I am simultaneously surprised and not surprised this question came up. When you think about it, it makes perfect sense and is logically deductible that you talk to the signaller (or whoever is responsible for such a move) and let them make a call. Anything else is effectively handing in your resignation. Thanks for the video Dale.
The driver would speak to the controller first and tell the controller they had had a spad, then the controller would intruct the driver to reset their tripcock, the service manager would approve any procedures. The only time you can deviate from the rule book is if it is safer and quicker to do a procedure, reduce customer lost hours. Only person who can approve this is the senior operating officer who is gold. Which is known as a waver
Greetings Dale and hope you are having a good weekend. Thanks once more for an excellent and very Informative video. I look forward to the next one. Enjoy the rest of the day Buddy. Simon FP.
Here in Sydney Australia (as a retired Sydney Trains driver), we currently still have two man crews (driver & guard). The good thing about that is, depending on the location, a station overshoot can be fixed by the guard (who is already in the last car cab), can bell you back after communicating with him/her. Obviously the auto doors are kept closed. As for SPADs, well we act under the instructions from the rail controller, that once again depends on the location. Sometimes you will be asked to set back behind the SPADed signal. Otherwise you will be advised to proceed to the next signal in advance after receiving confirmation the section ahead is clear and safe to proceed. Both overshooting platforms and SPADS will result in you being relieved at the next available relief point with disciplinary action pending. We also have a "Self Report" procedure where you must contact the Rail Controller and basically dob yourself in.
Definitely shows more about SPADding in a true perspective. If I were to be in a SPADed train as the DRIVER, I would know much about it, since I have seen this. Cheers, Dale! 😊
To your question on “extra explainers” - Yes, please…! Context is everything, and by sharing your experience off shift, your work as a driver gets, eh… context. (That was kinda silly…). Thanks for _also_ sharing “rabbit holes”…! 👍
Hello Dale, thank you for the bonus video. Quite a long time ago there was a TV series about the various aspects of the London Underground called The Tube.These appear occasionally on RUclips. One video included speeding using the radar gun, Driver Training, Transport Police at stations and on trains. I have happy memories of travelling on the 1938 stock with the odd1927 trailer back in the early 1970s when I worked in London. Now a member of the friends of LT Museum. Best wishes from Oxfordshire
They've been repeating some of those programmes on one of the more obscure TV channels fairly recently. There have been special trips on a restored 1938 stock train all the way from Acton Town to Oakwood and back this summer.
Loving this content. I would enjoy the more technical details. Also could be interesting to learn about the things you aren't willing to film on the train like dealing with a signal failure and I bet there are some interesting emergency procedures you could talk about too.
Hello, it may seem obvious, but if your driving say a 8 carriage train with no passengers, & your first station is rush hour & you pick up a full train load, can you feel the difference with the extra weight? Or is the electric motor & brakes that powerful you don’t notice?
My one and only SPAD was on the Jubilee line shortly after the extension opened. I was asked to take a train from Stratford into Stratford Depot via an unusual route. I did not know anything about a pop-up signal TW26 (I'll never forget that number!). I had no idea I'd actually had a SPAD! The problem was it blew the signal main in the Stratford area so I managed to break the Jubilee east end! I was never taught that shunt move (I was a Wembley Park driver) so at least it higjlighted the road training defencies. The most embarrassing moment of my career.
The JLE signalling was always a bit unique shall we say, with its speed control signals and its aborted bi-directional signalling. I gather when the Westinghouse moving block system couldn't be made to work in time they had to cobble together a colour-light system that certainly had some unusual 21st century features. The section between West Ham and Stratford which did have some bi-directional signalling and a lot of pop-up signals was certainly, uh, not typical and I definitely would have felt a bit set up to fail in your shoes! Incidentally I assume you used to write the district driver blog all those years ago? I used to love reading that
It happens. I always say to new drivers when we are chatting having a spad or some thing you won’t lose your job ( unless you have too many) as long as you do the right thing after then you are fine. Live and learn from it
Thoroughly enjoy the education about underground operations that you are giving, Dale. Finding the Picadilly Line fascinating. Have you ever been tempted to drive for anything on Network Rail?
I once watched a freight train SPAD just north of Rugby station on WCML, driver i assume had been running yellows and got caught with a red, you could see the brakes glowing, it was 5am in the morning, the screeching was intense. Train stopped with loco plus 3 container wagons past the red signal. Fortunately not obstructing and of the multiple crossovers just north of Rugby station.
Imagine you were a driver, or rather engineer or train operator as they say, in the Stakes! They run past red lights all day long. As they say, "If it ain't all red, it ain't red at all." Still it's against a European or British driver's instincts to gallop past red lights.
When I was training we did a live SPAD in Cockfosters depot. They had a signal and train stop set up for the training. It was remotely operated by the trainer and switched off when not being used
I remember driving on the Jubilee line on work experience with an instructor operator, I underran slightly before the green cheverons but that's a lot more favourable than overrunning. Really nice train to drive though. Shame it's now ATO
Hi Dale, Love your videos. I know you’re a Piccadilly line driver, but are you aware of what the Bakerloo line cab is like? It’s somewhat similar to the Bakerloo line, with both trains being driven manually, with a traction brake control, with the shunt, series and parallel modes
I really enjoyed this , Dale. It’s a great idea to make videos when you’re not at work. As you said, you can focus on the detail when you’re not driving. I’ve always wondered what happens. In all my years I’ve never seen and overrun or SPAD but they must happen. I wonder how often? Incidentally, you didn’t what happens to the driver, apart from the serious job-loss cases that is. Is it logged as a “black mark” or is it simply an error - and we all make these all the time - dealt with and get back on the timetable? Great vid. Thanks 😀👍
So a SPAD goes down as a safety critical incident ( assuming it’s the drivers fault) a platform over run can be a staff error or a safety critical incident depending on the circumstances
Ive been on the tube when its stopped very abruptly but this was decades ago about 1978 i expext and there were no announcements from the drivers in those days to tell you why. But you certainly knew about it as a passenger
One time the driver of my train overran the entire 150m platform of a quite major station because of hail earlier in the day, and continued to the next station (5.6km/4.5mi away) without even stopping. A lot of passengers weren't super happy.
Hi Dale, do you have bidirectional lines on the London Underground (all of London Underground), like on some national rail lines has, for instance Brighton to Three Bridges/Balcombe, where trains can run on any lines due to broken down train, or broken line
On the pic line not as such. There are very small sections like in and out the depots and some platforms we can run in both directions. However not long sections like the main line has
An idea for the next one: what actually happens when you have tea & biscuits? Is it really bad? Do you have to bend over the desk? Do you get chained to the wall and hit with a piece of wood with a nail in it? Or is it all friendly?
It’s always friendly or should be. It’s just a fact finding exercise. Then a plan of what to do to reduce the chance of it happening again. Usually a few days out with an instructor
You should have started with the words, " Contact the Signaller " which should be your first and only option. I was a signaller for over 20 years on BR Railtrack and NR , these days all conversations are recorded for safety and there is no option but to adhere to the rule book whereas in the olden days the signaller would sometimes used their common sense regarding the severity of an incident and circumstances but that went out of the window the day they recorded all conversations.
You have far more options than we do. If we pass a Red, Dark or incorrect signal our option is to stop immediately and call OCC With our train number and location. (You can't do it faster than they are on the radio demanding you stop immediately and hold position.) They then decide what we are to do. We don't get a choice. But, you rarely go any further that day in your train.
Where you have assisted dispatch e.g. on type A curved platforms, is there a CD/RA indicator near the station starter signal, or do you have to look back along the train for hand signals?
On the underground we don’t use CD/RA. We would get hand signal or a lamp or flag. If you are out of the station so can’t see the staff member then they would contact us via the train radio
@@nickhickson8738 from the end you are driving. If you change ends then you are not reversing but driving forward. If we change ends to move back the that’s a wrong directional move
So assuming it’s the driver at fault. They will look at things like driving history how long some one has been driving. Most people will be sent out with an instructor for a few days or so for a corrective action plan. Some drivers wouldn’t need a corrective action plan if they have been driving a long while and had no previous issues. Of cause all driver fault SPADs go on our file as a safety critical incident
I didn’t know. I don’t know what these trains have had added and what’s part of the original design. Plus I am not familiar with other stocks to compare. Sorry
Thank you for the reply, Dale. There is no need to say sorry on what you know and don't know. Your videos are very knowledgeable and you do a great job keeping the Piccadilly Line moving. Are you looking forward to the new 2024 Stock and will you miss the 1973 Stock?
Dale, in one of your videos, you explained that a SPAD triggered an immediate stop by activating the brakes … so is this video changing this outcome ? Thanks and enjoying your content.
The brakes will apply, however you have to then determine what will be done with the train. The signaller will tell you what to do in this situation, however it will involve resetting the valve for the tripcock
So this video was just about the options should we pass a red signal or over shoot a platform. The reason for the spad is irrelevant or if we are tripped ( brakes brought on) as we still have the same options after the incidents. If that makes a little sense
I think I was on your service today from Heathrow to KX. I recognised your voice and how in a video you said you inform passengers why there is a short delay, as you announced earlier you were waiting at a red signal. It was around 18 50- 19.00. Was it you?
The driver would speak to the controller first and tell the controller they had had a spad, then the controller would intruct the driver to reset their tripcock, the service manager would approve any procedures. The only time you can deviate from the rule book is if it is safer and quicker to do a procedure, reduce customer lost hours. Only person who can approve this is the senior operating officer who is gold. Which is known as a waver
This video was just about what the options are after a spad or station over run. Not all the rules around what we do in terms of calling the controllers ect
No that’s for the winter. Some trains have de-icing equipment. So when it says D On we would turn on the de- icing fluid and sleet brushes if our train has them fitted
On the NR network at least it goes on your record, although it's treated less like a disciplinary and more a chance to look at what could've been done differently and how you can improve. You certainly won't get sacked for one unless it was completely intentional
My dad is also a tube driver. You need to notify the signal controller straight away if you have had a SPAD. You will most likely get sacked if you don't let them know. Further investigations will continue after you notify them.
I don't think it affects the Piccadilly line because I cant think of station that on that line that has the platform edge doors so you may not be able to answer, but how do the drivers stop the train to align exactly where the glass doors are and what happens when they overrun?? Is it just a skill?
I saw someone elsewhere in this thread that said that the Jubilee Line is automatic operation these days, so the train should stop itself in the right spot if its not put into manual due to some fault. I know the core section of the Elizabeth Line is also automatic as well.
As the reply says the jubilee line is ATÓ ( automatic train operation) so it should line up correctly. However if for any reason the train did miss the correct stopping mark they would have the same options as we do for over shooting a platform
My mate passed the marker board 3 times on the Hammersmith and city when they had C stock there they had to go onto the next station they have side door enablement ,he was told he would be put on platform duties for 6 months at drivers pay he objected to this lamped his manager and obviously no longer a colleague of yours ,idiot we all have to take it national rail I dispatched a train to Kingston and it rolled back I had to report it reluctantly as I knew the train crew it rolled back 10 ft on plat 11 there a slight incline if I hadn’t reported it I would of been taken off operations as it was being watched on cctv yes national rail is different to much for this comment if I bump into at hammy. Or Heathrow and you have a mo I tell you dale All the best mate Mark 😊😊
What a stupid person. Violence is always going to see you sacked. I’m a great believer that we are all human and we make mistakes but just own up and take the punishment.
If you have used end door cut out correctly then you should be ok to continue as normal ( once control are aware) unless the driver claims brake issues or some thing
Each cab has it's own reverser, essentially a gear selector for the train. When you leave the cab you set it to the shutdown or neutral position depending on the train (I'm not sure about the 73 stock he drives), and take the key out. Then at the other end you insert the key and put the reverser into forward
So we would shut the train down on the end we are at and take the keys out. Then open up at the other end. I’m not going to go in to the details of how we set the train up ( for security reasons )
@@dalecharmantravels8057 ok Thankyou I sort of guessed it would be a limited info answer . Just for the reason you stated . Keep up the good work love the videos 👍👍👍👍
If you needed to reverse say a cars length do you always have to go to the other end of the train and put it in reverse or can you drive in reverse when facing the opposite direction of travel? Sorry if I missed it, if you covered it.
If we are doing a set back ( up Robine cars length ) then we reverse from the front of the train. If we changed ends that’s called a wrong directional move
The new signals are for the new trains. To give an example, when you stop in a platform on the stopping mark with a new train you will not be able to see the original signal due to the train being longer. That is where the extra or co-acting signal comes in to play along with rail gap indicators where needed.
So it’s not new signalling as such it’s just a new co acting signal as on the new trains we may not be able to see the current signal so they add one at a lower level
So, let me get this straight. One of your options is a “setback” where you go into reverse. But if you do that, you lose your job. It doesn’t sound like great option!
You should have made it clear at the very beginning that it isn't always the driver's fault to overrun a red light. Probably with examples for your fault - not your fault cases. When it's the driver's fault, the first option is to pretend it's never happened. I've seen many SPADs and none made it to the inspectors. If there's no damage and nobody wants to dip on the driver, why make a fuss anyone? One day I cover your back, the next you cover mine. OK, I understand you can't say this in your video but I can in my comment.
I have talked before about the different type of SPADs. I just wanted to talk about the options after the event as I often got asked if we could just reverse. As for not reporting a spad if we do that then it is an aggregated spad and you can get the sack for it. All incidents should be reported. Drivers have lost their jobs in the last
![Megan Thee Stallion - Mamushi (Remix) [feat. TWICE] [Official Audio]](http://i.ytimg.com/vi/5c0_u9PsrsQ/mqdefault.jpg)
wait you don’t live on the train?!
I do but don’t tell TFL they will want to charge me rent 🤣🤣
@@dalecharmantravels8057 So is that background just green screened in?
@@dalecharmantravels8057 secret’s safe with me!
Lol
😂😂
Thanks, Dale, I think these bonus videos are also excellent. Take care ❤
“Let’s sod off” as said by Dale Charman, July 2024 😂
@@debbie3923 thank you. I am glad you enjoy them.
I am simultaneously surprised and not surprised this question came up. When you think about it, it makes perfect sense and is logically deductible that you talk to the signaller (or whoever is responsible for such a move) and let them make a call. Anything else is effectively handing in your resignation.
Thanks for the video Dale.
The driver would speak to the controller first and tell the controller they had had a spad, then the controller would intruct the driver to reset their tripcock, the service manager would approve any procedures. The only time you can deviate from the rule book is if it is safer and quicker to do a procedure, reduce customer lost hours. Only person who can approve this is the senior operating officer who is gold. Which is known as a waver
This is 100% my favourite new channel ive found this year. Love the content! Keep up the great, informative and fun content
Greetings Dale and hope you are having a good weekend.
Thanks once more for an excellent and very Informative video. I look forward to the next one.
Enjoy the rest of the day Buddy.
Simon FP.
Thank you Simon. I will try and do some more of those little videos in the future. Enjoy what’s left of your weekend and thank you for your support
Here in Sydney Australia (as a retired Sydney Trains driver), we currently still have two man crews (driver & guard). The good thing about that is, depending on the location, a station overshoot can be fixed by the guard (who is already in the last car cab), can bell you back after communicating with him/her. Obviously the auto doors are kept closed. As for SPADs, well we act under the instructions from the rail controller, that once again depends on the location. Sometimes you will be asked to set back behind the SPADed signal. Otherwise you will be advised to proceed to the next signal in advance after receiving confirmation the section ahead is clear and safe to proceed. Both overshooting platforms and SPADS will result in you being relieved at the next available relief point with disciplinary action pending. We also have a "Self Report" procedure where you must contact the Rail Controller and basically dob yourself in.
Absolutely love the videos as always. Super knowledgeable about the industry and I learn so much from you!
Thanks Dale, another informative bonus video!
Thank you
Definitely shows more about SPADding in a true perspective. If I were to be in a SPADed train as the DRIVER, I would know much about it, since I have seen this. Cheers, Dale! 😊
You are most welcome
Thanks Dale, good to understand these issues when they arise. Love the bonus vids❤😊
To your question on “extra explainers” - Yes, please…!
Context is everything, and by sharing your experience off shift, your work as a driver gets, eh… context. (That was kinda silly…). Thanks for _also_ sharing “rabbit holes”…! 👍
Yay extra video....
very good... thanks a lot
Thanks Dale, interesting to know the processes you need to follow in those rare events
Thanks Dale that answered my last question re overshoot.
Hello Dale, thank you for the bonus video. Quite a long time ago there was a TV series about the various aspects of the London Underground called The Tube.These appear occasionally on RUclips. One video included speeding using the radar gun, Driver Training, Transport Police at stations and on trains.
I have happy memories of travelling on the 1938 stock with the odd1927 trailer back in the early 1970s when I worked in London. Now a member of the friends of LT Museum.
Best wishes from Oxfordshire
They've been repeating some of those programmes on one of the more obscure TV channels fairly recently.
There have been special trips on a restored 1938 stock train all the way from Acton Town to Oakwood and back this summer.
Very interesting info, thanks Dale for these videos I really enjoy your channel, your old Disney videos were fun too.
Thank you Dale. Great information as always 👍🏼
Frequently Asked Questions in the form of the bonus vids is a good idea 👍
Great video Dale. Always interesting to take a peek into someone else’s work
Great info Dale. Defo more bonus explanations like this please😊
Great video dale
Short bonus videos are a great idea to give you a chance to answer some of the many questions that we keep asking you 👍😄🚦
Hi Dale, I love these short videos. You explain these things so well, and I look forward to the next video. Take care.
Loving this content.
I would enjoy the more technical details. Also could be interesting to learn about the things you aren't willing to film on the train like dealing with a signal failure and I bet there are some interesting emergency procedures you could talk about too.
I shall look at doing a more detailed video soon
Hello, it may seem obvious, but if your driving say a 8 carriage train with no passengers, & your first station is rush hour & you pick up a full train load, can you feel the difference with the extra weight? Or is the electric motor & brakes that powerful you don’t notice?
All your videos are entertaining, informative and fascinating , so thank you so much Dale.
Good video , thanks for the info 👍🇬🇧
My one and only SPAD was on the Jubilee line shortly after the extension opened. I was asked to take a train from Stratford into Stratford Depot via an unusual route. I did not know anything about a pop-up signal TW26 (I'll never forget that number!). I had no idea I'd actually had a SPAD!
The problem was it blew the signal main in the Stratford area so I managed to break the Jubilee east end!
I was never taught that shunt move (I was a Wembley Park driver) so at least it higjlighted the road training defencies. The most embarrassing moment of my career.
The JLE signalling was always a bit unique shall we say, with its speed control signals and its aborted bi-directional signalling. I gather when the Westinghouse moving block system couldn't be made to work in time they had to cobble together a colour-light system that certainly had some unusual 21st century features. The section between West Ham and Stratford which did have some bi-directional signalling and a lot of pop-up signals was certainly, uh, not typical and I definitely would have felt a bit set up to fail in your shoes! Incidentally I assume you used to write the district driver blog all those years ago? I used to love reading that
It happens. I always say to new drivers when we are chatting having a spad or some thing you won’t lose your job ( unless you have too many) as long as you do the right thing after then you are fine. Live and learn from it
thnaks Dale. caroline
Thoroughly enjoy the education about underground operations that you are giving, Dale. Finding the Picadilly Line fascinating. Have you ever been tempted to drive for anything on Network Rail?
I did apply many years ago when I worked for Thameslink
Well explained Dale...nice one.
I once watched a freight train SPAD just north of Rugby station on WCML, driver i assume had been running yellows and got caught with a red, you could see the brakes glowing, it was 5am in the morning, the screeching was intense. Train stopped with loco plus 3 container wagons past the red signal. Fortunately not obstructing and of the multiple crossovers just north of Rugby station.
At that time of day I wonder if the driver was a little tired hence why they had the spad. I guess mistakes happen
Great video thank you dale
I remember doing a live SPAD on the District! Terrified me running into the red!
Imagine you were a driver, or rather engineer or train operator as they say, in the Stakes! They run past red lights all day long. As they say, "If it ain't all red, it ain't red at all." Still it's against a European or British driver's instincts to gallop past red lights.
When I was training we did a live SPAD in Cockfosters depot. They had a signal and train stop set up for the training. It was remotely operated by the trainer and switched off when not being used
I remember driving on the Jubilee line on work experience with an instructor operator, I underran slightly before the green cheverons but that's a lot more favourable than overrunning. Really nice train to drive though. Shame it's now ATO
There are times I would like to drive in ATO if we had it like in the rain. However I think I would die of boredom driving ATÓ all the time
Love the bonus videos, cheers mate
Cracking bonus video really enjoying it
Hi Dale,
Love your videos. I know you’re a Piccadilly line driver, but are you aware of what the Bakerloo line cab is like? It’s somewhat similar to the Bakerloo line, with both trains being driven manually, with a traction brake control, with the shunt, series and parallel modes
I’ve not been in the cab of a Bakerloo line train but I know they are reasonably similar to the pics trains
Another good video Dale.
Hiya Dale hope ur having a lovely day
Hello I’m having a good day I hope your week has gone well so far
More like these be great 👍
I really enjoyed this , Dale. It’s a great idea to make videos when you’re not at work. As you said, you can focus on the detail when you’re not driving. I’ve always wondered what happens. In all my years I’ve never seen and overrun or SPAD but they must happen. I wonder how often?
Incidentally, you didn’t what happens to the driver, apart from the serious job-loss cases that is. Is it logged as a “black mark” or is it simply an error - and we all make these all the time - dealt with and get back on the timetable?
Great vid. Thanks 😀👍
So a SPAD goes down as a safety critical incident ( assuming it’s the drivers fault) a platform over run can be a staff error or a safety critical incident depending on the circumstances
@@dalecharmantravels8057Thanks Dale. That’s interesting 👍
Ive been on the tube when its stopped very abruptly but this was decades ago about 1978 i expext and there were no announcements from the drivers in those days to tell you why. But you certainly knew about it as a passenger
One time the driver of my train overran the entire 150m platform of a quite major station because of hail earlier in the day, and continued to the next station (5.6km/4.5mi away) without even stopping. A lot of passengers weren't super happy.
It does happen now and again
Hi Dale thanks for the lovely video Are you exited for the closure next week
I wouldn’t say excited but it will make a change. Although getting a bus to Wood Green every day will be annoying
@@dalecharmantravels8057 or getting the Metropolitan Line to Rayners Lane
@@331-u4e I will just look forward to the days when we are not needed to drive a train and can relax in the mess room
Hi Dale, do you have bidirectional lines on the London Underground (all of London Underground), like on some national rail lines has, for instance Brighton to Three Bridges/Balcombe, where trains can run on any lines due to broken down train, or broken line
On the pic line not as such. There are very small sections like in and out the depots and some platforms we can run in both directions. However not long sections like the main line has
An idea for the next one: what actually happens when you have tea & biscuits? Is it really bad? Do you have to bend over the desk? Do you get chained to the wall and hit with a piece of wood with a nail in it? Or is it all friendly?
It’s always friendly or should be. It’s just a fact finding exercise. Then a plan of what to do to reduce the chance of it happening again. Usually a few days out with an instructor
You should have started with the words, " Contact the Signaller " which should be your first and only option. I was a signaller for over 20 years on BR Railtrack and NR , these days all conversations are recorded for safety and there is no option but to adhere to the rule book whereas in the olden days the signaller would sometimes used their common sense regarding the severity of an incident and circumstances but that went out of the window the day they recorded all conversations.
Great insight. Question for you, Will 2024 trains have WiFi?
No idea. We have not been given a huge amount of information on the new trains yet
@@dalecharmantravels8057 thanks for getting back to me. I’d of thought being 2024 they would have WiFi 🤷🏾♂️
You have far more options than we do. If we pass a Red, Dark or incorrect signal our option is to stop immediately and call OCC With our train number and location. (You can't do it faster than they are on the radio demanding you stop immediately and hold position.) They then decide what we are to do. We don't get a choice. But, you rarely go any further that day in your train.
For us, NNR, it’s call to the RO and an instant suspension. But that’s heritage steam/diesel for you.
Where you have assisted dispatch e.g. on type A curved platforms, is there a CD/RA indicator near the station starter signal, or do you have to look back along the train for hand signals?
On the underground we don’t use CD/RA. We would get hand signal or a lamp or flag. If you are out of the station so can’t see the staff member then they would contact us via the train radio
So your having a nice rest then? 😮😊
I had the house work to do so not sure it’s ever a rest
I bet an over-run or SPAD brings you out in a severe case of paperwork. Always a really unpleasant condition that.
As a driver we don’t have much paper work. You may have to write a memo. However it’s paper work for the managers
Thanks Dale. How do you reverse a tube train, from same cab or other end? Sorry to sound a twit.
@@nickhickson8738 from the end you are driving. If you change ends then you are not reversing but driving forward. If we change ends to move back the that’s a wrong directional move
It's so weird seeing you not in the train cab 😆
😂 a bit like when Angela Ripon came out from behind her newsreaders desk to dance with Morecambe and Wise 😂😂
It doesn’t happen very often that I am not in a cab. Or at least that’s how it feels
@@paulcharleton3208 ... You're not suggesting that Dale should be going in for Strictly, are you?
@@heckelphon theres a thought
Oh no! You have to walk back past all the passengers. What do you tell them?
You just have to tell them the truth. We have passed a red signal or missed the correct stopping mark.
What is the impact of a SPAD on the driver? As in terms of refresher training, case by case assessment, X SPADs and you are fired, etc.
So assuming it’s the driver at fault. They will look at things like driving history how long some one has been driving. Most people will be sent out with an instructor for a few days or so for a corrective action plan. Some drivers wouldn’t need a corrective action plan if they have been driving a long while and had no previous issues. Of cause all driver fault SPADs go on our file as a safety critical incident
Has the 1973 Stock had technological upgrades over the years that have came standard with the newer stock on the other lines?
I didn’t know. I don’t know what these trains have had added and what’s part of the original design. Plus I am not familiar with other stocks to compare. Sorry
Thank you for the reply, Dale. There is no need to say sorry on what you know and don't know. Your videos are very knowledgeable and you do a great job keeping the Piccadilly Line moving. Are you looking forward to the new 2024 Stock and will you miss the 1973 Stock?
Dale, in one of your videos, you explained that a SPAD triggered an immediate stop by activating the brakes … so is this video changing this outcome ?
Thanks and enjoying your content.
The brakes will apply, however you have to then determine what will be done with the train. The signaller will tell you what to do in this situation, however it will involve resetting the valve for the tripcock
So this video was just about the options should we pass a red signal or over shoot a platform. The reason for the spad is irrelevant or if we are tripped ( brakes brought on) as we still have the same options after the incidents. If that makes a little sense
I think I was on your service today from Heathrow to KX. I recognised your voice and how in a video you said you inform passengers why there is a short delay, as you announced earlier you were waiting at a red signal. It was around 18 50- 19.00.
Was it you?
How lucky were you!
I do get about so it may have been me 😀
The driver would speak to the controller first and tell the controller they had had a spad, then the controller would intruct the driver to reset their tripcock, the service manager would approve any procedures. The only time you can deviate from the rule book is if it is safer and quicker to do a procedure, reduce customer lost hours. Only person who can approve this is the senior operating officer who is gold. Which is known as a waver
This video was just about what the options are after a spad or station over run. Not all the rules around what we do in terms of calling the controllers ect
I have noticed at the ends of the platform or platform headwall a sign with "D OFF".
Is that an advance notice referring to a distant signal?
No that’s for the winter. Some trains have de-icing equipment. So when it says D On we would turn on the de- icing fluid and sleet brushes if our train has them fitted
Any update as to when the external tube driving jobs are going online ?
@@articeddie5494 no nothing yet
Can two underground trains be coupled together to either work together in myltiple, or to assist another train ?
Yes they can. Not some thing I have ever done
Hi Dale, Interesting bonus. Do you get the sack or disciplined for a SPAD?
On the NR network at least it goes on your record, although it's treated less like a disciplinary and more a chance to look at what could've been done differently and how you can improve. You certainly won't get sacked for one unless it was completely intentional
My dad is also a tube driver. You need to notify the signal controller straight away if you have had a SPAD. You will most likely get sacked if you don't let them know. Further investigations will continue after you notify them.
@@bobsteryt Thank you
@@progamingderash4566 Thank you
You could lose your job ( or demoted to stations) if you have too many safety incidents.
Often wondered why some stations are curved ? Why are they not all straight ?
No idea
How do you put your seat up or down
There is just a handle that winds it up and down
I don't think it affects the Piccadilly line because I cant think of station that on that line that has the platform edge doors so you may not be able to answer, but how do the drivers stop the train to align exactly where the glass doors are and what happens when they overrun?? Is it just a skill?
I saw someone elsewhere in this thread that said that the Jubilee Line is automatic operation these days, so the train should stop itself in the right spot if its not put into manual due to some fault. I know the core section of the Elizabeth Line is also automatic as well.
As the reply says the jubilee line is ATÓ ( automatic train operation) so it should line up correctly. However if for any reason the train did miss the correct stopping mark they would have the same options as we do for over shooting a platform
My mate passed the marker board 3 times on the Hammersmith and city when they had C stock there they had to go onto the next station they have side door enablement ,he was told he would be put on platform duties for 6 months at drivers pay he objected to this lamped his manager and obviously no longer a colleague of yours ,idiot we all have to take it national rail I dispatched a train to Kingston and it rolled back I had to report it reluctantly as I knew the train crew it rolled back 10 ft on plat 11 there a slight incline if I hadn’t reported it I would of been taken off operations as it was being watched on cctv yes national rail is different to much for this comment if I bump into at hammy. Or Heathrow and you have a mo I tell you dale
All the best mate
Mark 😊😊
C stock always seemed to be driven more aggressively than the A and D stocks. perhaps they had better brakes
What a stupid person. Violence is always going to see you sacked. I’m a great believer that we are all human and we make mistakes but just own up and take the punishment.
Hi man back after a long time I remember you was 2k now your 24k congratulations 🎊 !!
Thank you I appreciate it
@@dalecharmantravels8057 😊
If you have to use EDCO, can you just continue as normal after notifying the line controller or do you have to totally de-train?
If you have used end door cut out correctly then you should be ok to continue as normal ( once control are aware) unless the driver claims brake issues or some thing
@@dalecharmantravels8057 very insightful. Thanks! Love the videos!
Hi dave . When you get to the end of the line and you have to change ends do you have to flick a switch in the cab to go go back/ forwards ????
Each cab has it's own reverser, essentially a gear selector for the train. When you leave the cab you set it to the shutdown or neutral position depending on the train (I'm not sure about the 73 stock he drives), and take the key out. Then at the other end you insert the key and put the reverser into forward
So we would shut the train down on the end we are at and take the keys out. Then open up at the other end. I’m not going to go in to the details of how we set the train up ( for security reasons )
@@dalecharmantravels8057 ok Thankyou I sort of guessed it would be a limited info answer . Just for the reason you stated . Keep up the good work love the videos 👍👍👍👍
If you needed to reverse say a cars length do you always have to go to the other end of the train and put it in reverse or can you drive in reverse when facing the opposite direction of travel? Sorry if I missed it, if you covered it.
Dale did say that he goes to the other end. 3:44
@@BeachGramps3361 - Yeh was not sure if that was in every case. As in if you jump ahead just a metre can you put in reverse in theory from same cab?
If we are doing a set back ( up Robine cars length ) then we reverse from the front of the train. If we changed ends that’s called a wrong directional move
When the piccadilly line gets upgraded would the new signals (which are still under the covers) be any better than the current ones?
The new signals are for the new trains. To give an example, when you stop in a platform on the stopping mark with a new train you will not be able to see the original signal due to the train being longer. That is where the extra or co-acting signal comes in to play along with rail gap indicators where needed.
That should rest assure that no ATO is going to be installed if they are fitting new conventional signals
So it’s not new signalling as such it’s just a new co acting signal as on the new trains we may not be able to see the current signal so they add one at a lower level
I love the video & mug.🤣
@@AaronD_ I assume you mean the cup and not me 🤣🤣🤣🤣
@@dalecharmantravels8057 Yes lol 😀
@@dalecharmantravels8057
😂😂
So, let me get this straight. One of your options is a “setback” where you go into reverse. But if you do that, you lose your job. It doesn’t sound like great option!
You can reverse if authorised to do so. A driver can not just decide to reverse or they risk their job
You can only set back during an overrun.... not to be used after a SPAD
You can set back after a spad aswell
Are instructor operators permitted to let people drive trains under supervision, who are not drivers?
I don’t think they are. However as I’m not an instructor I don’t know the full festivals of what they can and can’t do
Not to do that in the first place 😊
Instead of running a red light can you not instead jog a red light or even walk a red light at very a brisk pace?
I'll see myself out. lol
🤣🤣🤣🤣. Drivers who only just pass a red signal say at 1 or 2 Mila per hour. They say they just tickled the signal 🤣🤣🤣
Drive The Class 2024 in 2025 And Don't Drive 1973 stock
Any chance you could do a real world SPAD or overrun please dale?? 😂😂😂 #joking keyboard warriors
Only if you are prepared to pay him a salary for the rest of his life.
I hope not 🤣🤣
@@dalecharmantravels8057 spoilsport 😂🔥
Surly a trip to Ealing Broadway or down the met line would be more interesting than a live SPAD 🤣🤣
You should have made it clear at the very beginning that it isn't always the driver's fault to overrun a red light. Probably with examples for your fault - not your fault cases.
When it's the driver's fault, the first option is to pretend it's never happened. I've seen many SPADs and none made it to the inspectors. If there's no damage and nobody wants to dip on the driver, why make a fuss anyone? One day I cover your back, the next you cover mine. OK, I understand you can't say this in your video but I can in my comment.
I have talked before about the different type of SPADs. I just wanted to talk about the options after the event as I often got asked if we could just reverse. As for not reporting a spad if we do that then it is an aggregated spad and you can get the sack for it. All incidents should be reported. Drivers have lost their jobs in the last