Trainee Driver training

[Gooner18]

Hello all ,

Just after a bit of insight with how people found or are finding the training ;

With regards to the training course what did people find the hardest ?

Do you have to learn all diagrams ( Is this is railway talk for routes ?) from your particular depot , or do you start if with one and as you build experience you progress on to more ?

With regards to diagnosing a fault how deep do they expect you go into this? being a car mechanic I am used to going right in until the fault is found , clearly I don’t expect this to be the case , but I am curious how far you go, is it a case of quickly working out if the train can be driven safely until the next station , or turn around etc ?

Any info or advice for the above or anything else would be greatly appreciated.

 

[142Pilot]

1. Rules. That's the hardest bit imo.
2. You will start with a few routes. These will be hammered into you with an instructor. Once you pass out you will continue for a few months on the same routes before going to learn more. It's gradual.
3. Fault finding is led by maintenance control. You tell them what's wrong and have a discussion on what should happen. Dft applies until authorised. Failures are few and far between dependant on TOC. I've had a few. Remain calm and forget that you possibly know more than the person you are talking to. They read from a flowchart - let them do it as the calls are recorded.

There are lots of rules regarding movement of trains with faults - hence why knowing the rules is vital - you need to know if what you are being is legal and you need to challenge if it's wrong according to the rule book.

That's why rules are the hardest - you effectively need to know yours, maintenance and the guards job - inadvertently all will try to trip you up.

 

[Gooner18]

1. Rules. That's the hardest bit imo.
2. You will start with a few routes. These will be hammered into you with an instructor. Once you pass out you will continue for a few months on the same routes before going to learn more. It's gradual.
3. Fault finding is led by maintenance control. You tell them what's wrong and have a discussion on what should happen. Dft applies until authorised. Failures are few and far between dependant on TOC. I've had a few. Remain calm and forget that you possibly know more than the person you are talking to. They read from a flowchart - let them do it as the calls are recorded.

There are lots of rules regarding movement of trains with faults - hence why knowing the rules is vital - you need to know if what you are being is legal and you need to challenge if it's wrong according to the rule book.

That's why rules are the hardest - you effectively need to know yours, maintenance and the guards job - inadvertently all will try to trip you up.

Cheers , what does dft mean ?

 

[Gooner18]

Also I get the impression that actually driving the train is the easier part ?

 

[Teddyward]

Also I get the impression that actually driving the train is the easier part ?

It’s easy to get it to move. I would say applying the rules whilst doing it and learning to stop it correctly is the trick.

 

[142Pilot]

Cheers , what does dft mean ?

Don't f****ing touch.

Especially anything painted red.

 

[Gooner18]

Don't f****ing touch.

Especially anything painted red.

Ha ha , fair enough one of my favs is PFM ( Pure f***ing magic” where you have not got a clue how something works or how you fixed it !
I would imagine the newer trains are like cars 99% of problems are solved by a complete shut down and restart

 

[Dynamonic]

Ha ha , fair enough one of my favs is PFM ( Pure f***ing magic” where you have not got a clue how something works or how you fixed it !
I would imagine the newer trains are like cars 99% of problems are solved by a complete shut down and restart

You are right. You’ll be taught which faults can potentially be remedied by simply restarting engines/startup processes.

Learning about the units, faults and Isolating Cocks/Circuit Breakers was the toughest to learn for me.
Luckily, you’ll find that you will have handy Traction Manuals that should help you when things go wrong.

 

[Dieseldriver]

1. Rules. That's the hardest bit imo.
2. You will start with a few routes. These will be hammered into you with an instructor. Once you pass out you will continue for a few months on the same routes before going to learn more. It's gradual.
3. Fault finding is led by maintenance control. You tell them what's wrong and have a discussion on what should happen. Dft applies until authorised. Failures are few and far between dependant on TOC. I've had a few. Remain calm and forget that you possibly know more than the person you are talking to. They read from a flowchart - let them do it as the calls are recorded.

There are lots of rules regarding movement of trains with faults - hence why knowing the rules is vital - you need to know if what you are being is legal and you need to challenge if it's wrong according to the rule book.

That's why rules are the hardest - you effectively need to know yours, maintenance and the guards job - inadvertently all will try to trip you up.

Agree with all you've said. I would however add to your list at the bottom. In my experience I've had to challenge Signallers, Pilotmen, Shunters, Guards, Platform Staff, Fleet Control, TOC Control, Driver Managers and even fellow Drivers. The most important thing as you've said is knowing your rules and revising them as often as you can throughout your career to make sure they sink in, your livelihood and safety depends on it.

 

[sw1ller]

Agree with all you've said. I would however add to your list at the bottom. In my experience I've had to challenge Signallers, Pilotmen, Shunters, Guards, Platform Staff, Fleet Control, TOC Control, Driver Managers and even fellow Drivers. The most important thing as you've said is knowing your rules and revising them as often as you can throughout your career to make sure they sink in, your livelihood and safety depends on it.

Completely agree. Skill fade is a big issue as most of the time the trains (contrary to popular belief) run smoothly. The problem with The rule book is, you don’t need to know half of it until you need to know it, and if you don’t know it or forgotten, then it’s a bit of an issue!!! Keeping your knowledge up on things like, what speeds you can drive with no suspension or how many mm a wheel flat can be before you have to stop, is key to being a good driver. Anyone can make them go but unfortunately, there’s a hell of a lot more to the job than people realise.

 

[baz962]

Completely agree. Skill fade is a big issue as most of the time the trains (contrary to popular belief) run smoothly. The problem with The rule book is, you don’t need to know half of it until you need to know it, and if you don’t know it or forgotten, then it’s a bit of an issue!!! Keeping your knowledge up on things like, what speeds you can drive with no suspension or how many mm a wheel flat can be before you have to stop, is key to being a good driver. Anyone can make them go but unfortunately, there’s a hell of a lot more to the job than people realise.

True , but you could always whip the book out , or just module TW5. Its fresh at the moment for me as I have read and RE read that part , not sure if I would remember every restriction in say 5 years.

 

[sw1ller]

it’s not just the rule book you need to be concerned with. There’s local instructions from the sectional appendix, late notices, general notices, union instructions..... the list goes on, it’s impractical to keep all this information on you at all times. The rule book is a google search away, if you have signal where you’re stopped. The many other instructions you carry around in your head, are not.

My point being, there’s so much that gets crammed in your head that it’s easy to develop skill fade or get confused.

For example, NR may, or may not, have gotten confused recently about the placement of SPATE boards and Termination boards down the north wales coast.
Theyve SPATE’d a 75tsr that’s imbedded into an 85tsr on a 90psr section of track. However they’ve not moved the T board to where it should be, if it should be moved, and left 75<- tsr boards on the bidirectional where it’s SPATE’d to 90. It’s all a bit confusing and has generated much debate, but when you’re not expecting all this, and you’re travelling at 75-90, you need to have the correct information in your head so you can determine the correct course of action. You can’t just whip the book out. As someone above has stated, you need to have the confidence to question things when something seems wrong and challenge people or make a decisions that can cause delays if you feel something is unsafe.
If you don’t keep up to date with all the rules and instructions you’re going to come a cropper sooner or later.

 

[baz962]

Of course , I think the main point I was making is that unless you have a photographic memory , or are a genius , I doubt too many drivers know every restriction in the rule book , plus sectional appendix , toc specific rules where allowed , plus weekly and periodical , plus assistance , with or without brake continuity , hazard directory , late notice etc .

 

[sw1ller]

Of course , I think the main point I was making is that unless you have a photographic memory , or are a genius , I doubt too many drivers know every restriction in the rule book , plus sectional appendix , toc specific rules where allowed , plus weekly and periodical , plus assistance , with or without brake continuity , hazard directory , late notice etc .

Ahh, of course. There’s far too much to keep retained. I was trying to push home the importance of refreshing your own knowledge after you’re let loose on your own.

 

[baz962]

Lol , I was starting to think I might need brain training.

 

[sw1ller]

Haha. No, sorry, I’ve got too many kids and dogs running around me at the minute, I could explain myself properly or take more time to read things. But Who’s got time for that! Haha

 

[Dieseldriver]

True , but you could always whip the book out , or just module TW5. Its fresh at the moment for me as I have read and RE read that part , not sure if I would remember every restriction in say 5 years.

I always keep module TW5 in my bag for reference. However, it's impractical to refer to a rulebook for every eventuality. Degraded working comes with a myriad of instructions and rules which need to be fully understood by a Driver with a good grasp of the infrastructure and environment.

 

[Pilotman]

If it helps i used free modules to help refresh and learn different modules on https://uktrainingsolutions.com the best thing is you can keep testing yourself to ensure you have got to grips on the subject. Best of all its free and heard about this link from other trainees.

 

[Gooner18]

If it helps i used free modules to help refresh and learn different modules on https://uktrainingsolutions.com the best thing is you can keep testing yourself to ensure you have got to grips on the subject. Best of all its free and heard about this link from other trainees.

Cheers

 

[Pilotman]

Cheers

Your welcome Gooner, with regards to fault finding in your original post, depending on the TOC and the contract between the manufacturers for the trains themselves depends on the amount of fault finding you have to learn. Some manufacturers dont like you playing with their units so therefore your diagnosing is limited and will be guided, making traction courses easier.

 

[Gooner18]

Your welcome Gooner, with regards to fault finding in your original post, depending on the TOC and the contract between the manufacturers for the trains themselves depends on the amount of fault finding you have to learn. Some manufacturers dont like you playing with their units so therefore your diagnosing is limited and will be guided, making traction courses easier.

Cheers for the info