staffspm1

Interesting thanks!

similar to our London Underground then. Is there an overlap after that signal at danger at interlockings to take into account how far you would still travel past the signal whilst you are slowing?

ok I see. Do your blocks not have safety overlaps? This is why we can approach reds on metros at whatever speed as there will be an overlap to protect us if we pass it at danger. I have a saved image but cannot upload it

see in the UK we would never be heading at a red signal expecting it to clear so I don't think I could ever get used to your system. 25 feet is not that far ahead of you to hope its going to clear properly, no wonder you all travel at much reduced speed!

thank you all for your insights. SO when you see ST20, in theory if you are travelling at 20mph it should clear. What is the difference between GT and ST? I have seen signs that have just T on them, what would you do here. Sorry for the rules exams!

I see. I obviously have only openBVE and actualy passenger travel to experience your timers but they seem to really drag the speed of the system down. I couldn't believe how slow it was when I first visited having been used to London Underground. I know BVE is only a game but its as close as I will ever get to driving a subway train, and the timers really are hard work. Is it really that bad that you guys are not trusted to drive at the correct speeds? The UK network has a safety system for speeding but only in a few places where the risk is very high.

wow that is something else. we had a rail disaster in 1988 (Clapham Rail Disaster) which the cause was determined to be fatigue and ever since then ANY safety critical job has to be abide by the hours rules I put above. That is the absolute MAX, and most companies have far shorter hours as negotiated by the union. (my current company has 10h30 max day with no driving in last hour) Have there not been any fatigue related accidents?

oh (if you are allowed) would anyone consider an exchange of info? I would love to see your rule book etc and diagrams of work and i am happy to send the same back in return. Obviously with security being what it is, I can send proof of ID to show I am a UK train driver!

Hi all I have been reading this thread with interest as NYC fascinates me. I am a train driver based in Birmingham, UK. Anything I ask here I don't mean as a insult just genuine interest. I read that you leave training and go on EXTRA EXTRA lists where you can literally be abused and sent anywhere on network at any time without much warning? How did you unions ever get to this position? To compare, when you drive trains (or subway trains for that mater) you are based at a specifc depot. That depot has a rota with all the different duties assigned to it. Those duties all start and end at your depot. We do have spare turns but they have set report times that can only be moved by 2 hours by strict deadlines. I sign specific types of train on specific routes. I can post my rota if anyone is interested to show. We don't pick a specific job, we do all the jobs. In bigger depots there is more than 1 rota and seniority see you move into the top rotas with "better" work but otherwise everyone shares the good and bad turns. Max 12 hours from book on to book off and must have 12 hours rest between booking off and back on again. I read somewhere on here that you don't really have hours limits like that? FInally, I also read you cannot eat or drink while driving? That is mad. Also, you cannot sleep on MTA property? We have to nap all the time on really early turns and most break points have a quiet room for this purpose. I am not trying to show off our conditions compared to yours just really interested how your system evolved to be as it is? Many thanks Francis Chiltern Railways Driver

Am I right in reading when you pick your job once (or twice) a year, you work that exact duty and trains every day? With no variation? How do you deal with the boredom? We sign routes hear but work different times each day which have different trains and services each day over the set routes. Sorry if I misunderstand! Francis

my God, just catching up, you have a hostile working environment. To give you an example on my side of the pond. A driver recently caused a lot of delays to the network because his train radio failed and he went onto the track to use a phone. It was in a locked cupboard and the driver didn't know (or even try) any of the keys he was issued to see if it would open. He was in no trouble at all and the company issued a new poster to tell everyone what the key was and also I was instructed as a trainer to redo the training course for that part. We would NEVER shout or have a go at any trainee for any reason. The unions simply wouldn't allow it and it is counterproductive. If there is a spate in incidents then groups are formed to find out why and come up with a solution. I do wish one of your TSSs could swap with me for a course just so we can see how the other works!!

Out of interest, do you guys have simulators you train on. A lot of our low adhesion training is done using one..

RR I assume you mean railroad? We use the term railway here so I get confused. Yes I am a mainline railway driver trainer. The rules for our metros (London) are much the same though!

sorry to ask odd questions but some of your terminology I don't understand. What are relays? what is cutting? puttins? thanks

Ok here goes - it is not standard across the UK (any parts that are are BOLD) Week 1 - Monday to Wednesday - Company welcome and induction, forms filled etc week 1 - Thursday and Friday - Personal track safety (qualification to walk on railway tracks) Week 2 + 3 - Mon - Fri Intro to Operations. Theory rules-based and visits to control centres, signal boxes (towers I think to you) visit stations. Basics of the rulebook and a gentle intro to the job. Test at the end 80% pass mark. Week 4 + 5 - shift hours Front end Turns. This means just shadowing a driver and watching what they do - NO DRIVING for the trainee. Week 6,7 + 8 - Rules Part 1 - back in the classroom Mon to Fri for more rule book training. Mostly recapping Intro to operations but also getting into more details. Signalling is covered extensively here as well. Test at end 80% pass. Week 9, 10 + 11 -- Basic traction course. Each depot has a main type of train they drive. This three course is to learn the insides and outsides of the train BUT not how to drive it fully. You will do some yard shunting at very low speed and practice coupling and uncoupling. Test on day 8 and 11 of this course 80% pass rate. Mon - Fri usually Week 12 + 13 - Return to classroom Mon - Fri for last theory training. You cover the previous rules courses and recap but also learn the last bits which mostly cover out of course working and emergencies. At the end of this course, there is another 80% pass test and also a review by a driver manager to ascertain whether they are competent or not. If you pass this test and driver manager is happy then you are technically a competent driver. However, you still cannot drive!! For the next 255 hours (40 in darkness) you are assigned a driving instructor who watches you drive and teaches you how to drive. During these weeks you get pulled aside for the odd day courses such as Signal Passed at Danger awareness (teaching you the risks of red signals and how you can avoid passing one) also seasonal awareness and principles of route learning. At the end of this, if all is well you qualify and become a Post Qualified Driver and can drive on your own. During the first two years, as you are considered higher risk you cannot have anyone else in the cab with you and you are subject to more assessments. Hopefully that answers the questions, anything else please ask.