Recent content by NorthernAspect

At Sheffield, you either need to be able to walk through the train or have a driver in each end in the case of no gangway doors between sets. So, in the case of TPE with a 6 car formation, there must be two drivers present to complete a shunt due to lack of gangways. That applies across the...

It's only really from sidings first thing that the guard needs the driver for access. From platform level there is a separate egress via the passenger doors for the guard/cleaners and anyone else. But I do agree with you. There must've been a better alternative.

One per driver is issued on a personal basis. There may be spares but they are not as freely available at depot level as other keys are. I guess that may change in future but certainly as an initial roll out supplies are limited.

Standard railway afterthought of a solution to a problem. Yes the official ones aren't holding up too well. Ones that have been used only a handful of times are showing wear already. Unlike T-Keys/Drivers keys that we all tend to have a few spares of, we've been issued one each so if it gets...

They are actually designed to be opened with a drivers master key, the problem being that the lock mechanism is so stiff that there isn't enough leverage on the 'handle' of a drivers key to be able to open them (unless you're very strong). The makeshift T-Keys are no longer issued, there is a...

Because there's two sets of T&Cs, a hangover from when companies were separate.

Guards don't get anything close to 10% commission. East Conductors get 3%, West get 5%. It used to be a good way of boosting your basic pay, particularly on the commuter runs with season renewals, but now with buy on board, penalty fares, e-tickets, TVMs, barriers etc... there is a lot less...

On 14X the locks are totally mechanical, all the egress does is release the waistlock and dump the air locally so that the door can be physically moved. The 'brass locks' will totally override that, and the only time they are to be used is when locking doors out due to a fault under the...

I don't doubt it. On their head be it though, you never know who may be watching. When carrying out the door procedure myself, I've always done it as if my manager was watching me. If doing it properly incurs delays then it takes 30 seconds to fill in a please explain, pop it off to delay...

Local door and any other accommodated doors as required (for example if a passenger requires the ramp). It just isn't worth the risk taking short cuts to save a few delay minutes, if the conductor is leaning out of or even standing at an open door that isn't accommodated on the platform...

So would a conductor manager if they witnessed it. That is not an accepted door procedure at all.

This is known as the long train-short platform procedure, used on the Pacer and Sprinter fleet. There are specific local instructions for newer stock such as 170 & the CAF units (ASDO is a different kettle of fish entirely) where they are booked onto routes with short platforms. Where those...

It is still the case that guards cannot operate the doors from the cabs, this is actually an instruction at a few TOCs I believe. It's to do with the gap between the cab door and the platform (there is no footplate so it is significant on even the most straight and level of platforms). There are...

I probably should've been clearer, there are special instructions pertaining to 170s. It may be technically possible for inter working with other BSI units, but Northern do not permit it. Any multiple working beyond 170+158 has to be specially authorised for 15X. Not allowed for 14X. Any other...

You won't see it happen at Northern. The only multiple working that is ever diagrammed are 170+158. Special permission is needed for multiple working with other 15X and categorically not allowed for 14X. There are no exceptions regardless of whether in passenger service or ECS. Again, that is...