Fcclnesso1043

PRIVATE AND NOT FOR PUBLICATION

WEEKLY OPERATING NOTICE
Extracted from the following

London North Eastern
Route (East Midlands)
Kent and Sussex Routes
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

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 2

Safety Notices


See Item54 (LN3213 Farringdon – Kentish Town Junction) for details.


Table displayed on next page


Note: There are currently no Multi Spad Signals to report on the First Capital Connect North Routes

Signal Location Line ELR Signalbox Date of Events Events TPWS
Latest Since In Fitted
SPAD 1985 Current At
5 years Signal


Signal Location Line ELR Signalbox Date of Events Events TPWS
Latest Since In Fitted
SPAD 1985 Current At
5 years Signal

L45 Metropolitan Down Slow XTD0 London 04/11/2008 4 3 Y
Jn Bridge

L97 London No 2 LBW0 London 19/10/2007 2 2 N
Bridge Reversable Bridge

AD66 Orpington Up fast XTD0 Ashford 03/11/10 5 2 Y

L120 London No 6 LBW0 London 06/09/2010 10 2 Y
Bridge up Bridge

L168 Blue Anchor No 6 XTD0 London 05/11/2010 2 2 Y
Junction up Bridge

L496 London Up main LBW0 London 13/09/2010 3 2 Y
Bridge Bridge

L509 London Up LBW0 London 27/07/2007 3 2 Y
Bridge London Bridge
Bridge fast

T9 Norwood Jn Down LBW0 London 02/11/2009 7 1 Y
London Bridge
Bridge fast

T22 Norwood Jn Up London LBW0 Three 01/01/2011 16 2 Y
Bridge Bridges
Slow

T332 Copyhold Jn Up Main VTB3 Three 11/11/2008 8 2 Y
Bridges

Loughborough Down HHH0 Victoria 17/12/2008 3 3 Y
VS411 Jn Holborn
Slow


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 Down Holborn Slow 17/12/2008 10
Junction

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 Up Canbria Spur 13/08/2009 5
Junction

L138 Spa Road Up Passenger Loop 01/10/2009 7

VS677 Blackfriars Carriage Reception 08/102009
Road 7

VS411 Loughborough Down Holborn Slow 14/042010 1
Junction

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 30/09/10 7
Platform

L168 Blue Anchor Junction No 6 Up 05/11/10 8


Signal Location Line Date Period

T667 Brighton West Loop 19/05/2008 2

T332 Haywards Heath Up main 24/052008 3

T26 Gloucester Road Up Wallimgton 30/05/2008 3
Junction

T118 East Croydon Up slow 13/06/2008 3

T332 Copyhold Junction Up main 11/11/2008 9

T22 Norwood Junction Up London Bridge 23/05/2009 3
slow

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 01/01/2011 n/a
Slow


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
29th 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)
13th 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
1st October 2010


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
4 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


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.

1st 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
First Capital Connect
17th March 2009



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



Shoe Fuses, Third Rail Collector Equipment & “Paddling Up” Collector Shoes

General

Drivers should be aware that from 0001hrs Monday 18th 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
12th May 2009

Turnback Arrangements – Platform 2 Elephant & Castle
With effect from 04.00 hours Monday 25th 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)
22nd May 2009



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
rd
23 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



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


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
th
17 July 2010




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
nd
22 July 2010




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
28th July 2010




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
th
18 October 2010




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 Likely to cause more than anticipated difficulties in stopping at a location
adhesion 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
th
18 October 2010




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
th
17 December 2010




CRICKLEWOOD TRAIN WASH

th
From 0001hrs 17 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



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 22nd January 2011 0030hrs until 0630hrs
Sunday 23rd January 2011 0205hrs until 0855hrs
Sunday 23rd January 2011 2330hrs until 0430hrs (Monday 24th 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


Register now and enter the competition for a chance to win a £100 voucher for the store of your choice!

Extracted from
Network Rail
London North Eastern Route (South)
Kent and Sussex Routes
Week 43

Jackie Townsend
Operations Director
Tel: (Internal) 004 3872
Tel: (External) 01234 275872
Issued at Bedford
Friday, 14 January 2011


Fcclnesso1043

Recomendados

Recomendados

Mais conteúdo relacionado

Último

Último (20)

Destaque

Destaque (20)

Fcclnesso1043