WARNING HORNS
Page 4
The following are 5 more repair slips with various warning horn problems.
However, this first repair slip is slightly different, would you define it as a falsification of a record? Or is this just classed as adding a scenario?
I would like to add, that it is not just this repair slip that has comments on it, many of them do.
Another PARTIAL FAILURE of the warning horn, nothing new there. What stands out is the fact that both the Driver and the SIEMENS Depot Engineer openly make fun of this situation. Why? Because that is how everyone see`s this situation, to them it is a joke, quite simply, REPORT, OK ON DEPOT, REPORT, OK ON DEPOT,REPORT, OK ON DEPOT, its never ending.
One really serious issue from this is the comment, "Cant test ******* on depot at night, environmental policy, open sidings with houses adjacent".
So here we have another unit coming off the depot with a potential warning horn not working correctly.
What happened to:
RULE BOOK TW5 (37).
Warning horn
The people responsible: driver, train preparer
37.1 Entering service from a maintenance depot
You must not allow a train or traction unit to enter service from a
maintenance depot if you are aware the warning horn is defective
in any cab which needs to be used.
One really serious issue from this is the comment, "Cant test ******* on depot at night, environmental policy, open sidings with houses adjacent".
So here we have another unit coming off the depot with a potential warning horn not working correctly.
What happened to:
RULE BOOK TW5 (37).
Warning horn
The people responsible: driver, train preparer
37.1 Entering service from a maintenance depot
You must not allow a train or traction unit to enter service from a
maintenance depot if you are aware the warning horn is defective
in any cab which needs to be used.
Yet another PARTIAL FAILURE of the warning horn, what is extremely evident from this report is:-
The Driver had obviously not contacted and informed control, because like in my case, it is an every day occurrence as he points out with reference to his previous unit and he clearly knew what he would be told to do, "Trip the warning horn mcb".
This unit then ran round for nearly 2 days with a PARTIAL FAILURE of the warning horn because as SIEMENS Depot Staff state, "Rectified on depot", 2 days later.
I thought not informing control was a gross misconduct charge?
The Driver had obviously not contacted and informed control, because like in my case, it is an every day occurrence as he points out with reference to his previous unit and he clearly knew what he would be told to do, "Trip the warning horn mcb".
This unit then ran round for nearly 2 days with a PARTIAL FAILURE of the warning horn because as SIEMENS Depot Staff state, "Rectified on depot", 2 days later.
I thought not informing control was a gross misconduct charge?
What is this repair slip actually saying?
Simply, this unit had a faulty low tone of the horn at all times, it also had a high tone that apparently only functioned correctly above 20mph.
Therefore this unit had a COMPLETE FAILURE of the warning horn below 20mph.
I wonder, did this unit reduce speed to 20mph and come out of service?
Simply, this unit had a faulty low tone of the horn at all times, it also had a high tone that apparently only functioned correctly above 20mph.
Therefore this unit had a COMPLETE FAILURE of the warning horn below 20mph.
I wonder, did this unit reduce speed to 20mph and come out of service?
What this slip highlights is how quickly these warning horns from one minute working suddenly stop altogether. Within a space of less than 1 hour, is all it took for this warning horn to completely fail to work.
Look at the SIEMENS Engineer`s response, "Horns frozen in severe weather conditions, allow to thaw & test ok". I find this an amazing response, this is after running these units for over three and a half years and this is the only solution available to them! What the hell happened to SAFETY?
Can anyone see my point of view when I said that TPE & SIEMENS, "needed to wake up to this situation and now", even in 2009, we could not keep on going with REPORT, OK TO RUN, REPORT,OK TO RUN, I attempted to make them understand what could happen one day when I wrote about the near miss that never happened.
Below is once again a scenario that I believe could one day happen, all I was trying to do was to help prevent this from ever happening. There was nothing vindictive in my reasoning.
"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. His speed builds up 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? Myself personally, I can only hope and pray that this never happens, not only would the relatives of the deceased be distraught but think of the driver and what impact it would have on him or her. Then spare a thought for the police, ambulance and anyone else who has to take the body away and clean the mess up".
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, no it isn`t. Do TPE or Siemens take any notice? No they don`t.
SO ROUTE DRIVER MANAGER MARK ATKINSON AND OPERATIONS DIRECTOR PAUL WATSON, IS THE ABOVE SCENARIO A POSSIBILITY?
BECAUSE THAT IS WHAT WILL ONE DAY HAPPEN UNLESS YOU CHANGE THE WORDING OF THE RULE BOOK ON HOW YOU INTERPRET IT AND CHANGE YOUR OWN CONTINGENCY PLANS, THE CHOICE IS YOURS.
I FORGOT TO MENTION, CUT OUT THE IGNORANCE TOWARDS ANYONE WHO DARES TO CHALLENGE YOU AND YOUR MANAGEMENT ON HEALTH AND SAFETY MATTERS.
Look at the SIEMENS Engineer`s response, "Horns frozen in severe weather conditions, allow to thaw & test ok". I find this an amazing response, this is after running these units for over three and a half years and this is the only solution available to them! What the hell happened to SAFETY?
Can anyone see my point of view when I said that TPE & SIEMENS, "needed to wake up to this situation and now", even in 2009, we could not keep on going with REPORT, OK TO RUN, REPORT,OK TO RUN, I attempted to make them understand what could happen one day when I wrote about the near miss that never happened.
Below is once again a scenario that I believe could one day happen, all I was trying to do was to help prevent this from ever happening. There was nothing vindictive in my reasoning.
"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. His speed builds up 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? Myself personally, I can only hope and pray that this never happens, not only would the relatives of the deceased be distraught but think of the driver and what impact it would have on him or her. Then spare a thought for the police, ambulance and anyone else who has to take the body away and clean the mess up".
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, no it isn`t. Do TPE or Siemens take any notice? No they don`t.
SO ROUTE DRIVER MANAGER MARK ATKINSON AND OPERATIONS DIRECTOR PAUL WATSON, IS THE ABOVE SCENARIO A POSSIBILITY?
BECAUSE THAT IS WHAT WILL ONE DAY HAPPEN UNLESS YOU CHANGE THE WORDING OF THE RULE BOOK ON HOW YOU INTERPRET IT AND CHANGE YOUR OWN CONTINGENCY PLANS, THE CHOICE IS YOURS.
I FORGOT TO MENTION, CUT OUT THE IGNORANCE TOWARDS ANYONE WHO DARES TO CHALLENGE YOU AND YOUR MANAGEMENT ON HEALTH AND SAFETY MATTERS.
Just the usual PARTIAL FAILURE of the warning horn, again it took 3 days before this unit went onto a SIEMENS Maintenance Depot to hear the same old story,"Horns tested on depot, working ok".
And so the day starts all over again, REPORT, TESTED OK, REPORT, TESTED OK, REPORT, TESTED OK, REPORT, TESTED OK, REPORT, TESTED OK, and on and on!
And so the day starts all over again, REPORT, TESTED OK, REPORT, TESTED OK, REPORT, TESTED OK, REPORT, TESTED OK, REPORT, TESTED OK, and on and on!