lights! Perhaps while they're fixing the trains they should consider
getting the drivers retrained. How exactly can you miss a red light in
a slow tube train usually (on the northern line) in a dark tunnel? They
don't have to worry about other traffic , roadside distractions,
steering etc like a bus driver but if a bus driver went through a red
light I don't think anyone would have much time for him blaming the bus
for not putting its brakes on!
Perhaps if you tried driving a tube train instead of pontificating like
Conor, you'd be wiser, and have no need to say anything.
--
Clive
He seems to have made a perfectly valid comment that requires an
answer, I would certainly like to know the answer. On the one hand you
have these highly trained, safety critical £32000pa or is it £35000pa
drivers, who should be capable of stopping a train at a signal. Or are
they irresponsible idiots who require a safety device to stop them at a
signal so that they can concentrate on their ipod.
Surely the purpose of the tripcock wasn't as a safety device just to
save the embarrassment of negligent drivers.
Kevin

In message .com,
writes
He seems to have made a perfectly valid comment that requires an
answer, I would certainly like to know the answer. On the one hand you
have these highly trained, safety critical £32000pa or is it £35000pa
drivers, who should be capable of stopping a train at a signal. Or are
they irresponsible idiots who require a safety device to stop them at a
signal so that they can concentrate on their ipod. Surely the purpose
of the tripcock wasn't as a safety device just to
save the embarrassment of negligent drivers.
Trains very a lot between themselves and also between empty and loaded,
have you never seen a train over run a platform? Trainstops are there
for your safety not someone's convenience
--
Clive