Upgrade’s Review – March 2013

S stock
This stock is divided into two sizes of train S8 solely Metropolitan line (53 trains) and S7 for all other sub surface lines (Hammersmith and City, Circle and District) these total 145 trains.
Metropolitan line now has its full compliment of S stock 8 car trains.

Outstanding S8 issues
The first point to raise here is who actually repairs and fixes these trains; as it stands Bombardier are the only workforce allowed to attend to the trains due to the warranty which was due to run out this year but has now been extended to 2014, this does put our fleet members at risk, they have already been two years without proper training to deliver the work they should be doing and the full effect this may have on their future positions needs looking at very carefully.

The Metropolitan line reps should now have responsibility for their S8 train. S8 represents 25% of S train stock but only about 15% of the upgrade as a whole which by default means the Metropolitan line are now the test bed for everything S stock and any changes will also affect the other 145 trains and signalling of S7 with that in mind any change would also include major consultation with S7 reps.

There will be a new signalling system, not a completely new system but one based on the Jubilee line system and although management have kept us at arms length we believe it will not have loop cables as the jubilee but will be a type of Wi-Fi, this is currently being tested in some secrecy at Old Dalby Test Track and we believe the testing will last some 18 months. I am lead to believe that the only testing being done so far is on APR which means Absolute Position Recognition, these are transponders placed across the length of the track and act as a secondary device which with the help of on board computers (know as VOBC) help the train to recognise where it is as well as its position on the railway with other trains.

The new signalling system for the S stock will indicate where management are going with S stock with reference to “cross line working” we will be able to see where trains will be able to cross from one line to another, also whether or not the system can differentiate between the shorter S7 and the longer S8 and at the sake of repeating myself the reps in service control and trains are being kept away from any of the signal testing which does not bode well for the future!

A number of concerns over the consultation process regarding all S8 are being dealt with by the RMT. As far as we are concerned, and this position has been agreed by your head office, for the S8 on the Met, any new matters of concern should be dealt with via the normal LU consultation process: items raised at Tier 1, if we fail to agree up to Tier 2, and if we fail to agree there then the matter gets referred to Safety Forum. S8 issue on the Met are no longer the remit of the RMT Upgrades Representative.
Possible concerns with the S8 that local reps could be chasing up are: HVAC, Cab volume, cab seat, sun blind and white light

Outstanding S7 issues
Signal sighting is being done by the local signal sighting committee members with more than a bit of difficulty, our members quite rightly want the task done properly and highlight and continue to highlight the failing in the current signal sighting standards i.e. the current T0-10 standard was good enough for the older, slower, shorter trains but does not fit with the new S7 and 8 stock, this has been explained and put to management on numerous occasions but has yet to penetrate their thinking. There are area’s where upgraded signals and associated equipment including fixed red lights have been fitted and not signed off or whether by mistake or design signal sighting reps from another line have signed off the changes. This has lead to some heated exchanges. The newly elected Regional Organiser (RO) is aware of these issues.

Outstanding issues S7 and S8
The method and what to check in Train preparation has been completed it took almost 8 months to complete and all items on the train prep list were agreed by both management and the unions. A timed run completed according to rules set out by LU employee relations dept, which is 3 runs and an average time used as the train prep time, the average timed run of train prep came to 15 mins and 40 seconds. LU management put forward a failure to agree (?). Management are currently trying to arrange a date for discussion/resolution. Currently train prep time is 11 minutes for Metropolitan, District 7 and C stock 9, any decrease in 11 minutes would cost train operator jobs, likewise any increase could gain jobs also train preparation is also missing from S stock training.

A move by management to have a root and branch review of train preparation has been met by opposition from the RMT to date. We will keep you informed of all developments on this matter.
There are currently issues at certain locations with gaps between the train and platforms, management are currently searching for solutions to the problem which include reflective lenses at sleeper level highlighting the gap between the train and platform as yet we have no results or information on how successful this has been.

This is another bone of contention between your union and management. LU are claiming that as this is S Stock specific at present then the matter should be dealt with through the Upgrades consultation process. The union position is that this should initially be dealt with by the local PTI Group and if the planned solution is to be rolled out combine wide, by the Trains Health and Safety Council.

S stock Defective in Service Instructions (DISI)
There is an S stock DISI booklet but it has had no input from any representative from the RMT and many drivers claiming they have yet to receive this book. Where and how it was compiled still remains a mystery. The matter was discussed at the recent Train Health and Safety Council meeting where your Reps insisted that management provide an audit of all drivers to ascertain whether this book has been distributed locally or not. More info as and when.

Cross line working
Lines do cross and cover the same section of track in many areas and some depots use two stocks already like C and D stock on the district line for example. Wembley depot has been used by several stocks over the recent year’s, trains from the Metropolitan, Jubilee and old East London lines so it’s not news that S7 from H&C will try and stable there too.

There is some talk that the S7 will run in passenger service rather than run empty to depot, they may run in passenger service to Harrow on the Hill then back to Neasden, this is backed up by a recent software improvement for train destinations were two new routes 420 and 421 (all stations and semi fast to Harrow on the Hill) as well as new messages for passengers saying “mind the gap” they also plan to extend seven H&C routes backwards from Wembley Park to Harrow on the Hill.

I believe LU will say they are future proofing the stock that would just suggest there is a plan and we should find out what it is and how they would implement it, the immediate question is “would this require more train ops or less”? Additional routes should mean additional train ops so I don’t think we should just object without knowing the full details first but when all is said and done this is new work on the Metropolitan line and should stay as Metropolitan line work.

Victoria line upgrade is now complete (well almost)
Out standing issues include ATO in Northumberland Park depot and ATO from the depot to Seven Sisters platforms, it is at the moment up to the train operator whether or not they go in ATO to the platform, most if not all are taking this option, this will need addressing. The new train is also showing signs fatigue with seat and foot rests breaking on a regular basis, the local reps are currently doing a stock check.
There are some residual issues around manual handling that have been dealt with by the Competence Assurance Group that need to be ironed out locally.

Jubilee line
Jubilee line upgrade is now complete. In general, we are informed, its improving week on week. On occasion “rule changes” have raised their ugly head like auto train operation with trespassers on the track although these are not upgrade based issues they are being introduced because of the technology the upgrade brings and they need a careful eye as like S stock they could go to other upgraded lines.
Like the Victoria Line there are manual handling issues that are due to be discussed by the Trains Safety Council In April.

Northern line
It is still early days for the Northern line upgrade. The ATO system in use is the same as the Jubilee line which is a loop cable and train aerial system being run by on board computers (known as VOBC) fed by line side computers (known as VCC) The first ATO area to be commissioned is West Finchley to High Barnett, this will be known as NMA1 and train operators should have been using this area from February 2013.

There may be a possibility that the Northern line like the Jubilee and Victoria line before it may try to introduce ATO to depot, a brief explanation of that is, wherever the train goes out of service the train operator depresses the ATO start buttons and the next time the train operator touches the train would be in the depot no matter how many stations the train went through. This style of running could also give LU the chance to practice “driverless trains” running (not something we want to happen) we believe this is also a chance for train operators to practice and maintain their train operator skills and have arranged a tier 2a meeting in April where this will be discussed, look out for a report in our next news letter.

There have been day to day failings in NMA 1 and local reps are dealing with these issues.
Signal sighting is ongoing and seems to be going to plan with no bad reports from the local signal sighting committee.