LOCOMOTIVE JOURNAL
APRIL 1988
BATTLE OF THE BRAKES
Major changes are need the braking system of modern commuter trains the Society told British Railways Board at a hastily convened meeting on 11th March.
Drivers from all over the country have complained bitterly about deficiencies in braking systems which have led to trains passing signals at danger, buffer stop collisions, over-shooting stations and collisions between trains.
The Executive Committee had requested the meeting to discuss the Westcode type braking system on Class 315, 317, 319, 455, 507, and 508 stock.
The ASLEF team of Neil Milligan, Derrick Fullick, and E.C. members Lew Adams and Jimmy Tran warned that "drivers have lost confidence in the braking system" and stressed that problems are occurring in all regions where the system is in use.
The team used a dossier compiled by General Secretary Neil Milligan and Assistant General Secretary Derrick Fullick consisting of complaints from Health and Safety reps., branches, L.D.C.'s, individual drivers, and internal B.R. documents, to ram home complaints. The dossier was compiled over a period of nine years.
Confronted by stream of complaints about the inadequacies of rage braking system the Board have undertaken to bring the brake pressure of 317 stock up to standard brake pressure. The Society had told the Board that we had information that brake pressure on 317 stock had been reduced to save wear and tear on the brake system wheels.
The Board are also going to examine the possibility of substantially increasing the brake pressure in the "emergency" braking position on the other stock, without any reduction in the maximum pressure at step 3. They say that such an increase in pressure would be extremely effective in bringing the train to a halt.
An alternative also being examined is substantially increasing the brake pressure in each of the three steps.
The Board are also to examine difficulties with the Wheel Slip Protection device, along with many other points raised by the Society. "You have raised a whole series of questions which we have got to spend some time trying to pick up how best to deal with and how we can find a solution and bring back confidence and improve the situation" the Boards' representatives told the ASLEF team.
Follow-up meetings are to be arranged.
Some years ago, drivers on Merseyrail welcomed the introduction of Class 507 and later 508 stock with great joy." They thought they would be driving more reliable and comfortable trains. It would be good for the passengers and for the drivers. It was a disaster.
On Merseyrail, as in other parts of the country, brakes are simply not stopping trains. This means platforms are overshot, and signals passed at danger.
How wrong our expectations turned out to be Kirkdale branch secretary J.P. Glover wrote to the Society on 7th March, 1988. These units are proving to be nothing short of a nightmare with our members having no respite as daily they have to contend with a braking system that is quite frankly ineffective.
RESOLVE
Braking problems have been experienced with 313, 315, 317, 319, 455, 507, and 508 stock commuter trains. Every region has a braking problem.
Drivers with 40years experience have the same difficulties as drivers with 4 years experience. B.R. has experimented with ways to resolve the braking difficulties.
In some regions Sandite trains are used to improve adhesion between wheel and track. The W.S.P. device has been desensitised in other regions.
Some trains have had magnetic track brakes fitted, or scrubber blocks. Braking problems are still occurring.
What drivers on Mersyrail did not know is that when the Class 508s were introduced, questions were raised about the braking efficiency of the trains, years before they reached Merseyside.
On 17th November 1980, Waterloo LD.C. wrote to the Area Depot Manager, Mr. Jupp. Their letter expressed concern "at reports from drivers that 508 units do not respond to brake applications. We have received numerous reports of station run-by etc."
By August 1981, the drivers had become very concerned. At a consultation meeting with British rail Southern Region, drivers representatives warned that each day saw between 18 and 24 statins being overrun.
L.D.C. reps. told of drivers not being in control of their trains and having to wait for their train to stop "of its own accord." The staff side warned that the Class 508 trains would be boycotted unless improvements were made.
By the end of October 1981, the braking problem had not been resolved. At a meeting. on 28th October 1981, B.R. Southern Region were warned that the 508 stock would be boycotted as the drivers had lost confidence in the brakes.
From 1st November to 7th December, the Class 508 stock were boycotted. British Rail withdrew them from service.
Drivers on the Southern Region were experiencing what was to become a problem for the whole country as B.R. invested in lightweight commuter trains, with electronic disc braking systems.
The Westcode type systems are electronic automatic disc brakes. Some have seven step braking and some have three step braking.
WARNING
When the driver wants to slow down or stop his train, he moves up the steps from 0-1-2-3. Having moved into each step a computerised "logic box" takes over.
The braking system works very well when decelerating rom high speeds. The problems begin at low speeds under 20 miles per hours.
Drivers complain that when trying to bring their trains to a halt, the brake simply "fades away." they say they can stop all day on the right spot at 100 stations, and then without warning, they applying their brakes and nothing happens.
Another problem id caused by there Wheel Slip Protection device. The W.S.P. is designed mainly to reduce the cost of maintenance by preventing wear and tear on the braking system.
Wheel Slip protection problems occur in all weathers, but are particularly prevalent in damp weather or where the track has a layer of leaves or other debris which has not been cleared. Cynical drivers say that if the train sees a cloud it won't stop at the next station!
SLIPPING
When wheels are slipping or skidding, the W.S.P. sensor releases the brake, effectively taking control away from the driver. The W.S.P. prevents "wheel flats" which saves on the cost of repairing or replacing damage wheels.
Braking problems occur when wheels on each axle are slipping and few of the brakes are being continuously applied because the W.S.P. is releasing them. The W.S.P. sensor effectively tells the brakes to go off.
LOCOMOTIVE JOURNAL
APRIL 1988
BATTLE OF THE BRAKES
Changes Ahead
Major changes are needed to the braking system of modern commuter trains the Society told British Railways Board at a hastily convened meeting on 11th March.
Drivers from all over the country have complained bitterly about deficiencies in braking systems which have led to trains passing signals at danger, buffer stop collisions. over-shooting stations and collisions between trains.
The Executive Committee had requested the meeting to discuss the Westcode-type braking system on Class 315, 317, 319, 455, 507 and 508 stock.
The ASLEF team of Neil Milligan, Derrick Fullick, and EC members Lew Adams and Jimmy Tran warned that "drivers have lost confidence in the braking system" and stressed that problems are occurring in all regions where the system is in use.
The team used a dossier compiled by General Secretary Neil Milligan and Assistant General Secretary Derrick Fullick consisting of complaints from Health and Safety reps. branches.
LDC's, individual drivers, and internal BR documents. to ram home complaints. The dossier
was compiled over a period of nine years.
Confronted by a stream of complaints about the inadequacies of the braking system the Board have undertaken to bring the brake pressure of 317 stock up to standard brake pressure. The Society had told the Board that we had information that brake pressure on 317 stock had been reduced to save wear and tear on the brake system wheels.
The Board are also going to examine the possibility of substantially increasing the brake
pressure in the "emergency" braking position on the other stock, without any reduction in the maximum pressure at step 3. They say that such an increase in pressure would be extremely effective in bringing the train to a halt.
An alternative also being examined is substantially increasing the brake pressure in each of the three steps.
The Board are also to examine difficulties with the Wheel Slip Protection device, along with many other points raised by the Society. "You have raised a whole series of questions which we have got to spend some time trying to pick up how best to deal with and how we can find a solution and bring back confidence and improve the situation" the Boards' representatives told the ASLEF team.
Assistant General Secretary Derrick Fullick said: "I have been telling BR for years that the braking systems have serious flaws and they cannot keep putting accidents down to 'driver
error'. They have accepted there are problems with the brakes and we will keep pressing them until the problems arc resolved."
Follow-up meetings are to be arranged.
Some years ago, drivers on Merseyrail welcomed the introduction of Class 507 and later 508 stock "with great joy". They thought they would be driving more reliable and comfortable trains. It would be good for the passengers and for the drivers. It was a disaster.
On Merseyrail, as in other parts of the country, brakes arc simply not stopping trains. This means platforms are overshot, and signals passed at danger.
How wrong our expectations turned out to be" Kirkdale branch secretary J. P. Glover wrote to the Society on 7 March 1988. These units are proving to be nothing short of a nightmare with our members having no respite as daily they have to contend with a braking system that is quite frankly ineffective.
Resolve
Braking problems have been experienced with 313, 315, 317, 319, 455, 507 and 508 stock commuter trains. Every region has a braking problem.
Drivers with 40 years experience have the same difficulties as drivers with 4 years experience. BR has experimented with ways to resolve the braking difficulties.
In some regions Sandite trains are used to improve adhesion between wheel and track. The WSP device has been desensitized in other regions.
Some trains have had magnetic track brakes fitted, or scrubber blocks. Braking problems are still occurring.
What drivers on Merseyrail did not know is that when the Class 508s were introduced, questions were raised about the braking efficiency of the trains, years before they reached Merseyside.
On 17 November 1980, Waterloo LDC wrote to the Area Depot Manager, Mr Jupp. Their letter expressed concern "at reports from drivers that 508 units do not respond to brake applications. We have received numerous reports of station run-bys etc"
By August 1981, the drivers had become very concerned. At a consultation meeting with British Rail Southern Region, drivers representatives warned that each day saw between 18 and 24 stations being overrun.
LDC reps told of drivers not being in control of their trains and having to wait for their train to stop "of its own accord". The staff side warned that the Class 508 trains would be boycotted unless improvements were made.
By the end of October 1981, the braking problem had not been resolved. At a meeting on 28th October 1981, BR Southern Region were warned that the 508 stock would be boycotted as the drivers had lost confidence in the brakes.
From 1st November to 7th December, the Class 508 stock were boycotted. British Rail with-drew them from service.
Drivers on the Southern Region were experiencing what was to become a problem for the whole country as BR invested in light-weight commuter trains, with electronic disc braking systems.
The Westcode-type systems are electronic automatic disc brakes. Some have seven step braking and some have three step braking.
Warning
When the driver wants to slow down or stop his train, he moves up the steps from 0-1-2-3. Having moved into each step a computerised "logic box" takes over.
The braking system works very well when decelerating from high speeds. The problems begin at low speeds under 20 miles per hour.
Drivers complain that when trying to bring their trains to a halt, the brake simply "fades away". They say they can stop all day on the right spot at 100 stations, and then without warning, they apply their brakes and nothing happens.
Another problem is caused by the Wheel Slip Protection device. The WSP is designed mainly to reduce the cost of maintenance by preventing wear and tear on the braking system.
Wheel Slip Protection problems occur in all weathers, but are particularly prevalent in damp weather or where the track has a layer of leaves or other debris which has not been cleared. Cynical drivers say that if the train sees a cloud it won't stop at the next station!
Slipping
When wheels are slipping or skidding, the WSP sensor releases the brake, effectively taking control away from the driver. The WSP prevents "wheel flats" which saves on the cost of repairing or replacing damaged wheels.
Braking problems occur when wheels on each axle are slipping and few of the brakes are being continuously applied because the WSP is releasing them. The WSP sensor effectively tells the brakes to go off.
What the sensor does not know is that there may be a buffer, level crossing or another train in front, or a signal at danger or indeed that you need to stop at the platform.
Problems with brake fade and WSP have led to numerous (and often unreported) cases of over shooting platforms. The Ilford branch secretary had 42 cases reported to h:m in a short period of time.
Worse
Since the introduction of modern commuter trains with disc braking systems, there has been a sharp increase in the number of signals passed at danger 1986 was a record.
The frequency of skidding and sliding also has to be tackled. It was not a problem on any great scale when platelayer's gangs were responsible for controlled cutting and burning of vegetation near the trackside.
These gangs are now virtually non-existent. The trackside is now in a worse condition than at anytime. Trains slipping and sliding one of the results.
The cheapest and most convenient way for BR to explain problems with the braking system is to put it down to driver error.
To put this theory of "driver error" to the test I secretly monitored one unit I chose at random. Unit 5813 first came to my attention when it had a brake failure approaching West Norwood Station on 1st October 1986.
The driver applied the brake to step 3 but the brake simply did not go on although the gauge registered that all was in order. The train was halted by use of the emergency brake, and the problem was reported to management immediately.
B.R.B. PASS THE BUCK
comments by Derrick Fullick
For nine years I have heard British Rail trot out the same old story when drivers have
complained about braking systems. They have consistently blamed buffer stop collisions,
signals passed at danger, and everything else that goes with brake failure on drivers not using the braking system properly.
I am sick of "driver error" being blamed on each and every occasion. Braking problems have been experienced by drivers with many years' experience on many different braking systems.
There are simply too many drivers 'involved in too many incidents for all of them to be driver error. The simple fact is that the braking systems are not doing their job: stopping trains.
Many of you will agree with me when I say that British Rail management have not wanted to acknowledge any problem anywhere if they thought it would cost them money to put right. Difficulties with braking systems is a prime example of this.
Rather than put their hands in their pockets or - God forgive ask the Department of Transport for a little more money, they have pointed the finger at drivers. Well we have had enough.
We have had enough of BR pulling "experts" out of the hat to tell us that the brakes arc perfect and "the driver is to blame."
The experts are all part of the Railway Establishment. The Railway Establishment has shut its eyes to braking problems for years, and has hoped the problems will just go away...well they won't. Where are the reports from the Railway Inspectorate into a series of accidents where brake failure is suspected?
To cover themselves in future, British Rail have introduced a new rule to stop drivers blowing the whistle on them. As from June any BR employee who makes a public comment "which may damage the Board's business" can be disciplined and sacked.
What they mean is that an employee who makes a statement which embarrasses BR can be sacked. It does not matter if the statement you make is absolutely true, you can still be sacked.
This rule will cover matters of safety, like brake problems, but also a host of others. It is a crude attempt to stop the union from "going public" and blowing the whistle on safety matters - the safety of staff and passengers.
I say the union. because Executive Committee members are BR Staff, District Secretaries are BR staff on secondment to the union for their period of office. British Rail wants to gag them and gag you.
It is a clear indication that the Board will stop at nothing to silence its critics. Critics who are constantly asking for better services, and telling the truth about some of the present ones.
It is also a clear indication that the Board arc running scared because we have been hitting the target. We will continue to hit that target, and criticise helpfully and responsibly services. funding and safety in the face of BR's bully boys.
LOCOMOTIVE JOURNAL
APRIL 1988
TERROR ON THE NON - STOP TRAIN
Driver's Report to Management
WHILE WORKING the 06.20 Dorking - Victoria train on November 12, while approaching Boxhill Station with caution I completely lost control of unit 5813 with no chance of stopping through sliding.
When I got control, 1/4 mile London side, I went with extreme caution to Leatherhead where I telephoned control and explained what had taken place, and that in my state I was in no condition to continue because I felt that the conditions and with a unit I had no controller my train.
This is not the first time I have had this frightening experience. On Saturday 8 November - 4 days ago -- I was working the 19.21 Victoria - Epsom Downs train when I had the most frightening experience of my whole railway career.
I had experienced no difficulty whatsoever from Victoria -- Banstead, but on approaching Epsom downs everything changed. On brake application the unit picked up its wheels and slid and slid.
the train was going faster under the home signal than when I first made my application way back. The way the unit was sliding and with all my effort to bring the wheels down failing, I never thought the unit was going to stop.
I was still not in control as I went through the diverging points for 1- 2 platform. 1was so sure in my mind that we would not stop I left the driver's scat ready to vacate if necessary, but ha lf way from the dive r ging points and No. I platform the wheels at last took a grip.
Immedaitely took control of the brake and in the end stopped as if the foregoing had been a bad dream. I was so relieved the tension drained out of me. We had stopped.
I had no more problems till I went to stop at Boxhill on the 23.49 Victoria -- Dorking I went right through just like today.
When today's incident happened, all the shock and tension of Saturday hit me. I was shaking. I realized how much danger I, as the Driver, the Guard and passengers were in. I just felt I could not go on driving these 455 units in these slippery conditions.
At this point I would like to make the observation that if Boxhill had been a red signal with a train in the next section, I could have been in a coffin instead of writing rigs report.Who would have got the blame?
Is it really necessary for people to be killed before action is taken? I hope not, I sincerity hope not.
LOCOMOTIVE JOURNAL
JUNE 1988
BATTLE OF THE BRAKES
NEW TRIALS ORDERED
by Derrick Fullick, Assistant General Secretary
Trials of EMUs fitted with modified brakes are underway as BR bid to solve their braking crisis in the face of an ASLEF warning that unless the problems are solved, the matter will be referred to the Health and Safety Executive.
The trials, to be conducted between now and September, will include the use of larger and different types of brake pads. introduction of a genuine emergency braking position with increased brake pressure and alterations to the wheel slide prevention device.
The experiments are to be conducted on different classes of modern commuter trains which have Westcode-type brakes. They are to be linked to a monitoring exercise which will require drivers to complete questionnaires seeking their views on the braking performance of trains with modified brakes.
The Society is to circulate all branches urging drivers to give their full assistance during the monitoring exercise. Drivers operating trains with modified brakes will be asked to complete a questionnaire which will be returned to the Board.
At a meeting with the Board representatives on l0th May, the discussions centred on two main areas. Brake pads: Experiments are to be conducted using larger pads from a variety of manufacturers. Drivers' reactions will be monitored using the questionnaires.
Brake pressure: This is technically the most difficult area. with the Board wanting to experiment with a genuine emergency position which would have additional brake pressure. This would be linked to alterations to the WSP, so that the device cannot operate at speeds below 10 miles per hour. Currently the WSP does not operate below 6 miles per hour.
The Society's representatives stressed that there should be further discussion on the WSP device. and quoted the Railway Inspectorate report into the lethal collision at Colwich Junction. The report says the WSP device should cut-out when an emergency brake appli-cation is made. The Society urged the Board to extend the experiments to include the WSP cutting out at speeds below 15 miles per hour rather than just 10 miles per hour.
Assistant General Secretary Derrick Fullick, who attended the meeting said he is pleased that the problems are being acknowledged and we arc having the first stab at controlled experi-ments. It may be that the various experiments being tried out on the different stock will all need to be incorporated in one system.
Reports
"We hope drivers will co-operate and help us monitor the different tests, and we also want them to continue to send in reports of brake problems or failures involving any of this stock"
.
If you have any suggestions as to what questions should be included on the questionnaire, which may be in addition to the ones which we have thought of, you should send them to: "Braking"
The tests are to be carried out on 313, 315, 317, 318, 417, 455, 507, 508, stock. This list is not exhaustive and other classes of EMUs may be included in the experiments.
LOCOMOTIVE JOURNAL
AUGUST/SEPTEMBER 1988
BRAKE DEFECT TRAIN WAS ALLOWED TO CARRY ON
Derrick Fullick calls for full BR inquiry
A TRAIN which . had been reported as having a serious brake defect carried passengers at up to maximum line speed because of incompetent management. Assistant General Secretary Derrick Fullick has demanded a full inquiry into the incident.
According to a confidential report given to senior managers on the Southern Region, traction unit 5804 went into service on Saturday 2 July following an "A" exam. While it ran as the 17.52 Clapham Junction to Tattenham service, the driver reported a serious brake defect and the unit was taken out of service.
The "serious brake irregularity" was confirmed by a Selhurst fitter who said the train was only fit to run empty to the depot. The next day, Sunday, a fitter attended with a driver and guard to take the unit to the depot, only to find the unit had gone.
The unit was found on Monday morning, in traffic, when the driver reported a brake defect. Nothing was done to repair the defect and the unit continued to carry passengers.
On Tuesday morning, the unit was again reported as being defective in traffic. It was eventually found on Tuesday afternoon on the 15.54 Epsom to Derrick...Inquiry call London Bridge and was taken out of service. It was only then that the full story evolved.
The south central sub-sector Control report blames the incident on a shortage of fitters. As there was no fitter to remove the "card" from the unit to allow it to be taken to the depot, says the report, the unit was not "carded" as defective in the first place.
"This has nothing to do with a shortage of fitters" said Derrick Fullick, "this sort of incident
appears to happen regularly. It is sheer incompetence, not staff shortage which is to blame.
LOCOMOTIVE JOURNAL
DECEMBER 1988
B.R. DITCH 3 STEP BRAKES
SAFETY QUESTION MARK OVER AN DISC BRAKES
British Rail is abandoning the three-step brake following evidence that multiple units fitted with it are involved in more signals passed at danger incidents than other units or loco- motives, writes Assistant General Secretary Derrick Fullick. New multiple units will be built with a 7-step brake and other modifica- tions designed to improve braking performance.
The decision was revealed in a report to the Railway Industry Advisory Committee by Maurice Holmes. BR's new Director of Safety. which states that some multiple units fitted with 3-step brakes arc up to 8 times more likely to pass signals at danger than other passenger units. Multiple units with a three step brake are markedly more prone to SPAD incidents than other units or locomotives" writes Mr Holmes.
The report is based on detailed research carried out by Derby Research and Royal Holloway
College. The research was commissioned to examine the rising tide in SPAD incidents since 1979, when the modern generation of multiple units. which now number about 6.000. were first introduced.
In a comparison of three step disc brakes and three step clap brakes. the disc brakes were
found to be twice as like! to be involved in SPAD incidents as clasp brakes. "Disc brakes are more prone (to passing signals at danger) than clasp brakes" the report says.
The report gives implicit backing to ASLEFs repeated claim that the braking performance of some modern units fitted with automatic disc brakes . which we believe arc responsible for a number of buffer stop collisions and other serious incidents, is a matter for concern. Although shying away from formally blaming the brakes for the increased number of signals passed at danger since 1979. The thrust of the report is that the solution to the problem lies with changing the type of brakes used.
The Class 317 and 318 units are identified as being "especially prone to S.P.A.D.s." The 318s are 8 times more likely to pass a signal and at danger. and 317s are 3 times more likely to pass a signal at danger. A driver's age is not a significant factor. says the report.
Two dominant explanations are given, one being the learning curve effect on the introduction of new fleets of multiple units, and second. differing braking systems on these new fleets. This finding is qualified by the remarks that "these causes do not explain in totality the extent of the rising S.P.A.D. trend. but they are sufficiently dominant and certainly established, and do coincide with the heavy programmes of multiple unit investment, to warrant urgent action"
Mr Holmes reports that future multiple units will not be fitted with 3-step brakes. but instead "will incorporate a 7-step brake." Other modifications will include a wheelslip protection override, and increased brake force in the emergency position.
The WSP override is already fitted to Class 319. 442 and 455 units "has been found effective in preventing S.P.A.D. The feasibility of extending to other fleets is being examine urgently."
Extra brake force in the emergency position is described as "probably the only effective way to avoid most misjudgment errors" but extending it to other fleets of multiple units is dependent on this being possible "at a realistic cost"
Automatic Train Protection mentioned in the report as being "the most effective means of reducing signals passed at danger" is being studied. Any installation of ATP will also be a matterยท of when and if the money is available.
This is the first formal recognition that all is not well with modern braking systems. I welcome these changes, but they cannot stop there. it is not just a matter of three-step brakes. it is any brake which takes the control of braking away from the driver.
Modifying the brakes should not be a question of money, or whether it can be afforded within
the budget laid down by the Government. if brakes are not working as well as they should. they should be changed, irrespective of the costs. They cannot afford not to make changes, and they, have no right to place drivers and passengers in danger in this way.
I hope to have the support of the Railway Inspectorate on this matter, but if the last 10 years are anything ID go by, it may be a case of living in hope and dying in despair. They, have given no public indication of concern about the inadequacy of these brakes. it has been ASLEF which bas forced changes, not the official "watch-
dogs."
I would also like to know what BR are going to do about continuing to discipline drivers for passing signals at danger. when they have not misread or disregarded the signal, but have applied theยท brakes in the normal way and still slid by. These drivers are entitled to an explanation. and an opportunity to have their
records cleared.