Post pass out mistakes

[AverageJoe]

Hi all I’m due my pass out fairly soon and although I’ve been well trained there is of course some apprehension about being out there alone for the first time.

So this is a question for drivers only really.

From your experience what are the common mistakes I should watch out for as a new driver?

What would you do differently with the knowledge you have now?

And any advice you can pass on that may assist me?

Thanks all, and if I can ask that only those with genuine driving experience reply rather than a list of “I think” replies. (No offence intended)

 

[baz962]

Hi all I’m due my pass out fairly soon and although I’ve been well trained there is of course some apprehension about being out there alone for the first time.

So this is a question for drivers only really.

From your experience what are the common mistakes I should watch out for as a new river?

What would you do differently with the knowledge you have now?

And any advice you can pass on that may assist me?

Thanks all, and if I can ask that only those with genuine driving experience reply rather than a list of “I think” replies. (No offence intended)

You will probably be close a few times. Will you be Doo or have a guard. Don't sit around . My driver manager told me to cut people out while waiting to get a line in the link , keeping up the route knowledge. If you are unsure where the red signal is just go slow. Always double check the diagram for stops. If you are doo you almost certainly will feel your hand going for the door release buttons at a signal or the wrong side at a platform so just stop and look out the window first. Never rush and when working a train get to the cab early as possible so if you have a fault and you aren't sure what to do , you have time to call the signaller and check any traction manual and or rule book with time to spare. Obviously never move the train without a movement authority and if you have an incident , own up and be honest.

 

[TravellingPhil]

Take your time.

Don't bow to timetable pressures.

If you are unsure of anything, ask. From my experience, signallers are pretty good when you ask...they don't want you to mess up either as it causes them massive headaches.

Don't turn a wheel unless you are 100% sure what's being asked of you. If there is just 1% of doubt...stop and find out!

I've just completed my first year of driving by myself, I've found myself in positions where I could've easily made a mistake, but I've stopped, found out, then reflected on it to make sure I never go that one step further to making that mistake. I've taken my time, done everything I've been trained to do and yet to recieve a 'please explain' from anyone.

 

[Acey]

Always give yourself plenty of time to read late notices etc

 

[dctraindriver]

Don’t rush. If you’re running late you’re running late. When it goes wrong out there slow everything right down and break each thing you need to do down. Short journey concept as well just focus on your next stop. If something doesn’t feel right when you’ve been asked to do something, don’t move and make sure you get clarification from the Signaller. And if you do have an incident, just report it. It’s been known for some drivers to not report something then find it’s been reported elsewhere and then the issue has multiplied massively.

 

[Economist]

When setting up the driving cab, always complete the same tasks in the same order every time. Not only does it make it much less likely you'll miss anything, it also helps to get you in the right state of mind before the journey begins.

When I was driving DOO, I was always taught the "three step check" which I carry out to this day before releasing the doors. Check the formation reminder you have in the cab, check the stop car marker and check which side the platform is on.

We're getting towards leaf fall season and low adhesion is more likely, if you're ever in doubt as to the effect of conditions, do a running brake test. If you're driving at a location where the signal sections are short relative to the published linespeed, don't run at linespeed, even on clear aspects.

In the messroom, keep your earphones out and listen to what the other drivers have to say, many are open about discussing their mistakes.

Make sure you look at your shifts in advance and plan your sleep accordingly. You will feel tired at times but trust me, running on continual cautionary signals whilst struggling to keep your eyes open isn't nice. Unless you can get coffee onboard the train, carry a jar with you in your bag.

 

[Gemz91]

Do exactly what you did with your instructor and you’ll be fine.

 

[800301]

Always check how you are being dispatched when ECS or when you are doing an unfamiliar move make sure you are dispatched correctly and don’t just go when the signal comes off because you are stressing about the move

 

[AverageJoe]

Thank you for all the excellent advice.

 

[greatkingrat]

Don't be afraid to use the emergency brake. There will come a time when you misjudge your braking and many drivers wait too long before deciding they need to use emergency and end up overshooting the platform.

 

[Sheridan]

Don't sit around . My driver manager told me to cut people out while waiting to get a line in the link , keeping up the route knowledge.

Could you clarify what you mean by these two points? (It reads like there wasn’t a vacancy in the link when you passed out so you had to take trains off people as and when you could, is this right?)

 

[skyhigh]

Could you clarify what you mean by these two points? (It reads like there wasn’t a vacancy in the link when you passed out so you had to take trains off people as and when you could, is this right?)

Yes. If it's anything like my TOC, when you pass out you initially go into a supernumerary link with no booked work. When you're new it's much better to take work off experienced drivers and let them sit spare rather than sitting spare yourself.

 

[Sheridan]

Yes. If it's anything like my TOC, when you pass out you initially go into a supernumerary link with no booked work. When you're new it's much better to take work off experienced drivers and let them sit spare rather than sitting spare yourself.

Gotcha, thanks

 

[Smelliott]

Loads of really excellent advice here, I think everything I was going to suggest has been suggested. To be honest, the fact you're thinking about this stuff suggests you're going in with the right attitude. Some people think they're Billy Big Bollocks as soon as they pass out, and very quickly come unstuck. You sound like you'll be fine.

 

[driver9000]

It's natural to be apprehensive when your pass out is looming and the day you finally take a train out on your own but as others have said don't rush, try not to let late running out you under pressure to rush and if you continue to do as you've been taught then you won't go far wrong. There's no medal or pat on the back for rushing. You'll be closely monitored and supported during your first year by local management so they'll keep you right but don't be afraid to seek advice from either management, instructors and colleagues if you're not sure of anything. Don't become complacent and keep your knowledge up to date.

Congratulations, you'll love it.

 

[RyanC87]

Slow and steady. Double check bits. Ring the signaller if you're not sure.

I often ring to make sure I understand what I think I'm given if I have any doubt.

My manager always tells me. Its easier for him to report a delay than spad, overrun etc

 

[jamesst]

This might be against the grain a bit but if you make some kind of mistake ie just missing a braking point or something minor.
Don't beat yourself up over it, it happens to us all. Just learn from it.

 

[357]

Many companies have a brake policy eg maximum step 2.

Step three and emergency are there to be used! Providing you aren't using them all the time, it's not a problem.

A manager would far rather you let them know you've used emergency because it "felt a bit fast" than have you off the road due to an over-run.

Never rush up to red signals. I do 40 past the single yellow and coast. If you aren't sure where it is, do 25/30 and look for racks or magnet. The delay won't be due to you, it will be due to the red signal. But a TPWS or SPAD and associated delays would be down to you!

I've known too many drivers racing up to red signals to prove their route knowledge in some strange sort of contest to prove how good they are. Many of them have become unstuck.

 

[baz962]

Gotcha, thanks

Sorry I was out. Yes at the toc I trained with you were permanently spare until the union put you on a line in the roster and you just agreed what days and times that you came in with a resources manager. So my driver manager told me to get out and take trains off of drivers ( we call it cutting out ) and give them a break or longer break or near the end of their shift so they can go home early. Also helps you to keep up the knowledge you have just learned.

 

[PNutt]

100% agree with taking your time, don’t let people pressure you into rushing.

Also, have confidence in your own ability and don’t be afraid to question people, whether that be fellow drivers or signallers, etc.

 

[Flange Squeal]

As a previous poster has said, the fact you are conscious of this rather than just thinking “I’m qualified now” is a great first sign. Remaining open to learning is important, as you’ll be continually picking up new things for a long time after losing the ‘trainee’ title, and even beyond any year or two ‘post qualified’ label.

From my own experience, and watching others, the six month mark seems to be a key point for some drivers. At that point you start to feel settled, confidence is high, and complacency can start to creep in. I’ve seen many a first incident happen in that 6-12 month window.

You’ve presumably also just coming to the end of route learning. Leaf fall is now just a month or two away, so having got comfortable over the summer, that is another thing you have to bear in mind in the short term. The braking points you’ve perhaps just been assessed on having learnt during route learning will more than likely need adjusting soon.

 

[Dieseldriver]

Not much to add really but just want to say, the fact you’ve started this thread shows you’ve already passed the attitude test.
Arrogance is any Drivers worst enemy so good on you.
All the best!

 

[LowLevel]

As an experienced guard rather than a driver, if you're working with a guard or dispatched by platform staff, remember 2 on the buzzer or the RA means they're telling you they're ready, not that you have to move this instant.

There's no need to rush getting set up or anything else you're doing because the guard is ready - they can't know what you're doing in the cab so take note that you've heard it, and respond in accordance with your company policy and depart when you're actually ready to do so.

 

[AverageJoe]

Thank you again for the great advice guys. I’m reading it all and taking it on board, without doubt it will prove valuable to me and you have given me some good things to apply.

Fortunately I managed to be with my instructor last leaf fall (it’s been a long process due to covid, distributions and strikes) so I have driven in those conditions to give me some experience.

It’s a great career to have and I want to continue to appreciate it and look after it.

 

[Noodle]

As an instructor the best advice I can give is, relax. You’re at a point knowledge wise the best you’ll be. The rest will come. Steady and slow

 

[D5581]

I finished my first year of driving a few months ago. My advice is the following:

• Question everything, particularly when involved in possessions as sadly there are all too many corner cuts in possessions
• Any hint of doubt, ask. Always make sure you go into a task knowing 100% what is required
• Don't rush regardless
• Don't scrimp on route knowledge ie ensure you put the time in you need and never sign a route until you're confident you know it well to navigate it safely etc.
• Always take a mental note of a fellow colleague's experience or error made during their time, that knowledge may one day save your skin
• Don't get drawn into copying bad habits from others, always best to do it by the book
• Speed limits are maximum speeds permissible and not targets, never hesitate in travelling at reduced speeds if needed ie rail conditions, weather etc.
• Never be afraid to ask for advice

 

[357]

There's no need to rush getting set up or anything else you're doing because the guard is ready - they can't know what you're doing in the cab so take note that you've heard it, and respond in accordance with your company policy and depart when you're actually ready to do so.

This. As an ex-doo driver this applies equally to platform based dispatchers.

Also as an ex dispatcher, we never had any issues with drivers taking their time to respond because we simply didn't know what's happening inside the cab.

 

[Undiscovered]

From a guards point of view, a quick flick through the fault book can jog your memory into any simple fixes you might've overlooked if anything crops up en route.
Some drivers keep their cab doors open until they're set up and ready to go- I can see this, so I'm in no hurry to dispatch. This is especially true at terminus stations with short turnaround times.

 

[richfoz84]

Some great advice here!

Drive like you’ve been taught.
Don’t be tempted to leaving braking later.
Don’t chase time or rush if you’re late.
Driver slower if the conditions dictate.
Call the signaller if you are doing a move different to normal and clarify what he’s doing with you.
Ask fellow drivers advice.
Manage fatigue especially on those early starts, with a coffee or in a way you know keeps you alert.
Be 100% you know what you’re doing before you move off with any shunt move.
Get your maps out of your bag whenever you need to.

Enjoy your driving career!

 

[driverd]

So a couple of thoughts from me:

60/40/20* (or your TOCs equivalent) is as safe as houses. Around a year in, your confidence will be up, sticking with this approach to all signals will basically never let you down. Even then, if in doubt, take (an extra) 10 out.

Don't be afraid to use risk triggered commentary in an empty cab. TPWS on bay platforms was one that I often came a little too close for comfort with - its very easy to zone in on the buffers and forget the OSS risk. As a result I always (even almost a decade later) vocalise "15 at the platform, 8 for TPWS". I would, however, caution against a whole route commentary as it waters down the value of RTC - I personally only vocalise risks (eg: double yellow, yellow, red as I cancel the magnet and bay platforms).

Distraction will happen - it might not even be anything other than the job distracting you (eg: pass comms, Guard calling you etc), don't beat yourself up if you make a little slip - build in enough resilience to your driving style to catch an error before it becomes serious. If your minder hasn't given you check speeds for stations, build these in - so you'll have a shut off point, brake point and one (or more) check speeds - it gives you a number of opportunities to get back on your brake curve if anything goes wrong.

And if it does go wrong (big or small), we've ALL been there. Hold your hands up, be honest about where you went wrong, learn from the experience and don't let it crush your confidence. Despite what some in the mess room might say, I guarantee there's not a single driver than hasn't done something wrong at some point in their career, and there'll be a lot more who've had incidents than will admit it - we're all human, it happens.

* 60/40/20 is 60 at the double yellow, 40 at the single, 20 at the magnet for the red. Differs between operators depending on speed you're operating at and braking capabilities of traction - just incase that's a new one for you.