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Proposed new passenger station at Glyne Gap,

Bexhill

Technical note – Stage 3b: Operational assessment

March 2013 Rother District Council, East Sussex County Council, Land Securities

Group PLC

Confidential

311776 ITD ITN 1 A

Document5

5 October 2012

Proposed new passenger station at Glyne Gap, Bexhill

Technical note – Stage 3b: Operational assessment

March 2013

Rother District Council, East Sussex County Council, Land Securities Group PLC

Confidential

Mott MacDonald, Spring Bank House, 33 Stamford Street, Altrincham, Cheshire WA14 1ES, United Kingdom

T +44(0) 161 926 4000 F +44(0) 161 926 4100, W www.mottmac.com

Rother District Council, Town Hall, Bexhill-on-Sea TN39 3JX

Proposed new passenger station at Glyne Gap, Bexhill Confidential

Mott MacDonald, Spring Bank House, 33 Stamford Street, Altrincham, Cheshire WA14 1ES, United Kingdom

T +44(0) 161 926 4000 F +44(0) 161 926 4100, W www.mottmac.com

Revision Date Originator Checker Approver Description

A 26 Nov 2012 MCS KP RJF Draft technical note summarising operational issues surrounding Glyne Gap station

B 28 March 2013 MCS/KP KP/RJF RJF Final version with client comments addressed

Issue and revision record

This document is issued for the party which commissioned it

and for specific purposes connected with the above-captioned

project only. It should not be relied upon by any other party or

used for any other purpose.

We accept no responsibility for the consequences of this

document being relied upon by any other party, or being used

for any other purpose, or containing any error or omission which

is due to an error or omission in data supplied to us by other

parties.

This document contains confidential information and proprietary

intellectual property. It should not be shown to other parties

without consent from us and from the party which

commissioned it.

311776/ITD/ITN/1/A 19 August 2013 Glyne Gap Operational Assessment Final v2


Chapter Title Page

Executive Summary i

1. Scope of this analysis 1

2. Assumptions and data sources 2

2.1 Assumptions _______________________________________________________________________ 2 2.2 Types of potential conflict analysed _____________________________________________________ 3 2.3 Data sources _______________________________________________________________________ 3

3. Conclusions for services at Glyne Gap 4

3.1 Outline timetable at Glyne Gap _________________________________________________________ 4 3.2 Implications for study ________________________________________________________________ 5

Appendices 7

Appendix A. Glyne Gap and surrounding existing stations: location map ___________________________________ 8 Appendix B. Details of timetabling assessment _______________________________________________________ 9

Content

311776/ITD/ITN/1/A 28 March 2013 Glyne Gap Operational Assessment Final v2

i


This report presents the results of a detailed operational assessment of the viability of

serving a new station at Glyne Gap, located between Bexhill and Bo Peep Junction, west

of Hastings. The analysis has been based upon the present day timetable (May 2012) –

we are aware that major timetable changes are due as part of the Thameslink project

which could impact on this analysis, but these plans have not been made public at

present.

The operational analysis has paid attention to key network conflicts and constraints in the

area, in particular those at:

Bo Peep Junction where the London-Hastings line meets the East Coastway line;

Hastings station, due to the limited numbers of platforms and the inter-actions with

Hastings line trains;

West of Eastbourne, due to platform constraints at Brighton, and Brighton Main

Line interactions from Keymer Junction (Wivelsfield) northwards; and

East of Ore caused by single track line capacity issues on the line to Ashford.

The analysis has identified that a close to regular interval hourly service could be

provided at a Glyne Gap station, but that the service origin/destination would be

imbalanced with:

westbound the service running to Brighton; whilst

eastbound the service coming from London Victoria.

The actual service calling at the station would be the all-stations service, with the current

semi-fast Brighton-Ashford service unable to call due to operational and train capacity

reasons.

The analysis has also shown that to achieve a higher frequency than hourly would

require major retimetabling – eastbound services every half-hour could be possible with

little impact upon the timetable, but westbound this would not be possible.

The results of the analysis contained in this report have been carried through to the

station demand forecasting and business case development, train service frequency

being a key driver of demand.

Executive Summary


1


Mott MacDonald has been commissioned by Rother District Council, East Sussex County Council and

Land Securities Group plc to develop the commercial, operational and infrastructural viability of a new

station at Glyne Gap, located to the east of Bexhill station in East Sussex. This report presents the results

of the operational viability. This has focused in particular on the practical feasibility of stopping existing train

services at the new station, and identifying any timetabling difficulties that doing so might present. The

issues analysed are:

Conflicts with other trains, for example at critical junctions such as Bo Peep Junction where the Glyne

Gap stop would result in trains arriving at these locations at different times; and

Turnaround times: where the slower journey resulting from additional station stops would mean that a

train would no longer have sufficient time to form its return working.

A turnaround time is the time needed for a train to be able to restart its operation at the end of a particular

working. This time is required for the driver and/or guard to change ends if necessary, any crew changes

and to reboot the train if required. Minimum turnaround times are specified in the Network Rail Timetable

Planning Rules, with any shorter times likely to impact upon a reliable service.

After identifying the two above issues, this note then identifies those services which could stop at Glyne

Gap and so puts forward an approximate possible timetable for the station.

Reference is made in this report to comments provided by Southern and Network Rail during the

Stakeholder Consultation process held on 2nd

November 2012 at East Sussex County Council

headquarters in Lewes.

This review focuses on the core Monday-to-Friday service, when the line sees its heaviest usage and

therefore when issues of conflict and train utilisation are most likely to emerge. Generally speaking, the

Saturday service is very similar to the off-peak (inter-peak) service pattern on weekdays. Sundays see a

less intensive service, with only two trains per hour through Bexhill: the Brighton – Ore local service does

not run; all other things being equal, it is likely that a less intensive service will give rise to fewer timetabling

issues.

This note uses the terms “up” and “down” for directions, following railway convention. In this case, the “up”

direction is essentially eastbound and northbound, i.e. Ore Hastings St Leonards and then either

towards Eastbourne, Brighton and London or towards London via Tonbridge. Accordingly, “down” means

trains away from London/Brighton/Tonbridge and towards Hastings and Ore. On this basis, at Glyne Gap,

trains towards Bexhill and Eastbourne are “up”, with those towards St Leonards, Hastings and Ore being

“down”. Running lines are commonly labelled in accordance with this convention.

1. Scope of this analysis


2


2.1 Assumptions

Our timetabling assessment has been carried out in accordance with the following assumptions:

Glyne Gap station will be located at the approximate location shown on the map included in Appendix A.

The timetable is based on May 2012 services (it has not proved possible to consider future timetables

as the major Thameslink upgrade will lead to a major remapping of the Brighton Main Line and would

have a major impact on the West Coastway service, but has not yet been specified)..

No changes have been made to linespeeds, sectional running times or signalling/junction headways,

reoccupation times and similar as against current specifications. As with the previous assumption, this

is as agreed in the 2 November 2012 stakeholder discussion meetings, i.e. that current timetables and

infrastructure would form the basis of our analysis.

Brighton – Ashford “Marshlink” diesel-worked services are assumed to be out of scope – that is, these

should not stop at Glyne Gap. This reflects the views expressed by Southern Railway and Network Rail

at the stakeholder discussion meeting on 2nd November 2012, that:

these 2-car trains would not have the capacity to accommodate demand from an additional station

call, being already close to capacity;

the units’ poorer acceleration means that they would suffer a worse time penalty than electric units in

stopping at Glyne Gap, leading to line capacity issues;

slowing these “semi-fast” trains would be commercially undesirable slowing the journey time for

through trips; and

that any change to the timetabling of these services would have to be restricted to the section west

of Ore, this reflecting the further assumption that there can be no changes to the timetabling of the

sensitive Ore – Ashford section, which is largely single-track and interfaces with a busy rail hub at

Ashford International.

For the above reasons, the Marshlink trains are not shown in the analysis.

No changes can be made to trains’ timings west of Eastbourne, due to interactions with the Brighton

Main Line at both Brighton and north of Keymer Junction (Wivelsfield).

No changes can be made to trains’ timings on the Hastings – Tonbridge – London line, due to the signal

line sections on this route and interactions with other routes at Tonbridge northwards.

All timings shown are taken from the working timetable (WTT) – in some cases times shown in the

public timetable will be slightly different.

Stopping an electric train at Glyne Gap would add two minutes to the journey times between Bexhill and

St Leonards Warrior Square (the same in both directions); this is assumed to cover braking, dwell time

at the station, and acceleration back to line speed.

Unless stated otherwise, down trains (i.e. those from the west/north) which are proposed to stop at

Glyne Gap will leave stations up to and including Bexhill at the same times, and will then arrive at St

Leonards Warrior Square and subsequent stations two minutes later. In the up direction (i.e. towards

Eastbourne and Brighton/London), they will leave Ore or Hastings, and stations up to and including St

Leonards Warrior Square, two minutes earlier, enabling them to stop at Bexhill and all subsequent

stations to the east at their current times. Exceptions to this assumption are shown.

No conflicts arise to up (westbound) Coastway services at Bo Peep Junction.

We have not had sight of up-to-date rolling-stock diagrams, and therefore our assumptions regarding

train usage (which trains form which later workings) are based on our understanding of current

operations on Southern and South-Eastern, as informed by WTTs. As such, the indications given

regarding which trains form which subsequent services are also assumptions.

In addition, detailed assumptions, derived from the WTT, Timetable Planning Rules and other railway

sources, and relating to specific matters such as how many minutes are to be allowed for specific types of

movement, signalling headways and junction/platform reoccupation times, are detailed in Appendix B.

2. Assumptions and data sources


3


2.2 Types of potential conflict analysed

Conflicts arise where a train is prevented from passing a location at it's timetabled time due to the presence

of another train. This could be due to the simple fact that a train is occupying the same piece of track for

instance a station platform, or at a junction where an allowance has to built into the timetable for the

junction to be cleared, the route to be set and the signal to be cleared as well as the time required for the

train to accelerate and achieve line speed and clear the junction again for the next train.

Potential conflicts considered are as follows:

Bo Peep Junction: conflicts may arise at this flat junction where the “1066 Line” from London via

Tonbridge converges with the East Coastway from Bexhill; in particular, down Coastway trains may

conflict with both up 1066 Line services needing to cross their path to go towards Tonbridge, and with

down services presenting at the junction at the same time or too close in front/behind.

Bo Peep Junction – Hastings: Headway conflicts may arise if trains are planned to follow too closely behind

one another along this section. The signal spacing along the route and the line speed places physical

constraints on the frequency of trains.

Turnaround times: as discussed above, a later arrival at Hastings or Ore as a result of a Glyne Gap

stop, and an earlier departure of the same physical train on its next working back towards Brighton or

London, may leave insufficient turnaround time. In order to maintain timetable commitments from

Brighton, services may have to be planned to leave Hastings or Ore earlier so that they may stop at

Glyne Gap without affecting arrival time at London or Brighton.

Movements around stations: conflicts may also arise around movements of trains in Hastings, Ore and

Eastbourne stations, which have multiple platforms and sidings. As complex station layouts have many

junctions and crossovers, additional time is required to allow the routes to be set into each

platform/siding and for trains to traverse and clear each junction/crossover.

Trains accessing/leaving St Leonards Carriage Sidings: trains to and from this depot, just west of Bo

Peep Junction, enter and leave via the down Coastway track. This means that the down Coastway line

is blocked for the duration of the movement and the time required to reset the route.

Willingdon Junction: this is the junction north of Eastbourne where the line to Brighton diverges from

that to Hastings. Time required to allow the route to be set, trains to pass and the route to be reset.

A 12-minute turnaround is acceptable in the sidings at Ore (there being no specific stipulation in the

Timetable Planning Rules). Timetable Planning Rules are agreed between TOC and Network Rail to

set minimum service times against which the timetable is cast, this time includes the time taken to

arrive, change ends and depart and clear the sidings.

2.3 Data sources

We have used the following data sources in carrying out this analysis:

Timetable planning rules, Kent & Sussex, 2012 (NR), v. 2.5 - SO170, SO200, SO590 and SO6001

Public timetable, May 2012

Working timetables WA05 and WE03, May 2012

_________________________ 1 This is what used to be known as the Rules Of The Plan.


4


3.1 Outline timetable at Glyne Gap

Details of our analysis are shown in Appendix B to this note. This shows in detail which services could

apparently stop at Glyne Gap without difficulty, which could not do so without causing significant conflict,

and which could potentially stop at Glyne Gap if other changes to the timetable were made to avert

conflicts. Where there are conflicts, the issues causing them are identified.

The result is that we would propose that the following pattern of services might be timetabled through a

station at Glyne Gap, looking firstly at down (eastbound) trains:

Table 3.1: Possible Glyne Gap stops – down services (eastbound)

GG dep. Headcode2 Dep. origin3 Origin Destination Status

06:52 2D03 06:33 Eastbourne Hastings provisional

08:05 2D09 07:38 Eastbourne Ore OK

09:06 2D11 07:52 Brighton Ore OK

10:06 2D17 08:52 Brighton Ore provisional

10:44 1F08 08:47 London Vic Ore OK

11:43 1F12 09:47 London Vic Ore provisional




16:05 2D33 14:52 Brighton Ore provisional





19:42 1F42 17:35 London Vic Ore provisional



22:45 1F56 20:47 London Vic Hastings OK

23:44 1F60 21:47 London Vic Hastings provisional

The last column, “status”, indicates the conflict status: where the service is marked as “provisional”, it could

stop at Glyne Gap at the times shown, but only if other changes were made to the timetable – however,

such services are only included where the changes appear to be feasible, i.e. without making changes to

existing services west of Brighton or between Brighton and London. Details of the conflicts needing to be

resolved are included in Appendix B. As an example, the current 06:33 Eastbourne to Hastings (train ID

2D03) could stop at Glyne Gap at 06:52 if its departure time from Eastbourne were moved forward to 06:31

_________________________ 2 Headcode is the individual train identification code in the timetable. It is used to identify the train in the timetable and all associated

train running information such as formation, route, performance characteristics etc. 3 This is the present-day departure time, shown for train identification purposes. In a few cases, the departure time will change by up

to 2 minutes if the train is to stop at Glyne Gap – see Appendix B for full details.

3. Conclusions for services at Glyne Gap


5


to avoid a conflict around Hastings and allow it enough time to turn around at Hastings to form its next

working; our analysis suggests that this would be feasible.

Table 3.2: Possible Glyne Gap stops – up services (westbound)

GG dep. Headcode Dep. origin4 Origin Destination Status

05:48 2D06 05:42 Hastings Eastbourne OK

06:21 1F05 06:15 Hastings London Victoria OK

07:26 1F09 07:20 Hastings London Victoria OK

08:32 2D08 08:22 Ore Brighton OK







15:58 1F45 15:48 Ore London Victoria OK




19:34 2D38 19:27 Hastings Brighton provisional


21:36 1F69 21:22 Ore London Victoria OK


23:28 2D46 23:22 Hastings Brighton OK

As can be seen, only one train in this direction would require any further amendments to the timetable,

because fewer conflicts arise in the up direction. Trains travelling in the up (westbound) direction are

subject to fewer conflicts meaning that only one timetable amendment will have to be made to allow a

stopping service in this direction at Glyne Gap.

We would, of course, emphasise that these proposed stops at Glyne Gap have been put forward purely on

the basis of timetable analysis, and they do not imply that there is a business case for stopping trains there.

Rather, they show what type of timetable can sensibly be assumed for demand-forecasting purposes, and

therefore they inform the business case appraisal process.

3.2 Implications for study

It can be seen that, from a timetabling perspective, one train per hour can be timetabled to stop at Glyne

Gap on an almost hourly frequency with minimal changes to the existing timetable. Notably, while the

number of trains proposed to serve Glyne Gap in each direction is the same, down trains are for the most

part formed of services from London, whereas in the up direction they are generally Brighton trains. Clearly

this “uneven service” is in some respects sub-optimal: the station would generally have direct services to

_________________________ 4 Once again, this is the present-day departure time, including for train identification purposes. In all cases here other than train 2D38,

the departure time would be two minutes earlier to allow the Glyne Gap stop; details are in Appendix B.


6


Brighton but not from it, however, the opposite will apply to services to London. That said, there would be a

peak-time direct train to and from London.

We are aware that stakeholders have expressed a desire for Glyne Gap to be served by two trains per

hour. Operationally, this would be difficult: while in the down direction several trains from Brighton could

potentially stop at Glyne Gap if other amendments were made to the timetable5, in the up direction the

trains from Ore to London Victoria could generally not do so in the inter-peak period without substantial

further changes to the timetable. This is because of physical line constraints, they can follow five minutes

behind Hastings – Tonbridge – London Charing Cross services between Hastings and Bo Peep Junction,

meaning that the Coastway trains could not leave early enough to allow a Glyne Gap stop. Nor could these

trains arrive later into Eastbourne: they would then not have sufficient time to couple to the additional

coaches they acquire there, before changing direction to continue their journey towards London. As such,

given that it would not be sensible to have a half-hourly service from Glyne Gap in one direction and an

hourly service in the other, we have proposed the above services as a compromise which gives a

reasonably regular service throughout the day, at the cost of the unevenness of destinations described

above.

For the purposes of the Glyne Gap demand forecasting and business case appraisal work, the service

patterns as set out above in Tables 3.1 and 3.2 have been used.

_________________________ 5 The extra down trains would leave Glyne Gap at around 06:36, 09:43, 11:05, 12:05, 13:05, 14:05, 15:05, 18:49, 20:43 and 00:44 –

subject to other amendments which could be made to the timetable, again as set out in Appendix B.


7


Appendix A. Glyne Gap and surrounding existing stations: location map ___________________________________ 8 Appendix B. Details of timetabling assessment _______________________________________________________ 9

Appendices


8


Appendix A. Glyne Gap and surrounding existing stations: location map


9


Rules: timings and allowances used in assessment

Headways* Conn allwce Turnaround Allowances Dwell Plat length

London

Brighton

Lewes

Southerham Junction

Glynde

Berwick

Polegate

Willingdon Junction

Hampden Park

Eastbourne 4 4

Hampden Park

Willingdon Junction 0.5

Pevensey and Westham 116

Pevensey Bay 78

Normans Bay 80

Cooden Beach AB 128

Collington S 80

Bexhill 6 1 254

St Leonards West Marina CSD

St Leonards CET Point

Bopeep Junction 3

St Leonards Warrior Square 4

Hastings arr 4 3 1

Hastings dep

Hastings Park Sidings AB 2

Ore No specific entries for Ore in SO200 so default values apply 107

AB - headway is transit time plus 2 mins for signallers' actions

* These can be assumed to change when resignalling has taken place west of Bopeep Jn but present infrastructure is being used throughout this assessment

The standard headway as shown in 5.2.1 [reproduced above] is defined as the minimum planned interval between trains at their closest

point in any route section as shown. Assumptions as to the capacity of any particular route section should not be

made solely by the information contained within this sub-section.

Network Rail will expect operators to allow greater margins between trains, where possible, in order that the finished

timetable is robust.

If operators time a series of trains at the minimum headway as shown, they are expected to allow an additional

margin of either 2 minutes before another train is timed to follow, or 1 minute each for the next 2 successive trains. A

series should normally be defined as a maximum of 4 successive trains.

Above is quoted from TPR

Standard timing allowances

Approaching bays/loops/crossovers 1/2 minute for approach control

Terminating times add 1/2 minute to anything to terminate on a half minute

Connectional allowance 5 minutes

Standard dwell time 1/2 minute unless terminating and going forward ECS, where 1 minute to be used

Junction margins

Between all movements exc. as below 2 minutes

Resetting of route for departing service after

arrival of conflicting inward service 1 minute

Re-occupation of platforms when change of

direction or a conflicting move is involved 3 minutes

Turnaround times 2 cars 3 cars 4 cars 5 cars 6 cars 7 cars 8 cars 9 cars 10 cars 11 cars 12 cars

Class 313 4 5

Class 377 4 4 4 4 5 5 6 6

Class 171 3 4 4 4 4 5

SO

590

SO

600

AB

4-5

3

Notes on above:

Where no value is shown in table above, the default values below the table apply.

Platform lengths only shown for Willingdon Junction – Bo Peep Junction section, plus for Ore; value

shown is shortest platform.

Eastbourne turnaround time is 5 minutes for splitting moves, 6 minutes for joining, and an additional half

minute for calling-on, i.e. for a train approaching an already occupied platform.

0.5 minutes extra to be allowed at Willingdon Junction for class 171.

Bexhill turnaround: 6 minutes if departing from same platform; times are greater if shunting needed.

London trains to be allowed 1 minute dwell time at Bexhill.

Bo Peep Junction: 3 minutes between all conflicting moves.

Hastings: 3 minutes to be allowed between conflict moves over junctions.

2 minutes is sectional running time from Hastings Park Sidings to Hastings station.

Appendix B. Details of timetabling assessment


10


Notation in following sheets

In "conflicts" columns:

- No conflict identified at this location

X Conflict identified here - see "notes" column

[X] Conflict identified here but believed capable of resolution - see "notes" column

In "indicator" column:

No conflict identified as affecting this train - i.e. it can stop at GG

Possible conflict affects this train but may still be able to serve GG as set out in notes

Train affected by conflict such that it could not serve GG

Bo Peep Jn Conflict at the junction itself, typically between a down Coastway train and an up train to Tonbridge

BPJ - HGS Conflict arising due to insufficient headway left between trains on this section

Turnaround Conflict arising due to insufficient time left at end point (Hastings or Ore) to form next service (or, on the "Up" sheet, from previous service)

Note that where no "turnaround time" conflict is identified, the next train that the working is understood to form is only given in the

"notes" column on the "Down" sheet as it is not relevant to up trains terminating at Brighton, London etc.

"Predicted times" are the departure times that would apply if stops at Glyne Gap were inserted; these are shown in grey where

conflicts would need to be resolved and not at all where conflicts do not appear capable of easy resolution. While based on the WTT,

half-minutes are rounded to the NEXT whole minute in these columns. Predicted times that don't follow the basic rule of only

adjusting times east of Bexhill are shown in bold italics.

Glossary of station codes and other abbreviations

Code Meaning

BEX Bexhill

BPJ Bo Peep Junction*

BTN Brighton

CHX London Charing Cross

CST London Cannon Street

EBN Eastbourne

HGS Hastings

LBG London Bridge

ORE Ore

SLQ St Leonards Warrior Square

TON Tonbridge

VIC London Victoria

Other abbreviations:

ECS empty coaching stock

CS carriage sidings

* This is not an official location abbreviation but has been used for convenience.


11


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pla

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2D

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to

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N 1

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le to

le

ave

OR

E a

t cu

rre

nt tim

e a

nd a

rriv

e E

BN

2 m

ins la

ter

because o

f

turn

aro

un

d/a

tta

ch

me

nt tim

e r

eq

uire

d @

EB

N to

fit o

nw

ard

path

to

VIC

.

2D

22

1F

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2D

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--

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-X

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Cu

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H58

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nn

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/HG

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o

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le to

le

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t cu

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turn

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uire

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2D

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1F

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2D

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15:4

615:5

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2-

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28

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2D

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-X

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Cu

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o

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le to

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t cu

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turn

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un

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nt tim

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t cu

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ter

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turn

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2D

34

1F

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2D

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5-

[X]

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Cu

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th o

nly

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ind 5

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HG

S to S

t Le

on

ard

s C

S -

this

ca

n't r

un e

arlie

r as it

in tu

rn is

path

ed r

ight behin

d 1

H74 H

GS

to C

HX

, and c

an't r

un late

r as p

lat 3 a

t H

GS

needs to b

e v

acate

d to

allo

w a

rriv

al o

f 1

H92

@ 1

8:5

4. H

ow

eve

r it a

ppe

ars

possib

le in

ste

ad

to

run

5H

07 to H

astings P

ark

Sid

ings (

as it do

es a

nyw

ay

on c

ert

ain

da

tes)

to r

etu

rn E

CS

to S

t Le

onard

s C

S la

ter.

NB

1F

59

co

uld

no

t a

lte

rna

tive

ly le

ave

OR

E a

t cu

rre

nt

tim

e a

nd a

rriv

e E

BN

2 m

ins late

r, b

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of

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aro

un

d/a

tta

ch

me

nt tim

e r

eq

uire

d @

EB

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nw

ard

path

to

VIC

.

2D

38

1F

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rme

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y 5

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arr

iva

l im

ply

ing t

urn

aro

un

d tim

e in

HG

S P

ark

Sid

ings o

f o

nly

9 m

ins -

if

this

is

acce

pta

ble

, th

en

no

issu

e. A

lte

rna

tive

ly m

ay

be p

ossib

le to

arr

ive

2 m

ins la

ter

at E

BN

and r

esu

me

cu

rre

nt tim

ings if

4-m

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rna

roun

d a

t E

BN

is a

cce

pta

ble

(sh

ou

ld b

e f

or

4-c

ar

cla

ss 3

77).

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dic

ted tim

es"

are

a c

om

pro

mis

e o

f le

avin

g O

RE

1 m

in e

arlie

r a

nd a

rriv

ing E

BN

1 m

in late

r.

1F

63

2D

43

19:5

0O

RE

VIC

--

--

-X

-

Cu

rre

nt pa

th o

nly

5 m

ins b

eh

ind 1

H78

HG

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so

ca

nn

ot le

ave O

RE

/HG

S e

arlie

r.

Als

o

imp

ossib

le to

le

ave

OR

E a

t cu

rre

nt tim

e a

nd a

rriv

e E

BN

2 m

ins la

ter

because o

f

turn

aro

un

d/a

tta

ch

me

nt tim

e r

eq

uire

d @

EB

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fit o

nw

ard

path

to

VIC

.

2D

40

1F

42

20:2

2O

RE

BT

N21:4

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720:3

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1F

67

1F

44

20:5

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VIC

--

--

-X

-

Cu

rre

nt pa

th o

nly

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ins b

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ind 1

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so

ca

nn

ot le

ave O

RE

/HG

S e

arlie

r.

Als

o

imp

ossib

le to

le

ave

OR

E a

t cu

rre

nt tim

e a

nd a

rriv

e E

BN

2 m

ins la

ter

because o

f

turn

aro

un

d/a

tta

ch

me

nt tim

e r

eq

uire

d @

EB

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fit o

nw

ard

path

to

VIC

.

1F

69

1F

48

21:2

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RE

VIC

21:2

021:3

121:3

621:4

0-

--

Se

e c

om

me

nt un

de

r p

redic

ted d

ep

art

ure

tim

e f

rom

OR

E.

2D

44

1F

52

22:2

2O

RE

BT

N23:4

622:2

022:2

722:3

222:3

9-

--

2D

46

1F

56

23:2

2H

GS

BT

N00:3

423:2

023:2

323:2

823:3

2-

-- -

Tim

es

pe

r c

urr

en

t T

TC

on

flic

tsP

red

icte

d t

imes

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