QUESTIONS THAT NEED ANSWERING PAGE 2
Repair slip number 120676 by K W Cammish of Hull: States, “low tone not working on this car, I have used de-icer and 4 watering cans of boiling water, still no joy. Maintenance informed, no visible signs of horn being frozen, also tripped warning horn mcb”.
Would you agree that this train had a partial failure of the warning horn?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
What action did you take against Siemens for the usual, “horn tested ok”?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
Which procedure says that a driver is to use de-icer and boiling water on a warning horn?
Has this been COSSH tested and risk assessed?
Why did you allow this train to remain in service for 4 days with a partial failure of the warning horn?
Was that in itself, “putting the whole of the railway at risk” ?
If not, explain why not?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
What action did you take against Siemens for the usual, “horn tested ok”?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
Which procedure says that a driver is to use de-icer and boiling water on a warning horn?
Has this been COSSH tested and risk assessed?
Why did you allow this train to remain in service for 4 days with a partial failure of the warning horn?
Was that in itself, “putting the whole of the railway at risk” ?
If not, explain why not?
Repair slip number 115888 (below) by C Short of York: States, “defective low tone horn at speed, nothing but a small squeak. Horn ok static, high tone ok.
Would you agree that this train had a partial failure of the warning horn?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
What action did you take against Siemens for the usual, “horn tested on depot”.
Why did it take 5 days before this unit received attention to the defective warning horn?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to
follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service for 5 days with a partial failure of the warning horn, “putting the whole of the railway at risk”, YES/NO?
If yes, what action did you take against the driver?
If no, please explain why not?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
What action did you take against Siemens for the usual, “horn tested on depot”.
Why did it take 5 days before this unit received attention to the defective warning horn?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to
follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service for 5 days with a partial failure of the warning horn, “putting the whole of the railway at risk”, YES/NO?
If yes, what action did you take against the driver?
If no, please explain why not?
Repair slip number 117064 (below) by C Short of York: States, “low tone on horn intermittent does not work”.
Would you agree that this train had a partial failure of the warning horn?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
What action did you take against Siemens for completely ignoring the warning horn defect entry therefore allowing a train back into service which contravenes the rule book?
Why was this unit allowed to remain in service for 2 days with a partially defective warning horn?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. "It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
What action did you take against Siemens for completely ignoring the warning horn defect entry therefore allowing a train back into service which contravenes the rule book?
Why was this unit allowed to remain in service for 2 days with a partially defective warning horn?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. "It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
Repair slip number 110305 (below) by R P Taylor of Man Picc: States, “loss of low tone on horn at speeds above 50mph”.
Would you agree that this train had a partial failure of the warning horn?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
TPE maintenance control were informed. Did they insist that this train is to be removed immediately from traffic?
If no, why not?
Why was the unit allowed to stay in traffic for more than 1 day with a partially defective warning horn?
What action did you take against Siemens for the usual, “tested horn operation without fault”?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. "It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
TPE maintenance control were informed. Did they insist that this train is to be removed immediately from traffic?
If no, why not?
Why was the unit allowed to stay in traffic for more than 1 day with a partially defective warning horn?
What action did you take against Siemens for the usual, “tested horn operation without fault”?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. "It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
Repair slip number 110381 (below) by R Wainwright of Sheffield: States, “See previous reports, low tone on warning horn only emits a squeak, seems ok at low speed (15mph).
Would you agree that this train had a partial failure of the warning horn?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
If it is a simple as simply replacing the warning horn, why isn’t this done on all other trains that
had defective warning horns?
Why was this train allowed to remain in traffic for 3 days with a partially defective warning horn?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to
follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk”
YES/NO?
If yes, what action did you take against the driver?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
If it is a simple as simply replacing the warning horn, why isn’t this done on all other trains that
had defective warning horns?
Why was this train allowed to remain in traffic for 3 days with a partially defective warning horn?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to
follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk”
YES/NO?
If yes, what action did you take against the driver?
Repair slip number 110090 (below) by ? Of York: States, “horn only partially working, a duff high tone can be heard”.
Would you agree that this train had a partial failure of the warning horn?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
Do you think that simply by de-frosting the warning horn trumpet it is adequate to resolve this
problem?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to
follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk”
YES/NO?
If yes, what action did you take against the driver?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
Do you think that simply by de-frosting the warning horn trumpet it is adequate to resolve this
problem?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to
follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk”
YES/NO?
If yes, what action did you take against the driver?
Repair slip number 120527 (below) by R Schofield of York: States, “horn not working at 51146 end”.
Would you agree that this train had a complete failure of the warning horn?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
What action did you take against Siemens for the usual, “horn de frosted as required”?
Why did you allow this “groundhog day scenario” to occur, fault, tested or de-frosted on depot, fault, tested or de-frosted on depot to continue YEAR AFTER YEAR?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
What action did you take against Siemens for the usual, “horn de frosted as required”?
Why did you allow this “groundhog day scenario” to occur, fault, tested or de-frosted on depot, fault, tested or de-frosted on depot to continue YEAR AFTER YEAR?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
Repair slip number 035045 (below) by E Bartlett of York: States, “neither tone on horn works instantly, handle needs holding down, serious safety risk”.
Would you agree that this train had a complete failure of the warning horn?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
The driver perceived this to be SERIOUS, why didn`t he get that train removed from traffic immediately?
What action did you take against this driver for not getting this train taken out of traffic immediately?
Using the same scenario at the very beginning of these questions, remembering neither tone worked instantly!
Can’t do it safely, don’t do it: Take a look at this scenario, a driver sets of on a journey, it’s a cold damp day, like many days we have in this country. Rather like the train between Church Fenton & Micklefield and numerous other incidents.
The driver builds up speed to 100mph, he enters an area of twists and turns, with many bridges spanning the railway, as he approaches a left bend, he goes under a bridge, suddenly not 1000ft away are a gang of track workers, he pushes his warning horn lever upwards, he gets no response, (remember the train is still moving at 100mph, at that speed, you travel 150 feet per second), when he gets over the initial shock of no response if he doesn’t freeze, he presses the lever down, again there is no response, (your still travelling at 100mph, 150 feet per second), WHAT NEXT?
Is it safe therefore to run a train where that scenario could happen? It may well be hypothetical, but in realistic terms, it could happen. IS IT SAFE?
If you believe it is SAFE then give your reasoning.
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance.“ It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
Was this reported to the signaller YES/NO?
If no, what action did you take against the driver?
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
Were TPE control informed YES/NO?
If yes, did they insist that this train is to be removed immediately from traffic?
If no, what action did you take against the driver?
The driver perceived this to be SERIOUS, why didn`t he get that train removed from traffic immediately?
What action did you take against this driver for not getting this train taken out of traffic immediately?
Using the same scenario at the very beginning of these questions, remembering neither tone worked instantly!
Can’t do it safely, don’t do it: Take a look at this scenario, a driver sets of on a journey, it’s a cold damp day, like many days we have in this country. Rather like the train between Church Fenton & Micklefield and numerous other incidents.
The driver builds up speed to 100mph, he enters an area of twists and turns, with many bridges spanning the railway, as he approaches a left bend, he goes under a bridge, suddenly not 1000ft away are a gang of track workers, he pushes his warning horn lever upwards, he gets no response, (remember the train is still moving at 100mph, at that speed, you travel 150 feet per second), when he gets over the initial shock of no response if he doesn’t freeze, he presses the lever down, again there is no response, (your still travelling at 100mph, 150 feet per second), WHAT NEXT?
Is it safe therefore to run a train where that scenario could happen? It may well be hypothetical, but in realistic terms, it could happen. IS IT SAFE?
If you believe it is SAFE then give your reasoning.
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance.“ It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
Why was their a huge difference in your discipline between what I supposedly did and what this driver did, if anything this driver had a complete warning horn failure to my partial failure, this driver received no discipline and I was dismissed?
Is this what is know as EQUITY? Do you understand the meaning of EQUITY?
Repair slip number 017317 (below) by A Smith of York: States, “lost horn completely, just a squeak from both sides of horn, horn then worked again then just a squeak, tried several times, horn did not work”. “Reported to signaller & control isolated ok, reset ok for now".
Is this what is know as EQUITY? Do you understand the meaning of EQUITY?
Repair slip number 017317 (below) by A Smith of York: States, “lost horn completely, just a squeak from both sides of horn, horn then worked again then just a squeak, tried several times, horn did not work”. “Reported to signaller & control isolated ok, reset ok for now".
Would you agree that this train had a complete failure of the warning horn?
So lets use the exact same scenario again bearing in mind that this sporadic horn fault shows an unpredictable trait and can stop working at any time.
Can’t do it safely, don’t do it: Take a look at this scenario, a driver sets of on a journey, it’s a cold damp day, like many days we have in this country. Rather like the train between Church Fenton & Micklefield and numerous other incidents.
The driver builds up speed to 100mph, he enters an area of twists and turns, with many bridges spanning the railway, as he approaches a left bend, he goes under a bridge, suddenly not 1000ft away are a gang of track workers, he pushes his warning horn lever upwards, he gets no response, (remember the train is still moving at 100mph, at that speed, you travel 150 feet per second), when he gets over the initial shock of no response if he doesn’t freeze, he presses the lever down, again there is no response, (your still travelling at 100mph, 150 feet per second), WHAT NEXT?
Is it safe therefore to run a train where that scenario could happen? It may well be hypothetical, but in realistic terms, it could happen. IS IT SAFE?
If you believe it is SAFE then give your reasoning.
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
TPE control were informed, did they insist that this train is to be removed immediately from traffic?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
I KNOW FULL WELL THAT THERE ISN`T ONE TPE DRIVER MANAGER WHO CAN ANSWER ANY OF THESE QUESTIONS BECAUSE IT WILL PROVE YET AGAIN WHAT LIARS THEY ARE.
So lets use the exact same scenario again bearing in mind that this sporadic horn fault shows an unpredictable trait and can stop working at any time.
Can’t do it safely, don’t do it: Take a look at this scenario, a driver sets of on a journey, it’s a cold damp day, like many days we have in this country. Rather like the train between Church Fenton & Micklefield and numerous other incidents.
The driver builds up speed to 100mph, he enters an area of twists and turns, with many bridges spanning the railway, as he approaches a left bend, he goes under a bridge, suddenly not 1000ft away are a gang of track workers, he pushes his warning horn lever upwards, he gets no response, (remember the train is still moving at 100mph, at that speed, you travel 150 feet per second), when he gets over the initial shock of no response if he doesn’t freeze, he presses the lever down, again there is no response, (your still travelling at 100mph, 150 feet per second), WHAT NEXT?
Is it safe therefore to run a train where that scenario could happen? It may well be hypothetical, but in realistic terms, it could happen. IS IT SAFE?
If you believe it is SAFE then give your reasoning.
Was the train speed reduced to 20mph?
If no, what action did you take against the driver?
TPE control were informed, did they insist that this train is to be removed immediately from traffic?
Should the same statement made by Route Driver Mark Atkinson to me also apply in this instance. “It is my belief that this charge is proven that on the day in question you did fail to follow the correct procedure. The unit stayed in service was putting the safety of staff on the railway at risk”.
Was that unit by being allowed to stay in service, “putting the whole of the railway at risk” YES/NO?
If yes, what action did you take against the driver?
I KNOW FULL WELL THAT THERE ISN`T ONE TPE DRIVER MANAGER WHO CAN ANSWER ANY OF THESE QUESTIONS BECAUSE IT WILL PROVE YET AGAIN WHAT LIARS THEY ARE.