fcclnesso1043
DESCRIPTION
Thameslink Route WON: Week43TRANSCRIPT
PRIVATE AND NOT FOR PUBLICATION
WEEKLY OPERATING NOTICE
Extracted from the following
L o n do n N or t h Ea s t e r n R o ut e ( E a s t M i d l a n ds )
K e n t a n d S us s e x R o ut e s
Week No.
EM / KS – T/L ROUTES 43
Containing
SAFETY NOTICES TEMPORARY SPEED RESTRICTIONS
ENGINEERING ARRANGEMENTS SIGNALLING & PERMANENT WAY ALTERATIONS
GENERAL INSTRUCTIONS & NOTICES
SATURDAY 22 JANUARY 2011
To
FRIDAY 28 JANUARY 2011
THIS NOTICE COVERS SELECTED LINES FROM THE LONDON NORTH EASTERN ROUTE AND KENT AND SUSSEX ROUTES
SECTIONAL APPENDICES
This document contains 97 Pages
First Capital Connect WON – Week 43 2
LINES COVERED BY THIS NOTICE
EAST MIDLAND ROUTES (LN)
LN3140 Bedford St Johns (Excl) to Bedford Station LN3201 St Pancras to Tapton Junction (Via Derby) LN3213 Farringdon to Kentish Town Junction
SOUTHERN ROUTES (SO) SO110 Victoria (E) / Nine Elms to Ramsgate (Via Herne Hill and Chatham) SO130 Charing X/Cannon Street to Dover Priory / E.T Interface (Via TN) SO140 Swanley to Ashford / Sevenoaks SO260 Brixton Junction to Shortlands Junction (Catford Loop) SO270 Nunhead to Lewisham SO280 Farringdon to Herne Hill/Met Jn/Cambria Jn / Canterbury Rd Jn SO500 Victoria to Brighton SO510 London Bridge to Epsom Downs (Via Forrest Hill) SO590 Keymer Junction to Eastbourne SO620 Brighton to Lewes SO630 Brighton / Preston Park to Littlehampton SO650 Balham Junction to Beckenham Junction / Norwood Junction / Sydenham SO680 South Bermondsey Junction to Epsom (Via Mitcham Junction) SO690 Herne Hill to Tulse Hill SO700 Streatham South Junction to Sutton (Via Wimbledon)
First Capital Connect WON – Week 43 3
Safety Notices
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See Item54 (LN3213 Farringdon – Kentish Town Junction) for details.
First Capital Connect WON – Week 43 30
See Item55 (LN3213 Farringdon – Kentish Town Junction) for details.
First Capital Connect WON – Week 43 31
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See Item54 (LN3213 Farringdon – Kentish Town Junction) for details.
See Item55 (LN3213 Farringdon – Kentish Town Junction) for details.
See Item56 (LN3213 Farringdon – Kentish Town Junction) for details.
See Item57 (LN3213 Farringdon – Kentish Town Junction) for details.
First Capital Connect WON – Week 43 37
See Item58 (LN3213 Farringdon – Kentish Town Junction) for details.
See Item59 (LN3213 Farringdon – Kentish Town Junction) for details.
See Item60 (LN3213 Farringdon – Kentish Town Junction) for details.
See Item61 (LN3213 Farringdon – Kentish Town Junction) for details.
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Note: There are currently no Multi Spad Signals to report on the First Capital Connect North Routes
Signal
Location
Line
ELR
Signalbox
Date of Latest SPAD
Events Since 1985
Events
In Current 5 years
TPWS Fitted
At Signal
First Capital Connect WON – Week 43 80
Signal
Location
Line
ELR
Signalbox
Date of Latest SPAD
Events Since 1985
Events
In Current 5 years
TPWS Fitted
At Signal
L45
Metropolitan
Jn
Down Slow
XTD0
London Bridge
04/11/2008
4
3
Y
L97
London Bridge
No 2
Reversable
LBW0
London Bridge
19/10/2007
2
2
N
AD66
Orpington
Up fast
XTD0
Ashford
03/11/10
5
2
Y
L120
London Bridge
No 6 up
LBW0
London Bridge
06/09/2010
10
2
Y
L168
Blue Anchor
Junction
No 6 up
XTD0
London Bridge
05/11/2010
2
2
Y
L496
London Bridge
Up main
LBW0
London Bridge
13/09/2010
3
2
Y
L509
London Bridge
Up
London Bridge fast
LBW0
London Bridge
27/07/2007
3
2
Y
T9
Norwood Jn
Down
London Bridge fast
LBW0
London Bridge
02/11/2009
7
1
Y
T22
Norwood Jn
Up London
Bridge Slow
LBW0
Three
Bridges
01/01/2011
16
2
Y
T332
Copyhold Jn
Up Main
VTB3
Three
Bridges
11/11/2008
8
2
Y
VS411
Loughborough
Jn
Down
Holborn Slow
HHH0
Victoria
17/12/2008
3
3
Y
First Capital Connect WON – Week 43 81
Signal
Location
Line
Date
Period
L161
Spa Road Junction
No 5 Down
21/08/2008
5
L168
Blue Anchor
No 6 Up
11/10/2008
8
L45
Metropolitan Junction
Down Slow
04/11/2008
8
VS411
Loughborough
Junction
Down Holborn Slow
17/12/2008
10
L514
London Bridge
Up Slow
07/04/2009
1
L537
South Bermondsey
Down South London
17/04/2009
1
VS685
Bellingham
Up Catford Loop
03/07/2009
4
VS412
Loughborough
Junction
Up Canbria Spur
13/08/2009
5
L138
Spa Road
Up Passenger Loop
01/10/2009
7
VS677
Blackfriars
Carriage Reception
Road
08/102009
7
VS411
Loughborough
Junction
Down Holborn Slow
14/042010
1
VS372
Blackfriars Junction
Up Holborn
22/04/2010
1
L136
London Bridge Station
No 6 Up
26/04/2010
1
VS354
Blackfriars
Up Snow Hill Line
25/06/10
3
AD2039
Sevenoaks
Gusset Siding
12/07/10
4
L120
London Bridge
No 6 Up
06/09/10
7
L496
London Bridge
Up Main Line
132/09/10`
7
VS157
Kent House
Down Chatham Main
Platform
30/09/10
7
L168
Blue Anchor Junction
No 6 Up
05/11/10
8
First Capital Connect WON – Week 43 82
Signal
Location
Line
Date
Period
T667
Brighton
West Loop
19/05/2008
2
T332
Haywards Heath
Up main
24/052008
3
T26
Gloucester Road
Junction
Up Wallimgton
30/05/2008
3
T118
East Croydon
Up slow
13/06/2008
3
T332
Copyhold Junction
Up main
11/11/2008
9
T22
Norwood Junction
Up London Bridge
slow
23/05/2009
3
T111
East Croydon
Down slow
05/08/2009
5
T95
East Croydon
Down fast
26/08/2009
6
T105
East Croydon
Down fast
11/10/2009
8
T9
Norwood Junction
Down fast
02/11/2009
8
T643
Plumpton
Down Lewes
20/11/2009
9
VC654
Streatham Common
Up Brighton Slow
20/04/2010
4
T112
East Croydon
Up Fast
18/05/2010
2
VC662
Streatham Common
Up Brighton Slow
11/06/2010
3
T1279
Brighton
West Carriage Road
24/06/2010
3
T1127
Earlswood
Up Quarry
23/08/2010
5
T34
West Croydon
Turnback Siding
15/11/2010
9
T22
Norwood Jn
Up London Bridge
Slow
01/01/2011
n/a
First Capital Connect WON – Week 43 83
FIRST CAPITAL CONNECT ADDITIONAL NOTICES
Train Dispatch Arrangements at Kentish Town
When it is necessary to use Kentish Town as a terminating station the following arrangements are to apply in respect of train dispatch. Drivers will dispatch their trains under DOO (P) conditions using the CCTV equipment provided. Drivers should ensure dispatch is at the scheduled departure time. To ensure that the signaller in West Hampstead Signalling Centre is aware that the train is ready to depart, the Driver must, by use of the Cab Secure Radio system (CSR), contact the Signaller 2 minutes prior to departure time, or immediately if less than 2 minutes. Station staff will be provided to assist with the transfer of passengers and station crowd control. In the event that it is necessary to delay a train to await connecting Road transport, Station Staff must obtain authority from FCC Service Delivery Centre (SDC) and also notify the Driver of the situation prior to the scheduled departure time. Station staff must ensure that the Driver is advised when the train is ready to depart. The Driver must then advise the Signaller by use of the CSR. Operations Standards Manager 1st July 2004
Kentish Town Platform 3 – Trains Arriving from and Turning Back South
An “S-Car” turnback board has been provided at Kentish Town on Platform 3 to aid drivers of trains arriving from the south, line up the rear cab with the 4 and 8 car DOO monitors prior to a southbound departure. The “S Car” Stop board is situated about 15m north of the existing northbound DOO monitors. Drivers should be aware that the optimum stopping point is approximately 1.8m - 2m before the actual “S Car” board. The board has had to be positioned in this manner to avoid obscuration of the DOO camera at this location and as a SPAD mitigation measure due to the close proximity of signal WH431 (approximately 8m) Richard Farish Operations Standards Manager 29
th June 2009
Selhurst Traction and Rolling Stock Maintenance Depot - New Wash Arrival Road
3 mph Permanent Speed Restriction
ELECTRONIC SPEED MONITORING EQUIPMENT
Would all drivers/shunt drivers be aware that due to the recent operational incidents which have occurred within Selhurst Depot all the electronic speed monitoring equipment associated with the additional carriage washer have be covered over. All drivers are reminded that the speed through the additional carriage washer remains at 3 mph and must be adhered to regardless whether the washer operates or not.
Authorised by Safety and Environment Author: Paul Bridson DM Selhurst Southern Notice No 02 / 06 Approver: Oscar Sowerby AOSM Head of Projects (Operations) 13
th January 2009
St Pancras International 4 and 8 car stop boards are provided in the four foot of the Down Moorgate (in the Up direction) for southbound trains terminating at St Pancras International Low Level and forming northbound trains. These boards are provided to ensure that the rear (north end) cab is adjacent to the DOO monitors. Northbound trains departing from platform A (Up Moorgate) will be dispatched by means of CD/RA. Richard Farish Operations Standards Manager 1
st October 2010
First Capital Connect WON – Week 43 84
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
BRIGHTON TRAIN CARE DEPOT DEPOT PROTECTION
INTRODUCTION The method of protection to work on trains in the depot yards has been changed and must apply forthwith. Detailed below is a summary of what Drivers should do/expect when moving trains into or out of Roads/sidings. Also detailed is the process that must be followed in the event of a requirement to work on a unit in a Road/siding including Train Preparation. STOP BOARDS Stop boards have been provided for protection of personnel when working on trains and are located at the following locations in the Roads/sidings at the depot.
Road/Siding Positions
1 North (Siding) 1 at Brighton End
2 North (Siding) 1 at Brighton End
1 Lovers (Walk Siding) 4-Car, 8-Car, & 12-Car
2 Lovers (Walk Siding) 4-Car, 8-Car
1 Mont(pelier) 4-Car, 6-Car, & 12-Car
2 Mont(pelier) 4-Car, 8-Car, & 12-Car
3 Mont(pelier) 4-Car, 8-Car, & 12-Car
4 Mont(pelier) 4-Car, 8-Car
5 Mont(pelier) 4-Car, 8-Car
6 Mont(pelier) 4-Car, 8-Car
10 Shed Road 4-Car
11 Shed Road 4-Car
12 Shed Road 4-Car (6-Car berthing space, board applies to whole train if berthed there)
The location of these boards can be identified by a yellow post see Fig 1. The boards can be located on either side of the Road/siding to which they apply. Where it is not obvious which Road the board applies to, arrows on the board indicate the Road/siding that the board protects Fig 2. Fig 1 Fig 2
First Capital Connect WON – Week 43 85
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont) Fig 3 Fig 4
Protected Unit Un-Protected Unit
COMMUNICATION All communication with the depot Signal Panel Supervisor MUST be carried out using Depot Signal Post Telephones (SPTs). Siding name terminology that MUST be used during Safety Critical Communication is as follows:
Montpellier Sidings be Referred to as MONT sidings, e.g. “1 MONT”
Lovers Walk Sidings be Referred to as LOVERS sidings, e.g. “1 LOVERS”
North Sidings be Referred to as NORTH sidings, e.g. “1 NORTH”
West Carriage Road be Referred to as “WEST CAR ROAD”
The shed Roads be Referred to SHED ROAD, e.g. “1 SHED” ENTERING A ROAD/SIDING When entering a Road that has another unit stabled in there, please be aware that the unit ahead of you may be protected. A unit that is protected and has people working on it will have the stop board raised as shown above – Fig 3. The stop board could be situated on either side of the Road/siding, but will have an arrow indicating the Road that it applies to – Fig 2. If the stop board is raised, please sound the depot whistle to notify that you are entering the Road. LEAVING A ROAD/SIDING Before moving a unit in a Road/siding, you must check around the front end of the train beforehand to ensure that there is no protection on the train. The stop boards should be checked as follows:
If you are in all Roads except „NORTH‟ sidings, you should check around the London end of the unit.
If you are in „NORTH‟ sidings, you should check at Brighton end of the Road. If you have been asked to move a unit and upon reaching the unit, you find the unit is still protected, please contact the Signal Panel Supervisor using the depot SPT and inform him/her of this. This will enable him/her to either contact the people concerned or the Depot Control to enable the protection to be removed. Operations Standards Manager 1
st August 2007
Class 377 “Electrostar” EMU‟s – Bedford Carriage Sidings It is prohibited to split an arriving train comprised of Class 377 rolling stock “over the points”. Trains comprised of Class 377 rolling stock that requires to be split, must either:-
Split in Bedford Station and work into Bedford Carriage Sidings as two separate trains, or
Split on a carriage siding Road and subsequently shunt units.
Richard Farish Operations Standards Manager First Capital Connect 17
th March 2009
First Capital Connect WON – Week 43 86
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
Introduction of Close Door (CD) and Right Away (RA) Dispatch Equipment
CD and RA dispatch equipment has been introduced at the following stations to assist in the safe dispatch of trains. Bedford Platforms 1 – 3 Luton* Platforms 1 – 5 St Albans Platforms 1 – 4 City Thameslink Platforms 1 – 2 Blackfriars Platforms 1 – 2 * At Luton, CD/RA equipment is not provided for trains departing from platforms 1-3 in the signalled wrong direction, for example, northbound from platforms 1 or 2 or southbound from platform 3. Trains departing in the wrong direction on these platforms will be dispatched using conventional bat and flag (or handlamp during hours of darkness). Drivers CD/RA indicators are provided in a position where they can be clearly seen from the current 4/8 or S car stop boards and therefore drivers are not required to alter the stopping position of their trains as a result of the introduction of this equipment. In the event of failure of the CD/RA equipment, dispatch will be carried out using manual dispatch (bat and flag, or handlamp during hours of darkness). The circumstances of which will be advised to each driver by the dispatcher. This equipment will only be used for the dispatch of Driver Only Operation (DOO) trains. Trains with guards (for example East Midlands Trains) will continue to be dispatched using manual dispatch methods (i.e. bat or white light).
Provision of this equipment does not remove the drivers or dispatchers responsibility to check that any platform starting signals (or associated off indicators) are showing a proceed aspect before commencing the dispatch process.
Blocking the Line for the Purpose of Train Examination
There has been two occasions recently where train drivers and train maintenance staff have been involved in near misses with other trains when undertaking an examination of a defective or failed train. Luckily, on both occasions, no-one was injured or killed. In both cases poor safety critical communications between driver and signaller were the underlying cause. Train drivers and maintenance staff are reminded that if they are required to work outside their train, and cannot do so from a position of safety, they must arrange a blockage of the adjacent line(s) from the controlling signaller. When arranging a blockage with the signaller you must ensure that:-
You are speaking to the correct signaller for that portion of line
You identify yourself, your train headcode and where you are speaking from
You identify specifically what line(s) you require blocked and for what purpose
The signaller repeats back your request correctly
You do not start work until the signaller has confirmed that train movements have been stopped on the line(s) requested and it is safe for you to go on or near the line.
Correct use of the safety critical communications protocols are a key element to staying safe. Stay professional – stay focussed – stay alive.
Richard Farish Operations Standards Manager First Capital Connect
First Capital Connect WON – Week 43 87
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
Shoe Fuses, Third Rail Collector Equipment & “Paddling Up” Collector Shoes
General Drivers should be aware that from 0001hrs Monday 18
th May 2009 the following instructions will be introduced.
The instructions apply to all dual voltage Electric Multiple Units operated by First Capital Connect. These instructions are being introduced to reduce the risk of electrocution to drivers should any of the tasks be carried out incorrectly due to the infrequency of such events happening. Track Safety Drivers are reminded that whenever they are required to examine or undertake work on their train and they are exposed to train movements on adjacent lines then they must arrange with the controlling signaller for those lines to be blocked to all rail movements. Shoe Fuses Where it is identified that blown shoe fuses are preventing the train from moving, the train must be declared a failure and assistance requested from the controlling signaller immediately.
Drivers are no longer permitted to change shoe fuses.
Third Rail Collector Shoes (DC areas & AC/DC changeover locations) In the event of a train sustaining damage to third rail collector shoes and associated equipment (including shoe beams) drivers must not attempt to tie up damaged collector shoe equipment. The signaller must be informed of the circumstances immediately and arrangements made for assistance from engineering staff. Third Rail Collector Shoes (AC only areas) In the event of a train sustaining damage to third rail collector shoes and associated equipment (including shoe beams) drivers may tie up damaged collector shoe equipment using the equipment provided in the emergency tool cupboards. Where a Class 377 unit is involved, assistance from engineering staff must be arranged. In the event of it becoming necessary to tie up damaged third rail collector shoe equipment, when in an AC area, the pantograph(s) must be dropped whilst undertaking the operation. Paddling Up In the event of a train requiring “paddling up” (for example to identify a unit that, through a defect, is causing tripping of the third rail equipment) the driver must request assistance from engineering staff.
Drivers are no longer permitted to “Paddle Up”
Richard Farish Operations Standards Manager 12
th May 2009
Turnback Arrangements – Platform 2 Elephant & Castle
With effect from 04.00 hours Monday 25
th May 2009, the turnback arrangements at Platform 2 Elephant & Castle for services
arriving from the Loughborough Junction direction will be fully commissioned. A 4 car and 8 car stop board is provided for Class 465/466 Networker EMUs to align the rear cab of trains turning back with the platform DOO Monitors. Drivers of Class 319/375 & 377 EMUs should stop immediately short of the appropriate stop board so that the offside cab door window is aligned with the yellow line provided on the platform marked 319(4) or 319(8). This will align the rear cabs of these units with the platform DOO monitors. Train dispatch at Elephant & Castle will continue to be under Driver Only Operation (Passenger) conditions using DOO monitors. Head of Projects (Operations) First Capital Connect 22nd May 2009
First Capital Connect WON – Week 43 88
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
LUTON STATION Please be aware that work will be ongoing at Luton station in connection with the construction of a new multi-storey car park adjacent to Platform 1 (Up Slow). Drivers approaching this area are advised of the close, but safe, proximity to the line of cranes and other heavy plant. Drivers are also respectfully reminded not to become distracted by these works. Richard Farish Operations Standards Manager 23
rd November 2009
UNTIL FURTHER NOTICE
LUTON STATION
Drivers are advised that a duplicate “S” car stop board has been provided on the cess side of platform 1 (Up direction) as an aid to sighting the stop board from a 377 unit. Please note that the layout will revert back once the platform extensions are completed at the station. Craig Fergusson Ops Strategy Assistant 16/04/10
Stabling / Berthing at Gatwick Sidings
The 4/8 and 12 car marker boards are for trains that are booked into these sidings for turnaround purposes.
Any trains booked to berth/stable in Gatwick sidings must pull right up to the 12 car marker on each road regardless of formation.
Mark Pepper Depot Manager TL South Blackfriars and Brighton depots 23 June 2010
UNTIL FURTHER NOTICE
First Capital Connect WON – Week 43 89
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
Permissible line speed Entering / exiting St Albans Centre Siding
Drivers are reminded that the permissible line speed for St Albans Centre Siding is 5mph.
The line side signage of 15mph before these sidings pertains only to speed when crossing the points.
This notice will be repeated in WON week number 50 under First Capital Connect Additional Notices to ensure all drivers are in receipt of an individual copy of this notice. Steve Castle Regional Driver Manager 01 March 2010 UNTIL FURTHER NOTICE
CLASS 319 TRACTION RESET
Following an upgrade in the Class 319 traction package software an issue has been identified where loss of power symptoms may be experienced following a driver changing ends or taking over a train at a terminus station. The First Capital Connect Engineering team and Alstom are currently working to resolve this issue. Until further notice, drivers MUST perform a traction reset (as described below) EACH time the cab is energised – for example each time the master key is inserted and the master switch moved away from „off‟. Failure to do so can result in damage to traction motor equipment. Reset Procedure
Insert master key
Move master switch away from off to either forward or neutral
Press and hold Pan Up/Reset for ten seconds Extreme caution must be exercised when conducting this operation in areas where there is no overhead line equipment (OHLE) – be extremely vigilant of the risks of falling into a habituation trap and accidentally raising the pantograph. RICHARD FARISH Operations Standards Manager 17
th July 2010
UNTIL FURTHER NOTICE
First Capital Connect WON – Week 43 90
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
TPWS OVERSPEED LOOPS: LONDON BRIDGE (LOW LEVEL)
To mitigate against the consequences of a train striking the bufferstop at London Bridge (Low Level – Platforms 8-13), Network Rail have installed additional TPWS overspeed equipment on the approaches to the bufferstops. These new TPWS overspeed loops are in addition to the loops currently installed and are situated between the existing TPWS loops and the bufferstops.
If you experience a TPWS brake demand approaching bufferstops you must:-
Acknowledge the TPWS brake demand by pressing the AWS/TPWS cancellation button. (Red Brake Demand light will go steady)
After the train has come to a stand and the brakes released, move forward to the normal stopping point if safe to do so.
Ensure that the TPWS activation does not distract you into opening the doors on the wrong side or with part of the train not fully platformed.
Contact the signaller and tell them what has happened
Following any instructions given to you by the signaller.
RICHARD FARISH Operations Standards Manager First Capital Connect 22
nd July 2010
UNTIL FURTHER NOTICE
First Capital Connect WON – Week 43 91
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
Cleaning of Cab Windscreens
Drivers should be aware that buckets (containing water only) and short handled brushes have been provided at the following locations solely for the purpose of cleaning the driver‟s side cab window for the duration of the spring/summer months.
Bedford Station Platform 1 & 3 Luton Station Platform 2 St Albans Station Platform 1 & 4 Blackfriars Station Platform 1 & 2
You should however be aware of the following instructions which have been identified through risk assessment of the task. You MUST
Only clean the driver‟s side window adjacent to the platform at the locations listed above
Only stand on the platform to undertake this task – be aware of the risk of falling from the platform
Only use the equipment provided for this task
Return equipment to the designated stowage point after use.
You MUST NOT
Clean above the cant rail line
Over reach the platform edge
Attempt to retrieve any of equipment from the running line unless authorised by the controlling signaller.
RICHARD FARISH Operations Standards Manager 28
th July 2010
UNTIL FURTHER NOTICE
First Capital Connect WON – Week 43 92
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
Class 377 – Passenger use of Emergency Door Release Switches
Drivers of Class 377 “Electrostar” multiple units are reminded of the way in which the emergency door release (EDR) switches, located within the passenger saloon, work and the effect that there operation has on the train systems. If the emergency door release is operated:-
In cab audible alarm sounds and the door interlock light is extinguished
The hustle alarm sounds continuously at the doors concerned
MITRAC displays picture from CCTV camera closest to the EDR operated and display a warning bar indicating the vehicle and doors concerned. This image will not display until the train is at speeds lower than 4mph. If this image does not automatically appear, it can be found using the driver menu.
The door will be released but will NOT fully open until the train speed is 3mph or less
Emergency brake application will be initiated after a short delay (approximately 5 seconds), unless you depress the override (located in the drivers footwell)
The driver MUST:-
Acknowledge the Train Fault Alarm
Bring the train to a stand immediately if the train or any part of the train is within a platform or the train is in immediate danger.
Advise passengers (via the PA) to stand clear of any exterior doors
If the automatic emergency brake application would result in the train being brought to a stand in an unsuitable location where an emergency could be dealt with, then:
o Depress the override (located in the drivers footwell) o Reduce the speed of the train to a cautionary speed o Locate a suitable location to stop
The train however must be brought to a complete stand within 80 seconds taking into account the above
Contact the signaller using the EMergency facility on the CSR if appropriate Richard Farish Operations Standards Manager First Capital Connect 18
th October 2010
UNTIL FURTHER NOTICE
First Capital Connect WON – Week 43 93
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
RAIL-HEAD ADHESION
Controlling the train You must control the train to take account of:-
The conditions, and
Locations of known low rail-head adhesion as listed in the Sectional Appendix Experiencing and reporting low rail-head conditions You must tell the signaller immediately if you experience either of the following:- Low rail adhesion Likely to cause difficulties in stopping at a location NOT listed in the
Sectional Appendix
Exceptionally poor rail adhesion
Likely to cause more than anticipated difficulties in stopping at a location listed in the Sectional Appendix
Controlled Test Stops When the signaller tells you to make a controlled test stop, you must brake the train using the technique that you would normally use for the weather and rail adhesion conditions at the location rather than that used for the exceptional, rail-head adhesion conditions. Immediately following the controlled test stop, you must tell the signaller:-
The results of the test, and
Whether the rail-head adhesion conditions should still be considered as exceptional Serious Wheel Slip You must tell the signaller the location where serious or prolonged wheel slip is experienced. However, if the wheel slip is severe or you suspect damage to the rail, you must stop the train specially and tell the signaller immediately. Richard Farish Operations Standards Manager First Capital Connect 18
th October 2010
UNTIL FURTHER NOTICE
First Capital Connect WON – Week 43 94
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
Luton Platform 2: Diagrammed Specific Moves THIS INSTRUCTION SUPERSCEDES THE PREVIOUS INSTRUCTIONS CONTAINED IN WONS 37-39 INCLUSIVE
Following the commissioning of the platform extension at Luton Station (Platform 2 – Platform Loop) the following method of work must now be used where rolling stock is berthed at the north end of platform 2. 8-car arriving from the south that requires to DETACH and berth front portion
You must bring your train to a stand at the 12 Car Turnback board located at the north end of the new platform extension
Release doors (right hand side) and allow passengers to disembark.
Station staff will ensure the train is empty and close the train doors using the local vehicle buttons and inform you when this has been done.
The detachment must be carried out from the north end cab of the south end unit
The berthed unit must display red tail lamps at both ends
After the front portion has been detached and berthed proceed to the south end cab
You must request permission from the signaller via the CSR to draw down towards WH478 and stop at the “S” Car Stop board. This move is required as the train is required to be closer to WH478 due to the approach control fitted to this signal. It is also required to allow the dispatcher to safely see entire length of the train from the CD/RA control point.
Release doors where appropriate. 4-car arriving from the south that requires to ATTACH front portion previously berthed
You must bring your train to a stand at least 2m (6ft 6”) in rear of the berthed unit.
Release doors (right hand side) and allow passengers to disembark.
Station staff will ensure the train is empty and close the train doors using the local vehicle buttons and inform you when this has been done
Draw forward and attach to the berthed unit in line with Class 319 operating instructions.
After the front portion has been attached, proceed to the south end cab
You must request permission from the signaller via the CSR, to draw down towards WH478 and stop at the “S” Car Stop board. This move is required as the train is required to be closer to WH478 due to the approach control fitted to this signal. It is also required to allow the dispatcher to safely see entire length of the train from the CD/RA control point.
Release doors where appropriate. Richard Farish Operations Standards Manager First Capital Connect 17
th December 2010
UNTIL FURTHER NOTICE
First Capital Connect WON – Week 43 95
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
CRICKLEWOOD TRAIN WASH
From 0001hrs 17th January 2011, all First Capital Connect trains formed of Class 319 rolling stock
entering Cricklewood Depot will be brought to a stand at CD03 signal for the purpose of allowing a member of train presentation staff to board the train to close the windows prior to proceeding through the train wash.
Once the train has come to a stand at CD03, the cleaner will advise the driver to their presence and request permission to board the train to close the train windows.
The driver should allow the cleaner access to the train through the driving cab door.
The cleaner will then proceed through the train closing train windows.
o If the train is formed of a four car train, the cleaner will exit the train from the rear cab door and make their way back to the front of the train and advise the driver that they have left the train.
o If the train is formed of an eight car train, the cleaner will exit the north end unit, from
the rear cab door and re-board the south end unit and proceed through the south end unit, exiting from the rear most cab door and make their way back to the front of the train and advise the driver that they have left the train.
The driver must only proceed when CD03 displays a proceed aspect.
Richard Farish Operations Standards Manager First Capital Connect UNTIL FURTHER NOTICE
First Capital Connect WON – Week 43 96
FIRST CAPITAL CONNECT ADDITIONAL NOTICES (Cont)
ST.ALBANS TURNBACK MOVES In connection with the engineering work taking place between Radlett and Kentish Town there will be no access to electric trains south of St.Albans between the following dates/times:- Saturday 22
nd January 2011 0030hrs until 0630hrs
Sunday 23rd January 2011 0205hrs until 0855hrs
Sunday 23rd January 2011 2330hrs until 0430hrs (Monday 24
th January 2011)
The following method of work will be employed to turn southbound trains at St. Albans, via the centre siding, to form northbound services. Southbound (Up) Services:
Trains will be signalled as normal, on the Up Slow as far as WH268 (St.Albans platform 1 starting signal)
Station staff will ensure that all passengers have detrained from the service and close the train doors using the vehicle end local door close buttons
On changing ends drivers MUST contact the signaller before moving the train via the CSR (Area Code 60)
Once the route has been set, the signaller will authorise the driver to proceed cautiously towards the centre siding. St Albans Centre Siding:
The driver must bring their train to a stand at the car-stop appropriate to the length of their train and change ends.
After changing ends the driver MUST contact the signaller before moving the train via the CSR (Area Code 60)
Once the route has been set, the signaller will authorise the driver to pass WH594 (centre siding exit position light signal) at danger and proceed cautiously towards St.Albans station platform 2 (Down Slow)
On arrival at St Albans platform 2, drivers must bring their train to a stand adjacent to the car stop markers on the opposite platform (1), appropriate to the length of their train
Drivers should ensure that they release the doors on the correct side of the train and then change ends. Northbound (Down) Services:
Drivers should ensure the CSR is correctly set up (Area Code 60, Signal WH275)
Trains will be dispatched (CD/RA) and signalled in the normal method
When making un-signalled moves, do not move the train until you have received permission from the controlling signaller Correct use of safety critical communications protocols can avoid operating incidents – remember to repeat back the message. After being authorised by the signaller and before departing the centre siding towards Platform 2, ensure that the trap points are correctly set for the passage of the train.
Richard Farish Operations Standards Manager First Capital Connect
First Capital Connect WON – Week 43 97
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Extracted from Network Rail
London North Eastern Route (South) Kent and Sussex Routes
Week 43
Jackie Townsend Operations Director
First Capital Connect Tel: (Internal) 004 3872
Tel: (External) 01234 275872 Issued at Bedford
Friday, 14 January 2011