Atomic Systems

Good morning Doug
Your blog is a very good read in addition to being an informative insight into tram driving
Kind regards Stephen

If you want to relax when you get back !

I've done all of this. I posted some screenies two or three years ago.

DAY THREE - Wednesday 18th May PM

Back to Glasgow 22....remember my comment about me driving the tram out the depot:

Now I said Glasgow 22 was "lively"....drop into notch one...and she's off at a brisk walking pace. Notch two and the conductor resembles a dog owner being "taken for a walk" by his 20ft high pooch! Well it feels like that at times!! And this morning I it was my turn to do the driving when getting the tram out....and despite trying my hardest to keep at a very slow pace, I think I might have been a tad fast! "Just you wait until its your turn!" was the comment.

Well...it was my turn on the trolley rope! And fortunately, my fellow trainee didn't try and get me back! The run out was at an easy walking pace.

We continued driving the line in turn, but the instructor started turning the screws on us...it was dirty tricks time again!! Incorrect conductor signals.....sneakily opening one (or both) of the tram's circuit breakers (which are essentially overload cutouts, one in each platform, usually above and behind the driver's head) to simulate emergency scenarios.....late calls to stop the tram, or emergency stops.....diverting attention and then suggesting an action that shouldn't be taken (eg starting off into a single line section without the single line staff).

The instructor also started throwing in questions to test our knowledge of the rules and regulations, etc...and we started having to pick up and drop off the single line staffs. Moving away from your standing position between the controller and the handbrake (controller handle in left hand and brake handle in right hand) to deal with the staff feels like its not the thing to do....but thats how it was done a hundred years ago, so we do the same now! And you have to be a good shot. The staffs are actually rubber dog toys...the type you have a tug of war with your dog with.... which are aound 12 inches long and they are hung on an arm on a pole that stands betweem the tracks at the start and end of the single line section. The tram will be travelling at just under 4mph and you have to lean out of the tram and either hang the staff on the arm, or pick it up off the arm. We both had to stop a time or two and walk back to hang the staff on the arm!!

At the end of the day, we returned the tram to depot, cleaned it out and had a brief talk about what was to come on the next day - a tram where the normal service brake is not the handbrake, but the electric brake.

Thanks for posting this Doug. A very interesting and informative Topic.
Kind regards James.

DAY FOUR - Thursday 19th May AM

Our steed for the day.....London Passenger Transport Board 1622:
http://www.flickr.com/photos/offertonha ... 576380486/

Apart from this tram being bigger and heavier than trams we've driven so far, this tram is driven with the electric brake as the service brake..ie the main braking system!

My turn to drive out of depot...and I could feel the difference immediately. Longer, smoother ride...and initially feeling very strange on braking....which can be best described by talking through my first descent back down the gradient from Glory Mine (the far end of the line).

After turning the tram at Glory Mine, we moved from the stub (the short single line at the end that goes nowhere!) back into the southbound loop of the passing point.

Now for braking! Our instructor by this time has said at least three times "It will stop! Believe me. It will stop! It may not feel it...but it will stop!"

So, we're running into the loop and need to stop at the compulsory stop that is at the exit of the loop. Controller gently round to brake notch 4 (it has 7 notches, by the way)...almost nothing! Notch 5..a little Grrrrrrr from the motor/gearing and we hardly slow. Notch 6...another little Grrrrrrrrrr sound and we slow a bit....and finally notch 7....a shorter and slightly louder Grrrrrr....and the tram initially slows like its hit a brick wall and then eases to a very slow crawl....and a handbrake application brings it to a halt. Yes..it did stop!

Check we have the staff (as we're entering a single line section), a ring off from the conductor, and off we go down the gradient towards Wakebridge. Over the small hump and off with power...and the tram starts to build up speed down the hill. Controller gently again round to notch 4 and the braking effect gently kicks in as the tram get up to around 7mph...and we roll down the gradient at a constant speed, the electric brakes acting as a speed governor.

Now we're approaching Wakebridge....and the second compulsory stop, which is around 20 yards before the pedestrian area at Wakebridge starts. On other handbrake cars, you would start braking in earnest some three or four track poles before the stop....and slow gently but firmly down as if you were stopping short, then ease off and come to a smooth and gentle halt. Not so with electric braking! Wait until you get to one track pole from the stop...which seems far too late! Notch 5...a loud GRRRRRRRrrrrrrrrrrrrrrrrrr and the tram eases gently into a brisk deceleration that then eases off as speed is lost. Half a track pole from the stop, notch 6....another GRRRRRRRrrrrrrr and a similar deceleration down to a fast walking pace. Finally, at half way again to the target stop point, notch 7....and a softer GRRRRrrrrrrr into a third gentle-brisk-gentle deceleration to an almost stop...and the handbrake brings you to a halt exactly where you want - one to two feet in front of the red block on the track bed that indicates the stop point!

Now, its probably taken you between 35 and 45 seconds to read the description of the deceleration...it actually takes less than 10 seconds. And you begin to think thet the instructor is telling porkies when he says "It will stop!"...it certainly feels initially that it won't...then you get the GRRRRRRRRrrrrrrrrrrrrrr! And she slows beautifully!

A couple of round trips each before lunch and we then decided to return the tram to depot and go for lunch....

This post has been long...and its time for bed....so I'll conclude the mornings events tomorrow.

DAY FOUR - Thursday 19th May AM....continued...or should I say concluded!

We've decided to return to depot for lunch...but before our instructor could radio the Duty Inspector to advise of our plans, the Duty Inspector radios us to ask what our plans were..so we tell him and he acknowledges, advising we have enough time to shunt across the cross-over outside the depot entrance and run into the depot before the next service tram is due to pass.

So we shunt over the cross-over and head into the depot...and it was my turn to do so. My fellow trainee acted as conductor....setting the points for the right road, and guarding me in...and I rolled into the depot yard without using or requiring any power. Unfortunately, my guard had forgotton an overhead frog (ie a point in the overhead wire!!) needed pulling and he was the wrong side of the line. Not a problem...I simply stopped to allow him to cross over and get ready to pull the frog wire.

I let the brake off...but the tram didn't move. The front bogie was on the tightest part of a curve out of a point, and the resistance was too great for the tram to roll...so a short bit of power (notch 1) was needed. Into notch 1...and nothing happened! I went straight into diagnosis mode....controller to off, key out....check the circuit breaker in the front platform - closed, then the breaker in the rear platform - also closed. Glancing at our instructor, I noticed he was looking puzzled...and not playing innocent, as he would if he was playing a trick on us!

On my prompt, he jumped off the tram (normal thing is there's a suspected "grounding"...ie a loss of connection to earth, and he was not wanting to be the connection between the tram and earth by stepping off with a hand on metalwork!!!). The tram was firmly on the track, and the trolley was on the overhead. "Do we have power?" I asked....just as the instructor spotted a cherry picker near one of the workshop doors with a couple of men working inches from an overhead wire. "It must be off." was the reply...and he went over to find out what was going off.

So, with no power and our tram "stranded", we had to round up a couple of helpers...and we pushed the tram off the tight curve (it was a slight downhill gradient!!) and I rolled it to a safer and more appropriate position. We retired for lunch...arranging on the way for power to be restored for us for when we needed to get back out onto the line.

DAY FOUR - Thursday 19th May PM

Refreshed after a bite to eat and a cuppa, we returned to our tram to see how we were going to get back onto the line. After the pre-start checks, we had the power restored for a few minutes so we could drive back out onto the main line.

So the afternoon fun and games started. Our instructor started testing us like on Wednesday....incorrect bells, practise service stops, a controlled stop and a roll-back each...and he fired theory questions at us...not only during non-driving periods, but whilst driving...and most deviously, when we were in the process of doing something important...like slowing for a compulsory stop, picking up or dropping off - or not needing to pick up and/or take a staff if running in a pair with another tram!!

By the end of the afternoon, we were both feeling quite stressed having had what seemed like a lifetime of emergencies thrown at us. I was quite relieved to get back to depot...for a rest. Or at least the promise of a rest after we'd cleaned the tram and stabled it!

We finished the day with a debrief of the four day's events and our instructor then made a judgement that we both had displayed sufficient competence on the controllers to be allowed to drive a tram on the Friday that had a B18 controller - one of the more fragile styles of controller that are not very forgiving if not operated correctly.

Fascinating read, Doug. Thanks for taking the time to post it.

Cheers

Bob

The final chapter to come ... what happens

Fascinating insight and makes the point that if it's not done properly a preserved environment is just as capable of hurting someone as main line railways and tramways.

Many thanks for the feedback......but the story's far from ending.......

DAY FIVE - Friday 20th May AM

Our instructor having consulted the chief instructor advised us that we indeed were going to be given the opportunity to drive a tram with a B18 controller....and the chosen tram was Sheffield 74: http://www.flickr.com/photos/un-sharp/5620992309/

After an opportunity to get the feel of the controller with no power on, we set off having a run in turn. No tricks today...just the chance to consolidate on driving practise on a very soft sprung tram that has light and very easy to use controllers. No tight spots.....very well defined notches...in fact these controllers have been the easiest to get on with....which was reflected in the comments made by our instructor on how well we had both handled the tram.

Towards the end of the morning, our instructor started asking each of us one or two theory questions. Checking we knew the speed limits, the various emergency drills, and ensuring we knew the danger points on the system.

Hi,

I've very much enjoyed reading about your experiences learning to drive/driving trams at Crich. It's been great to read a bit more about the operations at one of my favourite preserved operations.

I would have to say that you've had a chance to get behind the controls of an absolutely fantastic range of vehicles in a short space of time there. Something which would make many incredibly jealous.

AN

PS: This thread is acting as an effective marketing tool for Crich museum - I certainly feel encouraged to go back there more often as a consequence of reading.

DAY FIVE - Friday 20th May PM

After lunch, things continued very much as before lunch.....driving practise......stopping at service stops......and more questions about procedures and safety matters.

In fact, a bit of a chance to start to enjoy driving for a change......that is until just after 3:30!

We were north bound and my fellow trainee was on the handles, and I was guarding. We pulled up at the staff post on the exit of Wakebridge....as there was a tram on the single line section. The tram returned, dropped off the staff, which meant we could pick up the staff and proceed up the line.

Staff collected, the driver rang a single gong to indidate he's ready to go. I replied with two bells. The driver acknowledged with two gongs and gently and cleanly went into notch 1.

FLASH! BANG! After less than a second, there was a loud bang and flash from the controller...accompanied by a flash and bang from both the north and south circuit breakers! Having heard a bang around ten inches from my right ear, and seen sparks and dust/smoke fly, my reflex action was to duck - fast! Looking through the tram to the front platform, I saw two equally dazed figures.

We all went into the usual safety routine. Having established the controller key was out, circuit breakers were open and the handbrake was on, I was the first to jump(..not step!) off the car and pull the trolley off the wire. With a worried look on his face, our instructor radioed the Duty Inspector to get the appropriate assistance needed from the Duty Engineer....who came up to establish what had happened, took over the tram and returned it to shed for investigation.

So....we were tramless! But with so little of the day remaining, it was decided to retire to the traffic office to mull over the events of the day. And for the instructor to fill in an incident form describing exactly what was being done when the tram developed its fault! We then had a talk through what would be happening the next day.....assessment day!

ASSESSMENT DAY - Saturday 21st May AM

Three nervous individuals arrived at Crich all bright eyed and bushy tailed! Or that was how we tried to make it look! The two victims...sorry, trainees...and a not quite so nervous....but still nervous...instructor!

We were advised what the test tram would be....a tram we hadn't had chance to drive (yet!)..Blackpool 40:
http://www.flickr.com/photos/26024754@N ... 6383078526

This tram's controllers are the same as Cardiff 131's, so we knew we'd get used to them fairly quickly, and we had time to get in two "shakedown" runs each before we had our assessments...which were scheduled for just after lunch.

After my first run, I was collared by the Duty Inspector (something that tends to happen!!) and asked if I could do a single lunchtime relief conductor duty. Thinking it would help calm the nerves, I agreed...and then proceeded to do my second shakedown run...which was followed by a pep talk from the instructor.

We were then interrupted by the Duty Inspector, who was wanting our instructor to help get our access tram (ie the one tram that has a wheelchair lift on it) out so it could be used. The DI, my instructor and my fellow trainee took 40 back to shed....whilst I wandered off to find who my relief driver was...and find out exactly when we were needed....which was three or four minutes later!!

On returning from what I thought was a single relief duty trip, we were asked to swap to the other service tram and allow its crew to have lunch! After that, I made my way back to the traffic office to have my lunch, a cup of strong coffee, and some food!

ASSESSMENT DAY - Saturday 21st May PM - make or break time!!!!!

Around half an hour later, I made my way back out onto the street to find out when my assessment would be....and was advised that my fellow trainee was having his assessment done...and was in the process of bring the tram back into depot.

Ten minutes later, my mobile rang. My tram and the assessor were ready for me!

I made my way to the tram shed and the assessment began.

Firstly, I was advised what would be happening, what I would be asked to do, etc. And I was told that a second assessor would be on the tram...assessing the assessor! And my instructor would also be on board....as a conductor needing to be told what to do!

I was asked to describe the start of day routine...which I was able to do. And then asked to make one run up and down the line, as if it was the first run of the day....and return to shed.

So, I ran the tram out of the depot shed...fast enough to allow testing of the handbrake. I then radioed the DI to ask to take the tram out onto the main line...ensuring I knew how I fitted in with the service cars. Out we went onto the main line...and did a service stop at the Bandstand stop. Off again....and an electric brake test stopping at the staff post before the first single line section. And then on up the line......through Wakebridge and on up the hill.

By this time, I'd had a few questions thrown at me...all of which I answered correctly. And part way up the hill, I was asked to stop the tram so I could do a roll-back. Key in neutral and hand brake off....roll back and on the instruction of the assessor, bring the car to a halt. Nicely done!! Off we go again..and I just happen to do a hill start in the process....and into Glory Mine...and I had to pull up short as there was a service car in the stub and wait for it to move out.

Having turned the car round..and having to tell the conductor what to do, it was up to the compulsory stop, ready to set off back down the line....and remembering I still needed to test the electric brakes on the south controller!! Off we set....after the tram we were following was out of sight, over the small hump before the downhill section starts....increase speed and test the electric brakes. A few more questions as we set off again, through Wakebridge, and onward down the track.

Once we reached the depot area, my next task was to return the tram to depot...and asked where I was to put it, to which I replied the same road I found it on, there having been no instruction to put it elsewhere. Having instructed my conductor to set the points, I rolled the tram back into the depot....and put her back into the shed, leaving it in the correct state for a stabled tram!

"That's the end of the assessment." was the next thing said. "Lets have a sit down and have a chat about how you've got on." So we had a sit down......