Metro Contingency Plans

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Metro Contingency Plans

Version 5.0

Version 5.0 (24/02/17) Developed by:

Ian Rossiter (Current Operations Manager) Chris Carson (Metro Services Director) Les Jewitt (Metro Duty Manager)

Signed:

Chris Carson Raymond Johnstone

Metro Services Director, NEMOL Director of Rail & infrastructure, Nexus

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1 Contents

2 Introduction .......................................................................................................................... 4

2.1 Purpose of the Contingency Plan ............................................................................................... 4

2.2 Review of the Contingency Plan ................................................................................................. 5

2.3 Key Objectives of Contingency Plans .......................................................................................... 5

2.4 Aide Memoires .......................................................................................................................... 5

2.5 Emergency Plan ......................................................................................................................... 6

3 General Guidelines to Service Disruption ............................................................................... 7

3.1 Protecting the next day’s service ............................................................................................... 7

3.2 Metro Minimum Service Priorities ............................................................................................. 7

3.3 Standard turning points and associated shuttles ........................................................................ 9

3.4 Restrictions in use due to Overhead Line Equipment Failure: .................................................... 10

3.5 Types of Incident ..................................................................................................................... 11

3.6 Initial Response to Incidents .................................................................................................... 12

3.7 Metro Duty Manager Responsibilities ...................................................................................... 15

3.8 Overhead Line Failure or Obstructions on Overhead Line Equipment ........................................ 15

3.9 Emergency rate supply in the Core ........................................................................................... 16

3.10 Metro Feeder Stations ............................................................................................................. 16

3.11 Overhead Line Obstruction ...................................................................................................... 16

4 Mitigation of Disruption ...................................................................................................... 18

4.1 Emergency or Controlled Detrainment ..................................................................................... 18

4.2 Wrong Directional Movements ................................................................................................ 19

4.3 Bus Replacement Plans ............................................................................................................ 19

4.4 Aide Memoire for Making Decisions Peak Hours 07:00 – 09:30, 16:00 – 18:30: .......................... 20

4.5 Aide Memoire for Making Decisions Out of Peak Hours ............................................................ 21

4.6 Communications Plan .............................................................................................................. 22

4.7 Externally required information ............................................................................................... 24

4.8 Staff Information ..................................................................................................................... 24

4.9 Customer Service required information ................................................................................... 25

4.10 Staff Deployment .................................................................................................................... 26

4.11 Diagram: Staff Deployment ..................................................................................................... 26

4.12 Managing Regular Service Intervals ......................................................................................... 27

4.13 FASSI .............................................................................................. Error! Bookmark not defined.

4.14 Reduced Resources – Insufficient drivers and/or units .............................................................. 27

4.15 Loss of Sidings ......................................................................................................................... 27

4.16 Constant delays to service (i.e. for repeated cautioning) .......................................................... 28

5 Standard Contingency Plans ................................................................................................ 29

5.1 Restrictions in infrastructure capacity ...................................................................................... 29

5.2 NEMOL Options within Central Corridor South Gosforth to Pelaw ............................................ 38

5.3 NEMOL options within Central Corridor South Gosforth to Pelaw ............................................. 39

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6 Recovering the Service ........................................................................................................ 45

6.1 Turn Trains .............................................................................................................................. 45

6.2 Running fast ............................................................................................................................ 47

6.3 First and Last Trains ................................................................................................................. 47

6.4 Disruption due to Time Division Multiplex (TDM) Fault Indications ........................................... 47

6.5 Staff authorised to man/operate local panels: ......................................................................... 48

6.6 Deployment to Local Panels ..................................................................................................... 48

6.7 Local Panel Equipment ............................................................................................................ 48

7 Sustained Disruption ........................................................................................................... 50

7.1 Introducing Emergency Timetables .......................................................................................... 50

7.2 Emergency Stabling Arrangements .......................................................................................... 50

7.3 Pre-planned Track Closures: .................................................................................................... 52

7.4 Emergency Track Closures: ...................................................................................................... 52

7.5 Additional issues for consideration .......................................................................................... 52

7.6 Surface Stabling ...................................................................................................................... 53

7.7 Network Rail infrastructure: .................................................................................................... 54

7.8 Sub – Surface Stabling: ............................................................................................................ 54

7.9 North – South Tunnels: ............................................................................................................ 54

7.10 East – West Tunnels: ............................................................................................................... 55

8 Appendix I: Weather Conditions .......................................................................................... 56

8.1 Identifying & Monitoring Severe Weather ................................................................................ 56

8.2 Excessive Heat......................................................................................................................... 57

8.3 Snow and Severe Drops in Temperature .................................................................................. 57

8.4 Protection of Units .................................................................................................................. 58

8.5 High Priority Point Machines – Metro involvement .................................................................. 58

8.6 Stations .................................................................................................................................. 59

8.7 Depot ..................................................................................................................................... 59

9 Appendix II: Frequency, Running Times and Overhead Line Requirements ........................... 61

10 Appendix III: Bus Operators adjacent to Metro Operation ................................................ 63

Monday - Friday ................................................................................................................................. 63

Saturday ............................................................................................................................................ 64

Sunday ............................................................................................................................................... 65

10.1 Additional Information ............................................................................................................ 66

11 Appendix IV: Extracts from Great Northern and North Eastern Joint Train Service

Contingency Plans & Service Recovery Plans .............................................................................. 67

11.1 Sunderland: All Lines Blocked: No Access ................................................................................. 67

11.2 Sunderland: Partial Line Block ................................................................................................. 68

11.3 Seaburn: All Lines Blocked ....................................................................................................... 69

11.4 Seaburn: Partial Line Block ...................................................................................................... 70

11.5 Sunderland to South Hylton: All Lines Blocked ......................................................................... 71

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2 Introduction

2.1 Purpose of the Contingency Plan

The purpose of this document is to state the principles by which the Metro will be operated when it is

required to run in a degraded mode for whatever reason. The Contingency Plan should be treated as a live

document and will be trialled during 2014/15 as a KMD and as such can be amended or revised by mutual

agreement in accordance with KMD Validation Procedures.

This plan is designed to ensure that the service provided is effectively managed and properly considers

factors such as:

Service Intervals (Headway)

o Train availability

o Driver availability

o Service Delivery Controller availability

Passenger Flows through stations

o Increased build up due to service frequency

o Due to Replacement Bus Service

Management of Stations

This plan cannot offer a template for every incident given the unpredictability of railway operations but it

will provide general guidance as to how Metro will respond to events.

As a rapid transport system, Metro can suffer service disruption due to a number of different types of

incident. Whatever the cause, disruption will take the form of either:

Loss of service in a specific area

Insufficient resources to run booked service (staff or units)

Reduced frequency in a specific area

Reduced frequency system wide

In all cases, the priority is to provide the best possible service for passengers which:

Avoids disproportionate gaps in service compared to the normal frequency;

Protects First and Last trains;

Ensures delivery of service the next day;

Protects Metro resources, including a balanced work load at Gosforth Maintenance Depot;

Allows Nexus adequate access to the Metro infrastructure to carry out fault identification/repairs;

and

Is easy to publicise and simplifies decision making for Metro users.

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2.2 Review of the Contingency Plan

This plan is intended to be a live document taking into account areas of development on an ongoing basis

and being reviewed and amended accordingly. As a minimum, the plan should be reviewed by Nexus and

Metro annually. Amendments to the plan will follow the Key Metro Document Variation process with a

submission of amendments proposed by either Nexus or Metro at any point during the Year.

This plan will be amended in accordance with any changes that are agreed as a result of this review.

A critical review of the plan should be part of all SPIRs and updates made to the plan as appropriate. These

updates can be agreed with Nexus at any time in accordance with the agreed process and formally during

the weekly Joint Control Room Meeting

2.3 Key Objectives of Contingency Plans

The approaches within this plan are designed to reduce Excess Waiting Time (EWT) – i.e. to minimise the

impact of disruption on the frequency of services whilst affecting the smallest number of passengers. EWT

includes in its calculation both these variables. Passengers may be affected initially at locations where trains

may be turned (see 3.3)

2.4 Aide Memoires

The information contained in the contingencies within this plan are summarised within Aide Memoires held

in the Control Room by the NEMOL Metro Duty Manager. These are however only summaries of the key

points contained in this document and must not be used in isolation.

A second series of Aide Memoires is located within the Control Room to assist the NEMOL Metro Duty

Manager in dealing with a number of different scenario’s which can occur. These Aide Memoires DO NOT

replace the Metro Rule Book and are designed as a GUIDE ONLY. The Metro Modular Rule Book will ALWAYS

take precedence. The complete Aide Memoire Index is included in this document as Appendix IV and

includes the following:

Wrong Directional Movement

Water on Track

Train Stopped by Train Accident or Division

Train Failure

Track Circuit Failure

Temporary Speed Restriction

Talking a Train Past a Signal at Danger

Signal Fails to Clear

Passenger Dragged by Train

Track Circuit Occupied and Signal Fails to Clear

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Passing Signals at Danger without Authority or Indusi Track Brake Application

Accidents at Road Crossings

Major Incident and Evidence Protection

Failure of Crossing Signals

Extreme Cold and Snow

Examination of the Line

Evacuating a Train

Door Entrapment

Avoiding Line Operating Instructions

Pelaw Local Signalling Instructions

Monkseaton Local Signalling Instructions

Benton Local Signalling Instructions(Awaiting Information from NRIE: Signalling Engineer impact of

removal of Benton Sidings)

Bank Foot Local Signalling Instructions

2.5 Emergency Plan

The Emergency Plan (within the Emergency Preparedness Manual EPM) takes precedence over the

Contingency Plan as being a document required under ROGS (2006).

The Contingency Plan is suitable for most operating incidents. Unless the Emergency Plan is specifically

required, the Contingency Plan should be the working document.

The Emergency Plan must be used when:

there has been loss of life or serious injury;

there is a high risk of serious injury or loss of life (e.g. bomb threats); and

there is serious damage to Nexus assets (i.e. infrastructure or rolling stock).

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3 General Guidelines to Service Disruption

3.1 Protecting the next day’s service

Whenever contingency is put into operation, the Metro Duty Manager must ensure that it takes into account

the next day’s service. This includes getting units back to the depot that may be required for maintenance,

and allowing Nexus Rail sufficient access to the infrastructure to undertake any required repairs. Discussion

between the NIM and MDM will take place and any joint risks mitigated.

3.2 Metro Minimum Service Priorities

Metro will endeavour to ensure that when there is a specific section of the line that is blocked (e.g. due to an

incident or because of loss of OHL supplies) the following service frequency on all other sections is operated

(see Table below).

This is based on best endeavours to achieve the required frequency and will be evaluated against the type of

incident, estimated time of completion, location, and number of trains in service together with the available

resources.

Minimum Service Priorities:

Section Peak Off Peak

Airport to Regent Centre 5 4

Regent Centre to Pelaw 8 4

Pelaw to South Hylton 5 4

St James to Monkseaton 5 4

Monkseaton to Pelaw 9* 4*

#Pelaw to South Shields 5 4

*Starred services to operate into the depot in order to turn back

When there is a service disruption due to an incident which would result in loss of the Service, Metro have a

number of options on the service that can operate due to being able to turn services at a number of

locations on the Metro System and with the assistance of Network Rail on Network Rail Infrastructure.

If there is a Signalling or Track Circuit Fault affecting Single Line Sections between Hebburn to Bede it may

only be possible to operate 4 services during Peak. If this occurs, the 5th service train will be terminated at

Pelaw.

A full guide on which locations Metro would be able to operate to and from can be found in Appendix II:

Frequency, Running Times and Overhead Line Requirements. NEMOL operates services between St James to

South Shields and Airport to South Hylton which covers a significant area, but has the ability to operate the

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service over shorter distances due to the availability of crossovers or sidings where trains can be turned

back.

This flexibility allows NEMOL to operate services from any of these locations to either St James or South

Shields which are the commencement and termination points of the service.

Between Airport to Regent Centre NEMOL also has the flexibility to operate from Kingston Park or Regent

Centre but between Pelaw to South Hylton permission is required from Network Rail to operate from

Brockley Whins, East Boldon, Sunderland or Park Lane.

If there were a loss of service between any of these locations NEMOL would be able to operate a service on

either side of the affected area. Please see Appendix I: Frequency, Running Times and Overhead Line

Requirements.

For example if there was an incident of Overhead Line Failure between Wallsend and Walkergate, NEMOL

would be able (depending on circumstances) to operate a service between St James to Chillingham Road and

Wallsend to South Shields (via the coast) with a Replacement Bus Service operating between Wallsend and

Byker.

If appropriate, consideration can be given to running shuttle services using trapped Metrocars behind a line

blockage. If this is done, the MDM must pay particular attention to watch driver hours and to provide

transport for the driver relief.

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3.3 Standard turning points and associated shuttles

The table below lists where shuttle services should be resourced to operate in the event of line blockages (in

middle column). This accompanies the tables in ‘Standard Contingency Plans’:

Trains Between (Shuttle) Area Blocked Trains Between (Shuttle

MAN-SJM MAN-SSS

MAN-SJM MAN-CRD CRD-SSS CRD-SJM CRD-WSD WSD-SSS WSD-SJM WSD-NSH NSH-SSS NSH-TYN NSH-TYN TYN-SSS TYN-SJM TYN-MSN MSN-SSS MSN-SJM MSN-SMR SMR-SSS SMR-SJM BTN-SMR BTN-SSS SMR-SJM BTN-SGF SGF-SSS SGF-SJM

SGF-HAY HAY-SSS

SGF-APT HAY-SHL HAY-SJM

HAY-GST GST-SSS

HAY-APT GST-SHL GST-SJM

GST-HTH HTH-SSS

GST-APT HTH-SHL HTH-SJM

HTH-PLW PLW-SSS

HTH-APT BYW-SHL PLW-SJM

PLW-HEB HEB-SSS

PLW-APT BYW-SHL HEB-SJM HEB-JAR JAR-SSS JAR-SJM JAR-BDE BDE-SSS BDE-SJM BDE-CHI CHI-SSS CHI-SJM CHI-SSS

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3.4 Restrictions in use due to Overhead Line Equipment Failure:

Area of Overhead Line Trip

Initial Loss of Service Initial Service Operating Extended Service

Operating if isolation shortened

Airport to Kenton Bank Airport to Bank Foot Kingston Park to South Hylton St James to South Shields

Kingston Park to South Hylton St James to South Shields

Kenton Bank to Gosforth Airport to Regent Centre South Gosforth to South Hylton St James to South Shields

Airport to Kingston Park Regent Centre to South Hylton St James to South Shields

Gosforth to Monument South Gosforth to Gateshead Stadium

Airport to Regent Centre Four Lane Ends to St James Gateshead Stadium to South Shields Gateshead Stadium to South Hylton

Airport to Regent Centre Four Lane Ends to St James Haymarket to South Shields Haymarket to South Hylton

Monument to Old Fold (Gateshead Stadium)

Haymarket – Gateshead Stadium

Airport to Haymarket St James to Haymarket Gateshead Stadium to South Shields Gateshead Stadium to South Hylton

Airport to Haymarket St James to Haymarket Gateshead Stadium to South Shields Gateshead Stadium to South Hylton

Old Fold (Gateshead Stadium) to Hebburn

Gateshead Stadium to Hebburn

Airport to Haymarket St James to Haymarket Brockley Whins to South Hylton Jarrow – South Shields

Airport to Gateshead Stadium Heworth Pelaw South Hylton St James to Gateshead Stadium Heworth Pelaw

Hebburn to Chichester Hebburn to Chichester St James to Hebburn Chichester to South Shields Airport to South Hylton

St James to Jarrow Bede South Shields to Jarrow Airport to South Hylton

Chichester to South Shields

Chichester to South Shields

St James to Bede Airport to South Hylton

St James to Chichester Airport to South Hylton

Gosforth to Benton Square

South Gosforth to Shiremoor

St James to Shiremoor South Gosforth to South Shields Airport to South Hylton

St James to Benton Four Lane Ends South Gosforth to South Shields Airport to South Hylton

Benton Square to Whitley Bay

Benton to Tynemouth St James to Tynemouth Benton to South Shields Airport to South Hylton

St James to Monkseaton Shiremoor South Shields to Shiremoor Monkseaton Airport to South Hylton

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Airport to Kenton Bank Airport to Bank Foot Kingston Park to South Hylton St James to South Shields

Kingston Park to South Hylton St James to South Shields

Whitley Bay to Percy Main

Monkseaton to Wallsend St James to Wallsend Monkseaton to South Shields Airport to South Hylton

St James to North Shields Tynemouth South Shields to Tynemouth North Shields Airport to South Hylton

Percy Main to Byker Manors to North Shields St James to Manors North Shields to South Shields Airport to South Hylton

St James to Chillingham Road Wallsend South Shields to Wallsend Chillingham Road Airport to South Hylton

Byker to Monument Chillingham Road to St James

Chillingham Road to South Shields Airport to South Hylton

Manors to South Shields St James to Manors Airport to South Hylton

3.5 Types of Incident

There are a number of different types of incident that would have varying effects on Metro depending on

the severity and timescales of the incident. The list of examples below are the types of incident that can

cause disruption resulting in the need for contingency measures to be considered – this list is not exhaustive.

Examples of Incidents:

o Train Failure

o Overhead Line Failure (Line Blockage/Restricted Use)

o Bond Theft, affecting service operation (Line Blockage/Restricted Use)

o Flooding / Weather Related incident (Line Blockage/Restricted Use)

o Collision

o Derailment

o Fatality/Suicide or Attempted Suicide (Line Blockage)

o Outside Incident affecting the Metro service

Fire (Restricted Use)

Bomb Threat (Restricted Use)

Loss of Power Supply (Restricted Use)

Network Rail Infrastructure (Restricted or Non Acceptance of Metro Services)

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3.6 Initial Response to Incidents

Metro will provide First Line Response to all operational incidents through the Operations Manager (OM).

The OM will act as point of contact and will co-ordinate local response and staffing requirements.

OMs should attend all operational incidents affecting running of the service unless there is agreement

between the Metro Duty Manager and the Nexus Infrastructure Manager that this is not appropriate (i.e.

fault teams are already on site etc). All details must be entered into the respective incident logs.

All OMs are competent to act as Incident Officer.

Second Line Response will be provided by the Metro Operational Management Team, as detailed in the

Operations On Call process and Safety Management System. Where the scale of the incident requires

attendance of Senior Staff members, Managers will be dispatched to key locations to provide staff support,

ensure quality and accuracy of communications, levels of customer service and effective deployment of

resources.

The Metro Duty Manager (MDM) will be responsible for invoking the On Call arrangements for Customer

Services, Operations and Fleet Engineering, as required.

The Nexus Infrastructure Manager (NIM) will be responsible for any Nexus response that is required to

respond to incidents causing Service Disruption.

Once it is identified that Metro will not be able to operate a service through a particular area the Metro Duty

Manager will ensure that the required response is mobilised to ensure that Metro can deliver the best

service possible to its customers.

All options must be considered that are permitted by the Rule Book. If additional resources are required

(such as for Station to Station working in development), the Metro Duty Manager is responsible for

mobilising the staff needed to effect such workings, if possible.

The Metro Duty Manager will evaluate the information provided on the Unplanned Service Disruption e.g.:

Type of Incident

o Train Failure (Recovery Time)

o Is an Emergency or Planned Detrainment required

o Network availability

o Overhead Line Failure (Loss of Power Supplies in Specific Area(s))

o Track Failure

o Fleet Availability (Metrocars available for Service)

o Signalling Failure (Loss of Signalling, Track Circuit Failures)

o Bond Theft, affecting service operation

o Flooding / Weather Conditions (see Appendix I: Weather Conditions)

o Collision

o Derailment

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o Outside Incident affecting the Metro service

Fire

Security Incident (Bomb Threat:500m Exclusion Zone)

Loss of Power Supply

Location of Service Disruption (From/To)

Estimated Time for return to normal operation

Number of trains in service (Peak, Off Peak)

Location of trains

o Specifically if Service Disruption means that Metro will operate either side of disruption

Liaise with Nexus Infrastructure Manager

Liaise with Network Rail

Liaise with Outside Agency

o Police

o Fire and Rescue

o NEDL

Available Metrocars

Staff availability (Numbers available on duty)

o Traincrew (including Traincrew Relief, which normally takes place at South Gosforth)

o Control Room Staff

o Customer Service Staff

o Network Availability

If an incident occurs on Network Rail Infrastructure and any assistance is required the Metro Duty Manager

must use Network Rail Control at York as the official point of contact during a disruption on Network Rail

Infrastructure.

If necessary the Metro Duty Manager will also liaise with the Signaller Shift Manager located in Tyneside

IECC.

The specific service levels operated on Network Rail due to an incident on Network Rail Infrastructure are

detailed within the LNER Joint Train Service Contingency Plans & Service Recovery Plans. The Titles are as

follows:

Sunderland: All Lines Blocked: No Access, page 508

Sunderland: Partial Line Block, page 509

Seaburn: All Lines Blocked, page 510

Seaburn; Partial Line Block, page 511

Sunderland to South Hylton: All Lines Blocked, page 516

This plan includes the locations where the Metro Service can operate to and from. Agreement will be

reached between Metro Duty Manager and Network Rail Control at York on the frequency of service Metro

can operate.

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Extracts from the LNER Joint Train Service Contingency Plans & Service Recovery Plans can be found in

Appendix IV.

The Metro Duty Manager will decide:

Where the Metro service will operate to and from

Frequency of service; (e.g. 10, 20, 30 minute service)

Whether bus operators will be requested to accept Metro Tickets, and/or an Emergency Bus

Replacement Service to be put in place

Where no alternative transport arrangements can be made, passengers must be advised of this

Where Metro customer service staff need to be deployed

If prolonged disruption is likely with no alternative services provided to passengers, On Call staff must be

informed and the Nexus and Metro Senior Management teams advised. At the earliest opportunity

discussions should take place between the MDM and NIM to determine the plan.

Initial train regulation will be carried out by the Metro Control Room taking into account:

Number of trains operating

Driver availability (Request Resource Supervisor contact Drivers on Rest Day to provide additional

resource)

The over-riding purpose of the Contingency Plan is to provide the best possible service to customers.

Consideration must be given to resources and attempts should be made to keep drivers in booked diagrams

but this should not be at the expense of service provision (e.g. stepping back Traincrew, Traincrew changing

trains).

The Train Crew Agreement gives provision for cancelling duties and giving drivers alternative work.

Cancellation of trains will also be considered with a hierarchy identified:

Early Morning Returns

Early Evening Returns

Not First or Last Trains if possible

Cancellation of TRAINS must be as a last resort and block cancellation of peak services should be avoided

The Metro Duty Manager will liaise with the Service Delivery Controller, regarding the optimum service

which can be provided (in-line with the Contingency Plan) and inform the Nexus Infrastructure Manager

when the Contingency Plan is to be invoked or any variations from the Contingency Plan service level. This

may involve ‘thinning’ the service.

Once the decision is taken the NIM will be informed of what service level is operating via a Metro Reportable

Incident Message.

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3.7 Metro Duty Manager Responsibilities

Responsible for management and co-ordination of any response to an incident, line

blockage/restricted use by ensuring the relevant operational response is mobilised to site.

Key point of contact with Nexus via the Nexus Infrastructure Manager.

Ensure that any specific plans which are available for the line blockage/restricted use are

implemented.

Liaise with Service Delivery Controller on the frequency of service and where service can operate to

and from, taking advice from the Nexus Infrastructure Manager and Power Controller when

necessary.

Ensure that staff within the Metro Control Room carry out their respective roles and responsibilities

to ensure that our customers receive the best service possible and are kept up to date with relevant

information on a regular basis.

Ensure that staff on the ground are informed of the line blockage/restricted use with information on

what service is operating, whether a replacement bus service is operating, or other operators are

accepting Metro Tickets. Staff and customers will be updated regularly.

If necessary, host conference calls between all relevant parties from Metro, Nexus and Nexus Rail if

required dependent on the severity of the incident.

3.8 Overhead Line Failure or Obstructions on Overhead Line Equipment

If there is a power supply incident that results in an Overhead Line Breaker Trip in a Specific Area it may be

caused by a fault on a Metrocar. If this is the case the affected section Overhead Line Breaker will be closed,

which would normally restore Overhead Line supplies. This would allow services to operate normally with

the train that caused the Overhead Line Breaker Trip being taken out of service, and the specific Metrocar

that caused the trip being isolated.

When the Overhead Line Breaker trips an alarm is sounded within the Metro Control Room which would

alert the Power Controller and other Control Room staff (Service Delivery Controller and Metro Duty

Manager) to a potential problem.

Trains within the affected area would lose power supplies and drivers within the affected area would be

contacted by the Service Delivery Controllers checking for train or other known / obvious faults. The driver

may be able to provide Metro control with information that may help to determine the cause of the

overhead line trip. The causes of overhead line trips may be train faults or more serious problems such as

power supply problems, overhead line failure (contact / catenary line snapped / down) or as a result of the

train hitting objects fouling the overhead which can snag the train pantographs and cause the overhead line

to fail. It is possible that due to the lengths of the overhead line sections there could be an overhead line

failure which the driver is not aware of and further investigations may be needed to identify the cause of the

failure.

If the Overhead Line Breaker will not close, this could indicate a more serious fault with the overhead line /

power supplies and will need to be investigated by qualified Metro / Nexus staff to identify / resolve the

fault before services can resume.

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3.9 Emergency rate supply in the Core

In the event of a power supply failure in the tunnel sections, National Power Grid (NPG) provides an

emergency supply to allow one train to move at a time to the next station in the tunnel section in order to

allow trains to be evacuated1.

The Power Controller will lead with NPG and the Service Delivery Controller to arrange the necessary

switching and moving of trains

3.10 Metro Feeder Stations

Metro is fed from the National Grid through a series of Substations at various locations on the Nexus Metro

System,

. Between Pelaw Chord to South Hylton the Overhead Line is the

responsibility of Network Rail.

Depending which sections of Overhead Line have been affected by an Overhead Line Breaker Trip, it will

cause loss of Metro services in specific areas.

Initially, if an Overhead Line Breaker(s) Trips and will not close there would be a loss of Power Supply

between two sub stations. Once the problem has been identified by Nexus Rail Overhead Line staff,

depending on the failure, it may be possible to shorten the isolation so that Metro can operate to additional

locations.

Table 4 ‘Restrictions in Use due to Overhead Line Equipment Failure’ lists the locations where Metro would

suffer a loss of service and where Metro would be able to operate.

3.11 Overhead Line Obstruction

If an Overhead Line Obstruction is reported by a driver or staff on track depending on the severity of the

obstruction, type, and location on overhead line it may be possible to continue operating service to normal

destinations with minor delays through the affected area.

A normal service train consists of two Metrocars coupled together with each of the Metrocars having an

individual pantograph, which is located on ‘A’ Body.

The pantograph can be isolated on a Metrocar either by the isolating cock located inside the saloon or under

the bodywork on the outside of the train. Both locations are identified by a three letter abbreviation PIC.

As soon as the overhead line obstruction is reported to the Metro Control Room the Metro Duty Manger will

request the Nexus Infrastructure Manager to ensure that Nexus Rail staff are requested to attend location as

soon as possible and if necessary ‘Call Out’ staff. The Metro Duty Manager will advise the Operations

Manager to attend the location immediately.

1 See Power Controller Competency Management System for detail.

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If, on discussion with driver of the train, it is deemed safe, the driver may lower the leading pantograph then

drive past the obstruction, stopping once the leading pantograph has passed the obstruction. The driver will

then raise the leading pantograph and drop the rear pantograph then drive past the obstruction stopping to

raise the rear pantograph. The driver will then continue as normal in service. This procedure is known a

‘Stepping’ past an obstruction.

Once the Operations Manager arrives at the location they will carry out the ‘Stepping’ past an obstruction

procedure until Nexus Rail staff arrive at the location to remove the obstruction.

If the under bodywork Pantograph Isolating Cock (PIC) is used it may be because of the formation of the

train that it is located in the 6 foot side of the Metrocar. If this is the case the Driver or Operations Manager

will liaise with the Service Delivery Controller to ensure that no trains will pass on the alternate line while the

manoeuvre is being carried out.

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4 Mitigation of Disruption

4.1 Emergency or Controlled Detrainment

If due to a service disruption, Loss of Overhead Line Supply or Train Failure, which has resulted in a train

being stranded in between stations, an Emergency or Planned Detrainment may be required (See Metro

Rulebook Module 065).When necessary, Fire and Rescue will be contacted to assist under guidance from

Operations Manager. Additionally Customer Service employees will either accompany the Operations

Manager to the location or be deployed utilising Taxi’s if necessary.

Where possible, during Service Disruption all trains must be held at stations by the Service Delivery

Controller who must advise the Metro Duty Manager if any trains have had to be held at a location away

from a station.

Until this is finalised, any stranded trains must be notified to the Metro Operations On-Call manager and

updates provided every 15 minutes on the train status until the situation is resolved. Consideration must be

given to the evacuation of passengers if it is expected that the train will be severely delayed (dependent on

the circumstances of the delay and location of the train)

If an Emergency or Planned Detrainment is necessary the following points must be considered:

Fire and Rescue Assistance required

Location

o Underground: Detrain via Walkway

o Overground: Detrain via Drivers Cab to track

Passengers must have regular communication from the Driver of the Train requiring detrainment

and be kept up to date with the ongoing Detrainment

Passengers must be briefed on how the Detrainment will take place:

o Small Groups

o Which Car Detrained First (Front or Rear)

o Passengers in Wheelchairs or Children accompanied by parents in Pushchairs to be

Detrained once able bodied passengers have been Detrained

Passengers must be detrained in small groups which can be marshalled safely by Metro staff or with

the assistance of Fire and Rescue

Consideration must be given on the distance passengers have to walk:

o The possibility of utilising an alternate train on the adjacent line must be considered if this

significantly reduces the distance passengers have to walk on track

o Passengers would depart failed train through driving cab and enter the assisting train

through driving cab

19

4.2 Wrong Directional Movements

Wrong direction moves are to be avoided in passenger service unless they are the only option available. This

could include:

Wrong Directional Movement to remove Train from the affected Line

Wrong Directional Movement to assist a Failed Train

Wrong Directional Movement to assist in Detraining Failed/Stranded Train

Wrong Directional Movement to operate a ‘Shuttle Service’ on Single Line

The Indusi system limits train speed to 30kmph and the Driver will have to be authorised to pass any signals

in the direction of travel.

In addition, the presence of level crossings on all line sections precludes the regular operation of wrong

direction moves.

Ordinarily, for this reason, a block of one road should be considered as a block of both roads if it’s envisaged

that the delay caused would greatly impinge on the service to the passengers.

The open road can be used for wrong direction moves for moving empty stock if there is an Operations

Manager or suitably qualified person present.

4.3 Bus Replacement Plans

In the event of sustained disruption (e.g. loss of line or rolling stock), the Metro Planning team will produce

emergency timetables. These will be in line with requirements of the Operating Specification and agreed

with Nexus. They will incorporate required connecting bus information (See Appendix III: Bus Operators

Adjacent to Metro Operations).

Within the Metro Control Room, Customer Service Controllers, MDMs and Marketing team have access to

an up to date folder of all bus operators and services operating adjacent to Metro. This is regularly updated

with assistance from Nexus on a weekly basis.

The emergency bus route information is held by the Planning Manager. This includes all bus stops, ‘PACE’

notes and required bus signs. This information is available on the shared drive.

Ticket acceptance on local services should be considered where disruption is expected to last over 30

minutes during Peak Service Hours 07:00 – 09:30 and 16:00 – 18:30 and over 45 minutes during Off Peak

Service Hours. This could also be earlier depending on the nature of the disruption e.g. If identified early on

that timescales for infrastructure repair or removal of failed train will be significant and when emergency

buses are not available within an hour.

The Metro Duty Manager will make the decision on whether Local Bus Operators are requested to accept

Metro Tickets depending on Local Bus Service Frequency or advise passengers Metro are unable to offer a

service at present and request they use alternative transport.

20

See Diagrams below for Guidelines to follow for Acceptance of Metro Tickets or Implementation of a Bus

Replacement Service.

4.4 Aide Memoire for Making Decisions Peak Hours 07:00 – 09:30, 16:00 – 18:30:

Acceptance of Metro Tickets, Bus Replacement Service or Advise Passengers to use alternative means of

transport:

Operational Incident

Peak Hours

07:00 – 09:30, 16:00 – 18:30

≤ 30 mins ≥30 - 60

mins

Between

1 - 3 hours >3 hours Day

+1

Y Y Y Y YN N N N N

Advise Passengers to

use alternate mode

of transport.

No acceptance of

Metro Tickets

Contact Bus Service

Provider to advise

may require

Replacement Bus

Service

Information Cascade

Advise Passengers

to use alternate

mode of transport.

Arrange

acceptance of

Metro Tickets

Media On Call

Staff Deployment

Information

Cascade

Contact Bus

Service Provider

to Request

Implementation

of Replacement

Bus Service

Contingency

Plan

Media On Call

Staff

Deployment

Information

Cascade

Contact Bus

Service Provider

to Request

Implementation

of Replacement

Bus Service

Contingency

Plan

Conference for

Incident to

discuss Service

Level, Resource,

Estimated Time

for Full

Contact Bus Service Provider

to Request Implementation

of Replacement Bus Service

Conference for Incident to

discuss Service Level,

Resource, Estimated Time

for Full Operation

Contingency Plan

Emergency Time Tables,

Consider Level of Service.

Staff Deployment for

following day

21

4.5 Aide Memoire for Making Decisions Out of Peak Hours

Acceptance of Metro Tickets, Bus Replacement Service or Advise Passengers to use alternative means of

transport

System Diagram Identifying Bus Services adjacent to Metro where Poor Frequency of Service is Provided by Bus Operators

Operational Incident

Off Peak Hours

≤ 45 mins ≥45 - 90

mins

Between

1.5 - 3 hours >3 hours Day

+1

Y Y Y Y YN N N N N

Advise Passengers to

use alternate mode

of transport.

No acceptance of

Metro Tickets

Contact Bus Service

Provider to advise

may require

Replacement Bus

Service

Information Cascade

Advise

Passengers to

use alternate

mode of

transport.

Arrange

acceptance of

Metro Tickets

Media On Call

Staff

Deployment

Contact Bus

Service

Provider to

Request

Implementatio

n of

Replacement

Bus Service

Contingency

Plan

Media on Call

Staff

Contact Bus

Servicer

Provider to

Request

Implementatio

n of

Replacement

Bus Service

Contingency

Plan

Conference for

Incident to

discuss Service

Contact Bus Service Provider

to Request Implementation

of Replacement Bus Service

Conference for Incident to

discuss Service Level,

Resource, Estimated Time

for Full Operation

Contingency Plan

Emergency Time Tables,

Consider Level of Service.

Staff Deployment for

following day

22

4.6 Communications Plan

Following any incident an effective communication plan must be agreed and arranged. This must include

names and contact numbers of lead person(s) from site and in the South Gosforth Control Room.

Communications from site must be provided in a timely manner, be accurate and provide good estimates in

relation to repair and resolution, this will enable Metro and Nexus to agree a joint plan for service recovery.

Following all incidents which generate a formal review the communications plan must be reviewed and

where required improvement actions are identified and implemented.

During any incident, Customer Services staff will be deployed to either end of the disrupted area initially,

then, if required be deployed to additional stations in between.

When disruption occurs the Customer Services Controllers and Social Media Advisors send out alerts

informing passengers of the nature and location of the disruption with advice on services that are operating,

including bus replacements, this information is updated throughout the disruption as and when necessary.

This information is automatically published on social networking sites, website, and to subscribing

passengers.

Within the CRM there is an additional section where further information can be provided for staff.

Incident Metro/Nexus:

4.6.1 Command and Control Structure

The importance of a structured approach to incident control demands a command structure that is capable

of both responding to incidents, maintaining service to customers and preparing for service recovery. To

Incident or

Infrastructure

Failure

Metro Duty

Manager

Nexus

Infrastructure

Manager

Customer

Service

Controller

SCADA

Service

Delivery

Power

Desk

Safety Critical

Communications

Non Safety Critical Communications

Nexus

Management

Decisions

Safety

Service Regulation

Resources

Response

Performance

Planning

Customer

Service

Manager

Customer

Service

Advisors

Nexus

Rail

Response

Operations

Manager

RIO/TOLO

Train

Passenger/Staff

Information

CRM: Alert Message

Facebook/Twitter

PID/PA

External Media (MDM)

DBTW

23

enable Nexus and NEMOL to ably respond in a robust and timely manner the following arrangements must

be considered depending on the magnitude of the disruption;

Nexus must evaluate the necessity to set up an incident room at Nexus Rail HQ staffed by

management with the appropriate level of responsibility to provide accurate information and facilitate

engineering support.

NEMOL must consider the requirement for an incident room at South Gosforth Control Centre by level

two response managers. This will provide support to Metro Control in directing the maintenance of

services and recovery phase.

The NEMOL On Call Manager/MDM (where appropriate) to arrange conference calls, (when required),

between departments and stakeholders (including Nexus). This will provide a status report and a

projection of expected future actions. It is essential that as the repairs are affected that NEMOL are

prepared to resume normal services as soon as possible.

NEMOL to provide an emergency telephone number for communications from site to ensure current

information can be updated in a robust and timely manner.

4.6.2 Provision of Customer Information (ATOC/ACOP014)

During service disruption it is essential that information to customers is treated with the highest importance.

This information must therefore be relevant, accurate, timely, consistent, and useful to passengers and

other interested parties. To enable this to be achieved;

Information must be provided to enable our customers to make decisions;

o Pre-journey

o At stations

o On Train

o Post journey

Webpage, CRM, twitter, Facebook and local media will provide information regarding;

o Extent of disruption

o Current service levels

o Alternative travel arrangements

o Station information including bus stops

o Timetable

o Ticketing arrangements

o Estimated time of resumption

At stations

o Staff should be provided at terminating points and key stations to provide face to face information

o Passenger information displays must be programmed with current information

o Announcements should always be consistent with information displayed on PIDs or A boards

o Where necessary local public address may be more informative but must be consistent with other

information

o Recorded announcements must be updated as the situation changes

o Help points will be answered within 30 seconds

On trains

o Train crew must be provided with the current information by the quickest means to ensure

24

Customers have timely and accurate information in which to make their alternative travel

arrangements

Post journey

o Information regarding lost property

o Connections and onward travel arrangements

o Feedback and compensation arrangements

4.7 Externally required information

The NEMOL Metro Duty Manager must ensure that the website and travel line is updated with disruption

information which must be accurate. Nexus Media On Call must be informed for incident which occur from

1700 – 0900 Monday to Friday and all day Saturday and Sunday.

Specific Templates have been created within the CRM System which can be utilised by Staff within the Metro

Control Room to inform passengers the affected area and what has caused the disruption.

Any amendments to the customer templates in CRM must be jointly agreed between the MDM and Nexus

Media on call prior to publication.

Public Address announcements and Platform Indicator Display need to be regularly updated. It is important

that messages to passengers and external media are consistent and that all messages are updated at the

same time.

Passengers and staff must be kept informed and updated using the systems on the Passenger Services Desk

on a regular basis. (PA System, PID System, CRM System)

The CRM System will automatically update Facebook and Twitter to notify passengers and staff of disruption

as appropriate.

When information to passengers is amended, a general broadcast should be made to drivers so that they

can make the appropriate announcements to passengers.

4.8 Staff Information

MDMs should also refer to the Information Plan owned by Customer Services that details how and what

information should be provided to passengers.

Information to Staff will be provided by utilising the CRM System which sends messages out to passengers

who have subscribed. The CRM System also automatically sends out a similar message to Facebook and

Twitter, which can also be picked up by passengers who have joined the Metro Facebook and Twitter

accounts.

Additional information can be sent out at same time which will only be seen by staff who received the alert.

25

Train crew can be updated using the Message Facility within FASSI, Customer Service Staff can also contact

the Duty Customer Service Manager on 0191 203 3670 (Metro Control Room) during Severe Service

Disruptions for information, required deployment and updates.

4.9 Customer Service required information

The NEMOL Metro Duty Manager must make it clear to the Customer Services Management team what is

expected from staff deployed on site. Specific tasks that need to be carried out by Customer Service Staff

deployed to areas affected include:

Advising passengers where replacement bus services arrive/depart;

Helping drivers clear trains at terminating locations;

Answering passenger queries with regard to the disruption.

Customer Service Staff must work with drivers to allow trains to depart and arrive without the driver

becoming embroiled in passenger questions.

The Customer Service Manager deployed to the Metro Control Room on the Customer Information

Controller Desk, allocated Phone number 0191 203 3670.

The Customer Service Manager will pass on relevant, current information to staff and updating staff when

necessary.

Emails must be sent to staff regularly. If a high workload is preventing this, ask for assistance from the

Performance Analyst or other operational staff.

26

4.10 Staff Deployment

To assist with staff deployment to the affected area and the flow of information to staff the Customer

Service Manager on duty will be requested to attend the Metro Control Room where they can deploy staff

using 0191 203 3670 located on Customer Information Controller Desk.

For the duration of the incident, staff on the ground will be able to contact the Customer Services Manager

on 0191 203 3670 who will assist with any issues that arise.

The NEMOL Metro Duty Manager will then liaise the Customer Services Manager stating the deployment

required along with estimated time to return to normal operation. (See Diagram 1)

The NEMOL Metro Duty Manager will inform the Customer Services Manager what service will be operating

and whether an Emergency Bus Replacement is operating, including to/from and frequency of bus service, or

whether Bus Operators have been requested to accept Metro tickets.

The Customer Services Manager will deploy staff as requested by the NEMOL Metro Duty Manager. Staff will

be deployed by Train, Taxi or NEMOL Vehicle.

The Performance Analyst will also, if required, assist with recording information within the Metro Control

Room during the incident: Train service information, incident Timeline, actions taken and any other relevant

information.

If additional staff are required for customer care the Nexus Infrastructure Manager should be asked if any

Nexus staff are available to assist.

4.11 Diagram: Staff Deployment

Incident Causing Service

Disruption

Metro Duty Manager

Customer Services

Manager

CSS Staff Deployment

Customer Services

Assistants

Liaison between Metro Duty

Manager and Nexus Rail

Infrastructure Manager

Staff Deployment:

1. to station at either

end of Service

Disruption

2. identified stations in

between

Outside Agency

Outside Agency Response Customer Service Manager

Deployed into Control Room

0191 2033670

Nexus Infrastructure

Manager

Nexus Rail Response

27

4.12 Managing Regular Service Intervals

The priority as determined by the Operational Performance Regime is to ensure a frequent, regular service

on the core between Pelaw and South Gosforth as measured by Excess Waiting Time (EWT). The NEMOL

Metro Duty Manager will determine the service operated, commensurate with the time of day as outlined in

Appendix II. Consideration should also be given to passenger loading as a result of any events that may be

planned for that day.

The next line section to be prioritised is from South Gosforth to West Monkseaton.

At all times when regulating the service, consideration must be given to:

the ability to recover the lost time at the terminating point;

driver relief;

single line conflicts which may result;

EWT which may be created by extending intervals on the return.

The Operations Performance Regime is already weighted so as to prioritise the passenger. If steps are taken

to minimise EWT, the interests of the passenger are automatically covered.

During peaks steps must be taken to avoid:

intervals on the core of more than 6 minutes; and

intervals between South Gosforth and Long Benton of more than 10 minutes.

4.13 Reduced Resources – Insufficient drivers and/or units

In the event of there being insufficient units and/or drivers, the NEMOL Metro Duty Manager must seek to

protect the peaks where possible over the off-peak period.

If however the peak service cannot be resourced, either due to staff resource or train availability, the

cancellations will be decided by the NEMOL Metro Duty Manager in agreement with the NIM.

Where a spare is not available for service, a spare should be kept until the last booked departure is required

to leave the depot and that spare should then form the last booked departure.

During the off peak Christmas period, the six additional trains should be the first trains to be thinned in the

event of stock shortages.

4.14 Loss of Sidings

If NEMOL were unable to utilise any individual sidings at various locations on the system it would affect the

ability to clear the main line of a failed train resulting in trains having to be moved to the next available

sidings (which could be a considerable distance) increasing the risk to the operation of the Metro service.

Appropriate dispatch arrangements may be required.

28

South Shields Sidings are only used If a failure occurs or for Stabling Trains for Possession/Blockades. If trains

cannot be stabled at South Shields other locations would have to be considered. If Service could not operate

into South Shields Platform Trains would have to be terminated at Chichester.

If Monkseaton Sidings were Out of Use Monkseaton Service would have to be turned either via Four Lane

Ends to Benton Platform 1 or extended to Tynemouth to turn back. Both would affect scheduled Time Table

Platform 3 at North Shields is only available for utilisation for out of service trains due to limited clearance

for passengers.

If NEMOL lose the use of Pelaw Sidings due to an Infrastructure Failure, OHL, Points, or Signalling Track

Circuit Fault, there are five option as long as both the In and Out Lines are available.

Option 1: Contact Network Rail and request that NEMOL can send additional trains on to their

network so that they can turn trains back from Brockley Whins.

Option 2: Operate additional trains to Hebburn and turn trains back from Hebburn.

Option 3: Alternate trains to Brockley Whins and Hebburn.

Option 4: Terminate all peak services at Heworth.

Option 5: Cancel all additional peak time services

If trains are repeatedly turned at Hebburn and/or Brockley Whins, this could affect driver resources. In this

case, the peak additionals should be thinned to three, with the trains working one direction in its booked

path, and returning in the path of the next cancelled service.

Options 1 and 3 can only be carried out with the consent of Network Rail Control, York. If agreement can be

reached with Network Rail Control NEMOL will liaise with the Nexus Infrastructure Manager to advise of the

operation of an alternative service due to loss of Pelaw Sidings. If agreement is not forthcoming from

Network Rail the on-call manager must be informed so the matter can be escalated.

Options 1 – 4 will affect the sequence of trains and may increase EWT for passengers, but Option 5 will

increase EWT.

4.15 Constant delays to service (i.e. for repeated cautioning)

If trains are able to run past the event site and all trains are affected equally, the NEMOL Metro Duty

Manager should attempt to keep the service as close to booked as possible. To avoid late running through

the core, the NEMOL Metro Duty Manager should ask that all trains depart early to create an even headway

and can join the main service without causing delays.

If a Track Circuit or Signalling Fault occurs on the Single Line Sections between Hebburn to Bede,

consideration must be given to the number of trains operating in that area and, if necessary, terminate a

train at Pelaw to minimise the effect on service and EWT.

29

5 Standard Contingency Plans In the below tables the indicated service timings represent frequency and departing times to be aimed for by the MDM. Any changes to the timings should

be applied evenly to all trains.

5.1 Restrictions in infrastructure capacity

Section Time Disruption Service Timings

Operation Station Staff

Airport to Regent Centre

Peak Complete Blockage. One Line Blocked

05, 17, 29, 41, 53 mins past hour

No Service in operation Airport to Regent Centre. Normal Service

Regent Centre to South Hylton. Normal Operation utilising Regent Centre Sidings and Platform 1 & 2

*If additional Peak Trains are scheduled to use Regent Centre Sidings affecting operation they can be terminated at South Gosforth and turned using the Depot West Departure so that they will arrive and depart South Gosforth In on time

Emergency Bus Replacement to operate Airport to Regent Centre as near as possible to train departure times St James to South Shields Normal Operation

Deployed to the following Stations: Priority

Regent Centre

Airport Then

Kingston Park

Bank Foot Callerton Fawdon South Gosforth

30



Airport to Regent Centre

Off Peak a.m. Complete Blockage. One Line Blocked

05, 17, 29, 41, 53 mins past hour

Normal Service

Regent Centre to South Hylton. Normal Operation utilising Regent Centre Sidings and Platform 1 & 2

Emergency Bus Replacement to operate Airport to Regent Centre as near as possible to train departure times St James to South Shields Normal Operation


Regent Centre

Airport Then

Kingston Park

Bank Foot Callerton Fawdon

31

Section Disruption Service Timings


St James to North Shields


00, 12, 24, 36, 48 mins past hour

No Service in operation St James to North Shields. Normal Service

North Shields to South Shields. Normal Operation utilising Bagnall Sidings, Platform 1 & 2 and In Line signal 325

*If additional Peak Trains are scheduled to use Monkseaton Sidings affecting operation they will be terminated at Shiremoor or Benton or cancelled. This will ensure trains arrive and depart South Gosforth In on time

Emergency Bus Replacement to operate Monument to North Shields as near as possible to train departure times. No buses to run to St James given city centre constraints. St James station closed. Airport to South Hylton Normal Operation.


St James

Monument North Shields

Then

Manors Wallsend Chillingham Road Howdon Percy Main

32



St James to North Shields


00, 12, 24, 36, 48 mins past hour

Normal Service North Shields to South Shields. Normal

Operation utilising Bagnall Sidings, Platform 1 & 2 and In Line signal 325

Emergency Bus Replacement to operate Monument to North Shields as near as possible to train departure times. St James station closed. Airport to South Hylton Normal Operation.


St James Monument

North Shields Then

Manors

Wallsend Chillingham Road Howdon Percy Main

33



Pelaw to South Hylton


06, 18, 30, 42, 54 mins past hour

No Service in operation Pelaw to South Hylton. Normal Service

Airport to Pelaw. Normal Operation utilising Pelaw Sidings 1, 2 and 3

If necessary Airport to South Hylton trains can be signalled to South Shields. This will ensure trains arrive and depart South Gosforth Out on time

Emergency Bus Replacement to operate Heworth to South Hylton as near as possible to train departure times. St James to South Shields Normal Operation.


Heworth

Pelaw Brockley Whins Park Lane South Hylton

Then East Boldon Seaburn Stadium of Light St Peters University

34



Pelaw to South Hylton


06, 21, 36, 51 mins past hour

No Service in operation Pelaw to South Hylton. Normal Service

Airport to Pelaw. Normal Operation utilising Pelaw Sidings 1, 2 and 3

If necessary Airport to South Hylton trains can be signalled to South Shields. This will ensure trains arrive and depart South Gosforth Out on time

Emergency Bus Replacement to operate Heworth to South Hylton as near as possible to train departure times. St James to South Shields Normal Operation.


Heworth Pelaw Brockley Whins Park Lane South Hylton

Then

East Boldon Seaburn Stadium of Light St Peters

University

35



Pelaw to South Shields


00, 12, 24, 36, 48 mins past hour

No Service in operation Pelaw to South Shields. Normal Service

St James to Pelaw. Normal Operation utilising Pelaw Sidings 1, 2 and 3

Emergency Bus Replacement to operate Heworth to South Shields as near as possible to train departure times. Airport to South Hylton Normal Operation.


Heworth

Pelaw South Shields

Then

Hebburn Jarrow Bede Simonside Tyne Dock Chichester

Off Peak Complete Blockage. One Line Blocked

13, 28, 43, 58 mins past hour

No Service in operation Pelaw to South Shields. Normal Service

St James to Pelaw. Normal Operation utilising Pelaw Sidings 1, 2 and 3

Emergency Bus Replacement to operate Heworth to South Shields as near as possible to train departure times. Airport to South Hylton Normal Operation.



36

South Gosforth to Pelaw (Not including South Gosforth or Pelaw)


LBN – SJM 00, 12, 24, 36, 48 mins past hour APT – RGC 06, 18, 30, 42, 54 PLW – SSS 10, 22, 34, 46, 58 PLW – SHL 04, 16, 28, 40, 52

No Service in operation between South Gosforth and Pelaw.

St James to Longbenton Operation utilising Longbenton Platform 1, 2 and East Departure Depot if necessary. Trains could also stand at Four Lane Ends Platform 1 and 2 if necessary

Airport to Regent Centre Operation using Regent Centre Platform 1, 2, Regent Centre Sidings and Depot West Departure if necessary

Pelaw to South Shields, Pelaw to South Hylton using Pelaw Platform 1, 2 and Pelaw Sidings 1, 1 and 3

Additional Peak Services cancelled Regent Centre to Pelaw, Monkseaton to Pelaw

Use of the avoiding line if necessary

Emergency Bus Replacement to operate Longbenton to Pelaw, Regent Centre to South Gosforth (Monument or Haymarket) as near as possible to train departure times.


South Gosforth Regent Centre Longbenton

Haymarket Monument Central Gateshead Heworth Pelaw

Then West Jesmond Jesmond Gateshead

Stadium Felling



South Gosforth to Pelaw


LBN - SJM 03, 18, 33, 48 mins past hour

No Service in operation South Gosforth to Pelaw. St James to Longbenton Operation utilising

Longbenton Platform 1, 2 and East Departure Depot if necessary. Trains could


South Gosforth

37

(Not including South Gosforth or Pelaw)

APT – RGC 06, 18, 30, 42, 54 PLW – SSS 06, 21, 36, 51 PLW – SHL 14, 29, 44, 59

also stand at Four Lane Ends Platform 1 and 2 if necessary

Airport to Regent Centre Operation using Regent Centre Platform 1, 2, Regent Centre Sidings and Depot West Departure if necessary

Pelaw to South Shields, Pelaw to South Hylton using Pelaw Platform 1, 2 and Pelaw Sidings 1, 1 and 3

Use of the avoiding line if necessary

Emergency Bus Replacement to operate Longbenton to Pelaw, Regent Centre to South Gosforth (Monument or Haymarket) as near as possible to train departure times.

Regent Centre Longbenton Haymarket Monument Central

Gateshead Heworth Pelaw

Then West Jesmond Jesmond Gateshead

Stadium Felling

38

5.2 Metro Options within Central Corridor South Gosforth to Pelaw

Between South Gosforth to Pelaw (the ‘Central Corridor’) there are a number of locations that NEMOL can

utilise to maintain the best service possible for passengers during a significant incident that will not allow

NEMOL to operate either partly or completely through the ‘Central Corridor’.

Key Locations where NEMOL can turn back trains within the ‘Central Corridor’:

South Gosforth

o Stoneyhurst Road Sidings

o Signal 108 In Line

Jesmond

o Platform 1

o Platform 2

o New Bridge Street

Monument/Haymarket

o Prudhoe Street Crossover

Gateshead Stadium

o Ground Position Light Signal 707

Heworth

o Signal 727 In Line

Pelaw

o Utilising Pelaw Sidings

NEMOL would be able to operate a service to or from any of these locations trying at all times to minimise

the number of stations which could not be operated to.

Depending on the location of the incident, if only affecting 1 Line, there may be a possibility of operating

Single Line to bypass the incident or by operating a ‘Shuttle Service’ over a Single Line which would require

the train to carry out a Wrong Directional Movement to bridge the gap between the service operating.

If this would not be possible NEMOL would operate a Replacement Bus Service or request other Bus

Operators to accept Metro Tickets in the affected area.

39

5.3 Metro options within Central Corridor South Gosforth to Pelaw



Between South Gosforth to Jesmond

Peak/Off Peak Complete Blockage. One Line Blocked NEMOL Still able to operate from South Gosforth and Signal 609 In Line Jesmond

No Service in operation between South Gosforth and Jesmond.

St James to South Gosforth utilising Stoneyhurst Road Sidings or Ground Position Light Signal 108

Airport to South Gosforth utilising Stoneyhurst Road Sidings or Ground Position Light Signal 108. May terminate at Regent Centre due to Bus Interchange. Easier to move Passengers to City Centre on Replacement Bus Service

South Shields to Jesmond using Signal 609 as turn back to Jesmond Platform 1, South Hylton to Jesmond using Signal 609 as turn back to Jesmond Platform 1


Emergency Bus Replacement to operate South Gosforth to Monument or Haymarket, Regent Centre to Monument or Haymarket as near as possible to train departure times.


South Gosforth Regent Centre

Jesmond Haymarket Monument

Then

West Jesmond Ilford Road



40

Between South Gosforth to Haymarket

Peak/Off Peak Complete Blockage. One Line Blocked NEMOL Still able to operate from South Gosforth and Prudhoe Street Crossover

No Service in operation between South Gosforth and Haymarket.


Airport to South Gosforth utilising Stoneyhurst Road Sidings or Ground Position Light Signal 108. May terminate at Regent Centre due to Bus Interchange. Easier to move Passengers to City Centre on Replacement Bus Service

South Shields to Haymarket using Prudhoe St Crossover

South Hylton to Haymarket using Prudhoe St Crossover


Emergency Bus Replacement to operate South Gosforth to Haymarket/Monument or Regent Centre to Haymarket/Monument as near as possible to train departure times.


South Gosforth Regent Centre Haymarket

Then

West Jesmond Jesmond

Ilford Road



41

Between South Gosforth to Monument,

Peak/Off Peak Complete Blockage. One Line Blocked NEMOL Still able to operate from South Gosforth and unable to use Prudhoe Street Crossover



Airport to South Gosforth utilising Stoneyhurst Road Sidings or Ground Position Light Signal 108

South Shields to Gateshead Stadium turning back using Ground Position Light Signal 707

South Hylton to Gateshead Stadium turning back using Ground Position Light Signal 707


Emergency Bus Replacement to operate Jesmond to Gateshead Stadium as near as possible to train departure times.


South Gosforth Regent Centre Haymarket

Monument Gateshead Gateshead

Stadium Then

West Jesmond Jesmond

Ilford Road

42



Between Haymarket to Gateshead Stadium

Peak/Off Peak Complete Blockage. One Line Blocked NEMOL Still able to operate using Prudhoe Street Crossover NEMOL Still able to operate using Ground Position Light Signal 707


St James to Monument utilising Prudhoe Street Crossover

Airport to Monument utilising Prudhoe Street Crossover

South Shields to Gateshead Stadium turning back using Ground Position Light Signal 707

South Hylton to Gateshead Stadium turning back using Ground Position Light Signal 707




Monument

Central Gateshead Gateshead

Stadium

43



Between Haymarket to Gateshead Stadium

Peak/Off Peak Complete Blockage. One Line Blocked Metro Still able to operate using Prudhoe Street Crossover Metro unable to operate using Ground Position Light Signal 707




South Shields to Heworth turning back using Signal 727

South Hylton to Heworth turning back using Signal 727




Monument

Heworth Central Gateshead Gateshead

Stadium

44



Between Haymarket to Pelaw

Peak/Off Peak Complete Blockage. One Line Blocked Metro Still able to operate using Prudhoe Street Crossover Metro unable to operate using Heworth Signal 727




South Shields to Pelaw using Pelaw Sidings

South Hylton to Pelaw using Pelaw Sidings




Monument Pelaw Heworth Central

Gateshead Then

Gateshead Stadium

Felling

45

6 Recovering the Service

Recovering the service is the restoration of train service regularity and station operation. This will normally

involve trains reverting to timetable schedule times; however, this will depend on the infrastructure

available. The NEMOL Metro Duty manager is responsible for restoring excess Headway and Timetable as

soon as is practicably possible.

Where possible, the NEMOL Metro Duty Manager should ensure that all trains run their full distance as

booked. This should only be changed when:

considerable benefits will be provided on the remaining Network to passengers by providing an

alternative service pattern;

two trains to the same destination are running immediately behind each other;

an additional Morning or Evening Peak train is utilised to replace a Core Service train due to a fault.

6.1 Turn Trains

Trains should not be turned short outside the central corridor unless absolutely necessary and every effort

should be made to recover the service and taking into consideration station facilities and circumstance etc.

Preferred turning locations depend on how late train is operating:

Sunderland (recover 20 minutes late running);

Regent Centre (recover 30 minutes late running);

Jarrow (recover 20 minutes late running).

Pelaw (recover 25 minutes late running for South Shields services, 40 mins for South Hylton services)

Bede (recover 10 minutes late running)

Kingston Park (recover 10 minutes late running)

Wallsend (recover 25 minutes late running)

Monument West (10 minutes late running).

The NEMOL Metro Duty Manager in liaison with the Service Delivery Controller and the Resource Supervisor

will arrange for drivers to swap trains en route, and if necessary reallocate train running numbers.

Notification under the reportable incident should be made including rational for turning trains.

Where regulation of Sunderland services is required, the NEMOL Metro Duty Manager must agree with

Network Rail Control what is to happen and document the exchange within Compass. This may include

turning trains short of their destination at Brockley Whins, East Boldon or Sunderland.

The NEMOL Metro Duty Manager should remember to advise the Service Delivery Controller how to use

platforms to maximise flexibility on the single line sections. It is the NEMOL Metro Duty Manager’s

responsibility to ensure that passengers and staff are advised of any changes to platforms using available

control room staff and other means (such as PIDs, CRM and social media e.g. Facebook/Twitter).

46

47

6.2 Running fast

Ordinarily, running fast should be avoided as it offers limited benefit to customers. However, if it can be

seen that there is a clear benefit to customers and the service overall, then consideration should be given to

‘running fast’ (e.g. detraining passengers at a station where they will be picked up by another train almost

immediately in order to even out headway and benefit the majority of passengers on the network). The

Metro Duty Manager must take into consideration the following factors;

o Time of day

o Train service loading

o Weather conditions

o Station loading

o Delays to customers/excess headway

o Service levels (e.g. Sundays)

o Station facilities

o Significant events

This list is not exhaustive. The decision making process should be agreed between the MDM and the NIM

and recorded in the appropriate logs and all information should be communicated to customers affected on

the network.

Notification under the reportable incident should be made including rational for running fast. The NIM will

be consulted prior to and information being cascaded

6.3 First and Last Trains

The MDM must plan during disruption to run first and last trains as booked. This may include reducing the

service to prevent a build up of trains at the extremities of the network shortly before the close of service.

This may include reallocating train running numbers so that agreed trains operate through the required First

and Last Train Monitoring Points. But if this cannot be done the NEMOL Metro Duty Manager will liaise with

the Service Delivery Controller to where possible operate a train through the required Monitoring Points

within the relevant timescale -30 seconds +3 minutes.

This must be recorded in Compass.

Drivers will be contacted through Cab Secure Radio System informing them of any changes to departure

times to enable a regular headway service.

6.4 Disruption due to Time Division Multiplex (TDM) Fault Indications

When a TDM Fault occurs the Service Delivery Controllers lose all points (flashing)/route indications (all

showing occupied) on the control room mimic.

48

In order to work around this problem the following procedure should be adopted:

During Traffic Hours:

The Service Delivery Controller should immediately place the signal desk override switch for the

area(s) affected to the ‘Auto’ position.

The signals for the area(s) affected should operate normally providing the driver has the correct

code selected.

The Service Delivery Controller can continue to operate the normal timetable in line with the laid

down Rules and Procedures contained in the Metro Modular Rule Book and Control Room Manual.

Inform drivers of the problem and advise them to check destination codes before arrival at the

affected area(s).

Providing the signals/route setting are working normally, the NEMOL Metro Duty Manager should

consider making arrangements as soon as possible to staff the local panel(s) for the area(s) affected

as a back-up to the above.

All communications with trains will be via the control room and any instructions to persons staffing

the local panels will be issued from the control room.

If the normal signal operation cannot be achieved in the ‘Auto’ position and it is not possible to operate the

train service safely, the service would be terminated at an appropriate point until arrangements are made

for the local panel(s) to be staffed and operated at which point it should be possible to resume normal

running.

6.5 Staff authorised to man/operate local panels:

All Service Delivery Controllers (11)

Relief Service Delivery Controllers (2)

Because of statutory limits on hours/shifts placed on these groups of staff it may be necessary to consider a

replacement bus service or request other operators accept Metro Tickets in some areas to allow available

staff to man the more important local panels (e.g. Pelaw) for longer hours.

The arrangements for bus replacement services can be found in the appendices section of the contingency

planning documents.

6.6 Deployment to Local Panels

Staff will be deployed to man Local Panels using company vehicles or taxis as appropriate. Due to the remote

locations of local panels the NEMOL Metro Duty Manager will arrange for refreshments to be delivered to

staff manning local panels as necessary.

6.7 Local Panel Equipment

49

Safety equipment (collars/cups etc) and up to date timetables needed to operate the local panels are kept in

ready prepared packs within the Metro Control Room. These will be taken to site by staff on deployment

from the control room or delivered to site if staff are deploying from other locations.

50

7 Sustained Disruption

7.1 Introducing Emergency Timetables

Where any new timetable is required (excepting the pre-agreed thinning of services outlined in this

document), the Nexus Infrastructure Manager will be informed of the plans.

If necessary the NEMOL Metro Duty Manager will hold a Conference Call between NEMOL and Nexus Rail to

agree the changes. The following roles should be considered to participate in the call:

o NEMOL Metro Duty Manager

o NEMOL Current Operations and Resource Manager

o NEMOL Engineering (On-Call Level)

o NEMOL Head of Stations Delivery

o Nexus Rail Head of Maintenance Delivery (if appropriate)

Engineering Manager Track

Engineering Manager Power Supplies and Overhead Line

o Nexus Head of Metro Delivery

o Nexus Control Manager

Both Nexus and NEMOL must be involved if there is significant disruption requiring amended timetables.

During a service disruption affecting services operating on Network Rail Infrastructure, dialogue between the

Metro Duty Manager and the Signaller Shift Manager at Tyneside IECC will take place. On the day of

disruption NWR will assist as per directed by Metro.

If disruption lasts for more than one day emergency timetables will be provided by Metro in consultation

with Nexus.

7.2 Emergency Stabling Arrangements

In cases where an emergency situation arises or where pre – planned work closes sections of track, it may

become necessary to stable/clean or maintain trains away from Gosforth Maintenance Depot. The NEMOL

Metro Duty Manager will liaise with the Nexus Infrastructure Manager to obtain agreement for any

proposed out stabling prior to any locations being used.

These arrangements will fall into two main categories:

Stabling on surface areas (Sidings and adjacent stations)

Sub – Surface Stabling (Tunnels)

When considering outstabling trains it will also be necessary to consider how maintenance and cleaning staff

will gain access to the stabling areas and how they can be protected while in these areas. This could be

achieved by the following methods:

51

If the service disruption is going to result in NEMOL being unable to operate through a particular area for

more than one day, consideration must be given to Metrocars unable to return to Gosforth Depot. The

NEMOL Metro Duty Manager will liaise with the Nexus Infrastructure Manager to obtain agreement for any

proposed outstabling (only in so far as the NIM should be consenting that the plan does not conflict with any

maintenance or renewal activities) to ensure:

Maintenance and Fault Rectification

Cleaning

Security

Depending on the area of the incident, specifically if the incident was between Jesmond and Gateshead

Stadium, there would be significant numbers of Metrocars that would be unable to return to Gosforth

Depot.

Metrocars can be stabled at South Shields Sidings (6) and Pelaw Sidings (15) where only Minor Maintenance,

some Fault Rectification and Cleaning could be carried out. If trains develop a major fault they would have

to be removed from service which will impact on the service level provided.

Between St James to South Shields the following locations can be used to turn back services (stabling

locations identified where applicable):

Manors

Chillingham Road

Wallsend

North Shields

o North Shields Platform 2 and 3

o Bagnall Sidings

Tynemouth

Monkseaton (Sidings)

Shiremoor

Four Lane Ends

South Gosforth

Jesmond – New Bridge Street

Haymarket

Gateshead Stadium

Heworth

Pelaw (Sidings)

Hebburn

Jarrow

Bede

Chichester

Between Airport to South Hylton the following locations can also be used to turn back services (stabling

locations identified where applicable):

52

Kingston Park

Regent Centre (Sidings)

Depot

Stoneyhurst Sidings

Jesmond

New Bridge Street

Prudhoe Street X-Over

Brockley Whins

East Boldon

Sunderland

o Platforms 1,2,3 and 4

o Burden Road (Sidings)

Park Lane

If Network Rail does not grant permission to turn back on the request of the NEMOL Metro Duty Manager,

the on-call should be notified and the request escalated.

7.3 Pre-planned Track Closures – Metrocar Maintenance and Servicing:

7.4 Designated stabling areas will be isolated from the rest of the system by use of CoL

rules Emergency Track Closures:

Designated stabling areas will be taken under Control of Line with the Operations Manager acting as

Worksite Controller.

The use of an Operations Manager as a Worksite Controller under Control of Line must be balanced

against the operational need for the same person to carry out other Operational tasks (e.g. Silver

Command at an incident site). The NEMOL Metro Duty Manager must come to an agreement as to

how to use available resources, and seek advice from their respective On Call managers if necessary.

If no qualified staff are available within Metro Operations it may be necessary to approach Nexus (via

the NIM) to provide Worksite Controller cover.

Any decision to deploy Nexus staff in support of Metro Operations during emergency track closures

will be the responsibility of the NIM after liaising with the NEMOL Metro Duty Manager.

When trains are outstabled every effort should be made to operate the First/Last Trains as scheduled.

If necessary train running number can be reallocated or ensure that a train operates through

Monitoring Points within -30 second +3 minutes.

Following emergency track closures, discussions will be undertaken between the NEMOL Metro Duty

Manager and Nexus Infrastructure Manager to decide the level of service utilising the agreed

Contingency Plan, which can be operated for the closure of tracks (if that closure runs into service

time the following day). This should include service limitation/intervals, issue of emergency

timetables, trains availability, staff availability, information to station staff, and advice to passengers.

7.5 Additional issues for consideration

53

Security will be required in all areas to avoid vandalism and/or graffiti attacks on trains.

Trains stabled in station/tunnel areas will have limited access for maintenance below floor level.

Maintenance staff (Depot) not qualified in P.T.S. for main line working.

Noise and disturbance to public living near designated stabling areas in particular at Pelaw, Benton,

Monkseaton and Wallsend areas.

7.6 Surface Stabling

South Shields: Two sidings and Platform

Sidings one: 3 cars

Sidings two: 3 cars

Station area: 2 cars

Total: 8 cars (4 x 2 car sets)

Pelaw: Three sidings, Refuge sidings and Platforms

Sidings one: 4 cars

Sidings two: 4 cars

Sidings three: 3 cars

Refuge sidings: 4 cars

Platform : 2 cars per platform

Total: 19 cars (8 x 2 car sets + 1 spare car)

Monkseaton: One sidings, Limit of Shunt (LOS) turn back and Platforms

Sidings: 2 cars

L.O.S.: 2 cars

Platform one: 2 cars

Platform two: 4 cars


North Shields: One sidings, Station areas (three platforms) and L.O.S. turn back

Sidings: 4 cars

Bay platforms: 4 cars (behind 322 signal)

L.O.S: 2 cars

Station areas: 2 cars per platform


Wallsend: Station areas, L.O.S. and Out line in rear of 353 Signal

Station areas: 2 cars per platform

L.O.S.: 2 cars

In rear of 353 signal: 2 cars


Stoddard Street: Four sidings, Headshunt and in rear of 444 signal

Sidings one to four: 2 cars per sidings

Headshunt: 2 cars

In rear of 444 signal: 2 cars

Total 12 cars (6 x 2 car sets.)

Regents Centre: One sidings and Station areas

Sidings: 2 cars

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2 cars per platform


Airport: Station areas

4 cars per platform

Total 8 cars (4 x 2 car sets)

Avoiding line: Between 180 and 148 signals:

11 cars (5 x 2 car sets + 1 spare)

7.7 Network Rail infrastructure:

Burdon Road sidings: 2 cars

Park Lane Station: 2 cars per platform

South Hylton Station: 4 cars

Total Network Rail 10 cars (5 x 2 car sets)

Because of Possession arrangements in force on Network Rail and the lack of staff within Metro Operations

trained to take possessions / access Network Rail track, it will not be possible to access the track to carry out

any maintenance / cleaning / security duties for sets stabled on Network Rail Infrastructure. In View of this

stabling on Network Rail infrastructure should be considered only as a last resort.

7.8 Sub – Surface Stabling:

This will be in two main areas:

North – South tunnels: Jesmond / Haymarket / Monument area (Platforms1 / 2)

East – West Tunnels: St James / Monument (Platforms 3 / 4) / Manors

Whilst stabling within tunnels may be considered more secure than surface stabling it will have a greater

impact on the amount of maintenance able to be undertaken as there will be no access or very restricted

access to under floor levels of the train.

Lack of access for maintenance may impact on the number of trains available for service should the line closure

overrun into service hours the following day.

7.9 North – South Tunnels:

Jesmond:

Platform One:2 cars

Haymarket:

Platform One: 6 cars (including 2 cars stabled within tunnel at arrival end of platform)

Platform Two: 4 cars

Monument:

Platform One: 2 cars


Totals: North – South Tunnels: 16 cars (8 x 2 car sets)

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7.10 East – West Tunnels:

St James:

Platform Three / Overrun tunnels: 4 cars

Platform Four / Overrun tunnels: 4 cars

Monument

Platform One: 4 cars (including 2 cars stabled within tunnel at the arrival end of platform)

Platform Two: 4 cars (including 2 cars stabled within tunnel at the arrival end of the platform)

Manors:


Totals: East – West Tunnels: 18 cars (9 x 2 car sets)

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8 Appendix I: Weather Conditions

8.1 Identifying & Monitoring Severe Weather

During incidents of severe weather conditions NEMOL receive weather forecasts on a Daily basis from

Network Rail. There are t modules within the Metro Rule Book that outline specific responses that must be

carried out during times of Severe Weather Conditions. There is also a set procedure for Metro Stations.

These are:

Section G2:Managing Adverse Weather and Incidents

Winter Weather Working All Metro Stations

The application of this Contingency Plan is reliant upon compliance with the Metro Rule Book. Requirements

of this Contingency Plan and the Rule Book do not negate NEMOL’S and Nexus’ obligations. Where potential

conflicts are identified, these must be escalated at the first practical opportunity. Where the Rule Book

refers to reductions of services not explicitly documented, the Contingency Plans should be used to define

those service levels.

The NEMOL Metro Duty Manager and the Nexus Infrastructure Manager should monitor the weather on a

frequent basis (proportionate to the risk) utilising Web based Weather forecasts from UK Rail, Met Office

and the BBC to assist with deciding on what response is necessary to ensure that Metro continues to operate

to and from all locations.

The Network Rail Hazard Forecast will also be utilised on a Daily basis to assist in identifying any potential

times and locations of severe weather conditions.

The NEMOL Metro Duty Manager and the Nexus Infrastructure Manager will take into account the following

when making their decision on the necessary response:

Up to Date Weather Forecasts, Severe Weather Warnings, Network Rail Severe Weather Warnings

Weather Conditions

o Heavy Rain

with the potential to cause Flooding

Historic Locations

Tynemouth

Tyne Dock

Airport

Road Crossings (Fawdon, Kingston Park, Callerton)

o Heavy Snow

With the potential to cause infrastructure equipment failures.(Point Machine, Point

Heater Failures and Overhead Line Equipment)

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Drifting Snow (Railhead visibility)

Effect Stations (Ramps, Platforms, Access, Egress)

Effect on Metrocars (compacting snow on underside effecting operation)

o Severe Cold

With the potential to cause infrastructure equipment failures (with special regard to

point work and overheads in the depot)

Icicles (Overhead Line, Stations)

Affect Stations (Ramps, Platforms, Access, Egress, Roof Canopy)

Affect on Metrocars (Trainstop, Track Brake, Resistor Banks, Traction Motors,

Compressors, Frozen Air Pipes)

o Excessive Heat

Affecting Overhead Line (with particular emphasis on the approaches to the depot

via the car wash)

Causing Rail Expansion

8.2 Excessive Heat

In the event of excessive heat (as defined by the Rule Book) the MDM should pay particular attention to

both staff and passenger welfare

Attention should be paid to any staff who, during disruption, are required to spend time outside (e.g. staff at

bus stops or drivers on failed trains).

MDMs must consider evacuating failed units trapped in sections following an incident within 15 minutes of

the incident occurring. There should also be an expectation that passengers will force the emergency door

release and so the MDM should advise the Service Delivery Controller to be ready to caution services on

other running lines.

In these cases, the use of an evacuating train should be considered.

8.3 Snow and Severe Drops in Temperature

If severe weather is forecast whether it is prolonged deep snowfall or freezing temperatures which may

impact on the operation or availability of Metrocars, a joint conference call or meeting will be arranged to

discuss the risks to the fleet, service provision, and ability to maintain the operational timetable.

Consideration must be given to all options available to maintain timetable services.

Consideration must be given on whether or not Snow Trains would be required to operate through the night

because it would have an impact on any Engineering Work taking place under Control of Line and the

resourcing of Traincrew or Loco Drivers. If Nexus require Metro Traincrew to operate Works Locomotives

this must be requested via the NEMOL Metro Duty Manager.

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The Nexus Infrastructure Manager must make this request at the earliest opportunity to allow for this

resource to be provided. NEMOL must make all reasonable efforts to provide the drivers in the necessary

timescales taking recognition of the impact this will have on passenger services. The resourcing of NEMOL

Traincrew may result in the cancellation of a service train.

Snow Trains can be operated by either Nexus Rail Works Locomotives or NEMOLcars. Where heavy snow

has accumulated, trains used exclusively for snow clearing purposes should run at no more than 50 km/h2

and must be returned to the heated shed on completing its circuit.

The NEMOL Metro Duty Manager must consider the duration each Metrocar spends in service in times of

extreme cold and snow and look to cycle units from the depot where possible.

Consideration should also be given to the possibility of reducing Control of Line to 02:30hrs for hand back as

well as full cancellation of Control of Line to allow this to happen. This would be agreed with the NEMOL

Metro Duty Manager and the Nexus Infrastructure Manager after consultation with the Relevant On Call

Level from both NEMOL and Nexus.

It may also offer Nexus Rail the opportunity to carry out alternative work throughout the night.

8.4 Protection of Units

If there are exceptional levels of snow or a severe drop in temperatures, there is a requirement to protect

units in accordance with the Winter Preparedness Module of the Fleet Maintenance Handbook. In this

instance, a conference will be held by NEMOL with Nexus Representatives present or via Conference Call to

discuss how the fleet should be protected.

8.5 High Priority Point Machines – NEMOL involvement

To ensure high priority point machines are to remain operational during heavy snow, the MDM should email

all staff to request for volunteers who hold PTS to assist Nexus Rail with snow clearance and other basic

duties.

The NEMOL Metro Duty Manager and Nexus Infrastructure Manager should always consult on the use of

volunteers to deploy to the greatest area of need, recognising that NEMOL’s own responsibility is for the

depot confines.

The NEMOL Metro Duty Manager should track where NEMOL staff are assisting, together with their hours

utilising Compass.

2 This figure is not mandated in the Rule Book and must be regularly reviewed with Nexus.

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Depending on whether or not NEMOL is operating to all destinations there may be a requirement to change

priority. At all times, the Nexus Infrastructure Manager and NEMOL Metro Duty Manager will review the

effect of severe weather and amend the plan as necessary.

8.6 Stations

The NEMOL Contracts Manager is responsible for ensuring that all Metro Stations and depot walking routes

are cleaned/cleared/gritted to the relevant standard.

The NEMOL Contract Manager is responsible for ensuring that:

This procedure is adhered to

Adequate resources are available (additional staff may need to be called in).

They should develop a schedule detailing the order in which stations are attended to.

Winter weather duties are to be carried out in accordance with the Contract Managers Plan which prioritises

Snow Clearance and Salting/Gritting on a daily basis. This plan will be emailed to NEMOL the Metro Duty

Manager daily.

e.g. Snow Clearance

Platforms (1 metre from Platform Edge, then diagonals to Ticket Machine Area

Internal/External steps

Internal/External ramps

External approach paths

Car parks

An on-call team consisting of Cleaning Contract Staff which will include a driver will be created to handle

extreme weather conditions.

Specific instructions will be given to ensure that snow cleared from platforms is not pushed onto track,

which may lead to infrastructure equipment failures. Any staff called in additionally to assist with snow

clearance must be briefed on the safe system of work.

8.7 Depot

The depot is responsible for requesting additional assistance in times of heavy snow or extreme cold

weather for:

Clearing points in the depot

Clearing driver walkways

Preparing units earlier to allow saloons and cabs to heat up before service in exceptionally cold

conditions.

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Rotation of Metrocars stabled on outside roads, 16 – 20. The NEMOL Metro Fleet Duty Manager should

actively identify units that have been in service for excessive periods of time and request the Metro Duty

Manager and Service Delivery Controller to arrange for specific trains to be returned to the shed where

possible.

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9 Appendix II: Frequency, Running Times and Overhead Line Requirements

Route

Frequency (minutes)

Trains Return

running times (including turn

round)

OHL sections (required for turn backs)

Peak Off peak Peak Off peak

SJM - WSD 12 15 3 3 32 BP(b)(c), PB(b)(c)

SJM - NSH 12 15 5 4 52 WP(e), PW(b)(g)(a) SJM - TYN 12 15 5 4 56 WP(c)(b), PW(e)

SJM - MSN 12 15 5 4 60 BW(b), WB(c)

SJM - SMR 12 15 7 6 78 BW(b), WB(a)

SJM - FLE 12 15 8 7 92 GB(c), BG(c)(b) SJM - SGF 12 15 8 7 94 GM(a), MG(a)(i)

SJM - MTS 12 15 10 8 118 GM(f), MG(a)(b)

SJM - GST 12 15 11 9 126 OH(c), HO(g)(f) SJM - HTH 12 15 11 9 132 OH(c), HO(e)

SJM - PLW 12 15 12 10 138 OH(d)(i)(h)(g) HO(d)(h)(i)

SJM - HEB 12 15 13 10 146 OH(g), HO(a)

SJM - JAR 12 15 13 11 152 HC(a)(b), CH(d)(e) SJM - BDE 12 15 13 11 156 HC(d), CH(b)

SJM - CHI 12 15 14 12 166 CS(a), SC(b)

MAN - SSS 12 15 14 11 162 MB(a), BM(d) CRD - SSS 12 15 13 11 154 BP(a), PB(e)

WSD - SSS 12 15 12 10 144 BP(b),PB(c)

NSH - SSS 12 15 11 9 126 PW(a)(b)(g), WP(e)(g) TYN - SSS 12 15 10 8 120 PW(e), WP(c)

MSN - SSS 12 15 9 8 108 BW(c), WB(a)(b)(c)

SMR – SSS 12 15 9 7 98 BW(b), WB(c)

BTN - SSS 12 15 7 6 84 BG(c)(b), GB(d)(g)(f) SGF - SSS 12 15 7 5 74 GM(a)(i), MG(f)

HAY - SSS 12 15 6 5 64 GM(f), MG(a)(b)

GST - SSS 12 15 5 4 54 OH(a), HO(e) HTH - SSS 12 15 4 3 44 OH(c), HO(e)

PLW - SSS 12 15 4 3 40 OH(d)(i)(h)(g, HO(d)(h)(i)

HEB - SSS 12 15 3 3 36 OH(g), HO(a)

JAR - SSS 12 15 3 2 30 HC(a)(b), CH(d)(e) BDE - SSS 12 15 2 2 22 HC(d), CH(b)

CHI - SSS 12 15 1 1 12 CS(a), SC(b)

TYN - PLW 12 15 8 6 90 PW(e), WP(e) OH(d)(i)(h)(j) HO(c)(d)(i)(h)

RGC - SSS 12 15 7 6 80 KG(c)(e), GK(b)

APT - SGF 12 15 4 3 40 GM(a)(i), MG(f)

APT - MTS 12 15 5 4 52 GM(f), MO(a), MG(a) APT - GST 12 15 6 5 62 OH(a), HO(g)

APT- HTH 12 15 6 5 66 OH(c), HO(e)

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Route

Frequency (minutes)

Trains

Return running times

(including turn round)

OHL sections (required for turn

backs) Peak Off peak Peak Off peak

APT - PLW 12 15 6 5 72 OH(d)(i)(h)(j) HO(c)(d)(i)(h)(j)

APT - BWY 12 15 7 6 84 Network Rail Isolations

APT - EBO 12 15 9 7 98 Network Rail Isolations

APT - SUN 12 15 10 8 116 Network Rail Isolations

APT - PLI 12 15 10 8 118 Network Rail Isolations

SHL - PLI 12 15 3 2 26 Network Rail Isolations

SHL - SUN 12 15 3 2 28 Network Rail Isolations

SHL - EBO 12 15 4 4 46 Network Rail Isolations

SHL - BWY 12 15 5 4 52 Network Rail Isolations

SHL - PLW 12 15 6 5 64 OH(d)(i)(h)(j) HO(c)(d)(i)(h)(j)

SHL - HTH 12 15 6 5 68 OH(c), OH(e) SHL - GST 12 15 7 6 78 OH(a), HO(g)

SHL - HAY 12 15 7 6 84 GM(f), MG(a)(b)

SHL - SGF 12 15 9 7 98 GM(a), MG(f)

SHL - RGC 12 15 9 7 104 KG(e)(c), GK(b) SHL - KSP 12 15 10 8 112 KG(a), GK(d)

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10 Appendix III: Bus Operators adjacent to Metro Operation

Monday - Friday

Location From/To Operator Frequency

Mon - Fri

Bus Numbers Operating

St James – Wallsend Stagecoach 10 min Day

20 min Eve

40

10 min Day

20 min Eve

22 from MMT to WSD goes nearest to all

stations

Go North East 15 min Day

30 min Eve

1 (Coaster) from MMT to WSD

Wallsend – North Shields Go North East 15 min Day

30 min Eve

1 (Coaster)

20 min Day 17 goes nearest to all stations except MWL

30 min Eve 17A

North Shields - Tynemouth Arriva 15 min Day

30 min Eve

306


30 min Eve

1 (Coaster)

North Shields to South Gosforth

(NSH,WTL,SMR,SGF only)

Arriva 30 min Day

60 min Eve

X6, X6a

Tynemouth – Monkseaton Arriva

Go North East

30 min Day

30 min Eve

57/57A WTL – MSN only

15 min Day

30 min Eve

15 min Day

1 (Coaster) TYN – WTL only

W1/W3 (07:30-18:30 Only)

Monkseaton – Shiremoor Arriva 60 min All Day

30 min Day

60 min Eve

X8 SMR-WMN

57/57A WMN-MSN-North Tyneside

Hospital

30 min Day

60 min Eve

53 North Tyneside Hospital – SMR

53A Eve (Not WMN)

Shiremoor – Four Lane Ends Arriva 30 min Day

60 min Eve

56 Not PMV/BTN

Four Lane Ends – South Gosforth Arriva 30 min Day

60 min Eve

56

Stagecoach

Arriva

30 min All Day

60 min Eve

32/32A

South Gosforth – Monument Stagecoach 15 min Day

30 min Eve

6-7-8 to Gosforth High St

30-31 on to Monument

Monument – Gateshead Stadium Go North East 10 min Day

30 min Eve

27

Gateshead Stadium - Heworth Go North East 10 min Day

30 min Eve

27

Heworth to Hebburn Go North East 10 min Day

30 min Eve

27

Heworth to Jarrow Go North East 10 min Day

30 min Eve

27

Jarrow - Bede Go North East 10 min Day

30 min Eve

27

Bede – South Shields Go North East 10 min Day

30 min Eve

27

Airport to Kingston Park Go North East 60 min 353

Kingston Park to Regent Centre Stagecoach 30 min Day only 6 to top of Gosforth High Street

Kingston Park to South Gosforth Stagecoach 30 min Day only 6

Regent Centre to Monument Stagecoach

Arriva

30 min Day

60 min Eve

33

33A

Heworth – East Boldon Go North East 30 min Day X3 not serve PLW/FGT

64

30 min Eve (07:00-19:30) Connects to 26

Go North East

Stagecoach

30 min Eve

60 min Eve

26A to Boldon ASDA change to 30 on to

EBO

East Boldon - Sunderland Go North East 15 min Day

30 min Eve

9 (the NINE) (All Day), X3 from Sunderland

Road

Park Lane – South Hylton Stagecoach 30 min Day

30 min Eve

8 Not PAL

20 Sunderland to Pennywell

Jarrow – South Hylton GNE

Stagecoach

30 min Day

30 min Day

30 min Eve

9(the NINE) to Sunderland,

8 on to SHL


Saturday


Sat



20 min Eve

40

10 min Day

20 min Eve

22


30 min Eve

1(Coaster) from MMT-WSD


30 min Eve

1(Coaster)

20 min Day

30 min Eve

17 nearest All Stations except MWL

17A

North Shields - Tynemouth Arriva 15 min Day

30 min Eve

306


30 min Eve

1 (Coaster)


Go North East

Go North East

30 min All Day

15 min Day

15 min Day

30 min Eve

57/57A WTL-MSN Only

W1/W3 (07:30-18:30 Only)

1 (Coaster) TYN-WTL Only

Monkseaton – Shiremoor Arriva 60 min All Day X8 SMR - WMN

30 min Day

60 min Eve

57/57A WMN – MSN – North Tyneside

Hospital

30 min Day

60 min Eve

53 North Tyneside Hospital – SMR

53A (Eve) Not WMN

Shiremoor – Four Lane Ends Arriva 30 min Day

60 min Eve

56 Not PMV or BTN

Four Lane Ends – South Gosforth Arriva 30 min Day

60 min Eve

56

Stagecoach 30 min Day

60 min Eve

32/32A

South Gosforth – Monument Stagecoach 15 min Day

30 min Eve

6-7-8 to Gosforth High St,



30 min Eve

27


30 min Eve

27


30 min Eve

27


30 min Eve

27


30 min Eve

27


30 min Eve

27


65

Kingston Park to Regent Centre Stagecoach 30 min Day Only 6 to top Gosforth High St nearest RGC

Kingston Park to South Gosforth Stagecoach 30 min Day 6

Regent Centre to Monument Stagecoach

30 min Day

60 min Eve

33

33A

Heworth – East Boldon Go North East 30 min Day

30 min Eve

X3

26A to Boldon ASDA

Stagecoach 30 min Day

60 min Eve

30 Boldon ASDA to EBO

East Boldon - Sunderland Go North East 15 min Day

30 min Eve

9(the NINE), X3 (Eve only) from Sunderland

Rd

Park Lane – South Hylton Stagecoach 30 min Day

30 min Eve

8 Not PAL


Jarrow – South Hylton Go North East 30 min All Day 9 (the NINE)to Sunderland

Stagecoach 30 min All Day

30 min Eve

8 on to South Hylton


Sunday


Sunday



30 min Eve

40

20 min All Day 22 MMT - WSD


30 min Eve

1(Coaster)


30 min Eve

1(Coaster)

North Shields - Tynemouth Arriva 30 min All Day 306


30 min Eve

1(Coaster)


Go North East

30 min Day

60 min Eve

57 WTL – MSN 10:00a.m onwards Sun

30 min All Day 1 (Coaster)TYN – WTL Only

Monkseaton – Shiremoor Arriva 30 min All Day

60 min All Day

57 to North Tyneside Hospital

53A onto Shiremoor

Shiremoor – Four Lane Ends Arriva 60 min 56

Four Lane Ends – South Gosforth Arriva 60 min 56

Arriva + Go North

East

30 min 32A

South Gosforth – Monument Stagecoach

Arriva + Go North

East

Stagecoach

30 min All Day

30 min All Day

15 min All Day

7

32A to Gosforth High St,



30 min Eve

27


30 min Eve

27


30 min Eve

27


30 min Eve

27


30 min Eve

27


30 min Eve

27


66

Kingston Park to Regent Centre Stagecoach

Arriva + Go North

East

30 min All Day 30 from FAW to Gosforth High St. Not RGC

32A from FAW to Gosforth High St. Not RGC

Kingston Park to South Gosforth Stagecoach 30 min All Day 32A from FAW to Gosforth High St. Not RGC

Regent Centre to Monument Arriva 60 min All Day 33A. Also regular Arriva Services RGC-HAY

Heworth – East Boldon Go North East 30 min All Day 26A to Boldon ASDA

Stagecoach 60 min All Day 30 on to East Boldon

East Boldon - Sunderland Go North East 30 min All Day 9(the NINE)

Park Lane – South Hylton Stagecoach 30 min All Day 20 to Pennywell not PAL

Updates on Bus Information are provided by Nexus on a Weekly Basis by email, which show any changes to

Bus Services operating adjacent to Metro. Updated Files are held on both the Customer Information

Controllers Desk and Metro Duty Manager which are updated if necessary from information provided by

Nexus. These Files will supersede the information above and the above Tables will be updated as

Contingency Plan is updated.

10.1 Additional Information

Go North East service 9 (Jarrow to Sunderland) goes via Calf Close Lane adjacent to Platform 1 Fellgate, then

Newcastle Road into Sunderland, only 2 minute walk from Seaburn and adjacent to Stadium of Light and St

Peters Stations.

Go North East service 35 (South Shields Bus Station to Sunderland) every 10 minutes during the day and

every 30 minutes in the evening Monday – Saturday and every 20 minutes during the day and every 30

minutes in the evening on Sundays.

Stagecoach E2 and E6 operate from Chichester to Sunderland every 10 minutes during the day and every 15

minutes in the evening Monday – Saturday, and operate every 30 minutes All Day on Sunday.

67

11 Appendix IV: Extracts from London North Eastern Joint Train Service

Contingency Plans & Service Recovery Plans

11.1 Sunderland: All Lines Blocked: No Access

PLAN NORTH EAST SUNDERLAND CHARLIE Distance 0 ½ Miles

Sunderland

All Lines Block – No Access

Station(s) Directly Affected Sunderland

Extended Journey Time Minimum 40 Minutes This Plan details the requirements when there is an All Lines Block event that prevents train service operations through Sunderland Station. This plan covers the area over the Up and Down Lines through Sunderland Station, covering a total distance of 0 ½ Miles. Sunderland to Monkwearmouth – Distance 0 ½ Miles

Revised Train Plan – Summary

NORTHERN PLAN

The Service from Middlesbrough to Newcastle will divert via Darlington, restarting forward right time from Newcastle.

Northern may operate a shuttle service between Hartlepool and Middlesbrough/Nunthorpe.

GRAND CENTRAL PLAN

GCR will start & terminate the core train service at Hartlepool, shunting forward to Seaham or Ryhope Grange as required to avoid impact on Northern services. Consideration to be given to keeping Signalboxes open to allow ECS to run south to return to Heaton CS via Darlington should blockage still be in place.

DB METRO PLAN

DB Metro will operate a contingent train service between Newcastle and St.Peters and v.v.

FOC PLAN

FOC Service to be assessed for diversion via ECML (Darlington). Subject to agreement with York RCM and Re-scheduling as required.

Immediate Incident Telephone Conference to detail the specific train plan.

DRS Operate subject to York RCM agreement (May operate Ferryhill, Norton East & Cliffe House (R/R)

STAFF ARRANGEMENTS

Network Rail Ops Staff to be directed towards Incident Management. Other Ops/Infrastructure staff to support as required.

CONTROLLED ARRANGEMENTS

Freight not having departed Origin to consider alternate unaffected routes (Re-scheduled)

Northern may assess ECML diversions to balance stock & Traincrew; this will be agreed on the train service Contingent Conference.

JOURNEY OPTIONS

Bus operations for any station with cancelled service. DB Metro will request Bus Operators to accept Metro Tickets between 45 – 90 minutesbut introduce bus services if disruption expected to last longer than 1.5hours. Northern passengers may be directed to St Peter’s for onward travel via DB Metro.

TEMPORARY BLOCK WORKING PLAN

Northern operate 1 TPH Each Line.

GCR Operate normal train service.

68

11.2 Sunderland: Partial Line Block

PLAN NORTH EAST SUNDERLAND DELTA Distance 0 ½ Miles

Sunderland

Partial Lines Block Station(s) Directly Affected Sunderland

Extended Journey Time Minimum 20 Minutes This Plan details the requirements when there is an Partial Lines Block event that prevents train service operations through Sunderland, over either the Up or Down line (Through Platform) between the following location, covering a total distance of 0 ½ Miles. Sunderland to Monkwearmouth – Distance 0 ½ Miles


NORTHERN PLAN

If only Station platform access affected – Northern may operate a Normal Service via Open platforms.

If any other infrastructure is affected: The Service from Middlesbrough to Newcastle will divert via Darlington in the affected direction.

Northern may operate a shuttle service between Hartlepool and Middlesbrough/Nunthorpe.

GRAND CENTRAL PLAN

Any ECS from depot will be assessed for diversion to commence train service at Hartlepool or Eaglescliffe (Via Tursdale). An assessment should be taken on the day for any station access availability to allow GCR service into Sunderland, shunting immediately if required.

If station access is affected GCR will start & terminate the core train service at Hartlepool, shunting forward to Seaham or Ryhope Grange as required to avoid impact on Northern services. Consideration to be given to keeping Signalboxes open to allow ECS to run south to return to Heaton CS via Darlington should blockage still be in place.

DB METRO PLAN

DB Metro will operate a contingent train service between Newcastle and St.Peters and a shuttle service between Sunderland and South Hylton will be considered.

FOC PLAN

FOC Service to be assessed for diversion via ECML (Darlington) over the affected direction. Subject to agreement with York Control Duty Manager Control and Re-scheduling as required.

DRS Operate subject to York Control Duty Manager Control agreement (May operate Ferryhill, Norton East & Cliffe House (R/R)

STAFF ARRANGEMENTS





JOURNEY OPTIONS

Bus operations for any station with cancelled service. DB Metro will request Bus Operators to accept Metro Tickets between 45 – 90 minutesbut introduce bus services if disruption expected to last longer than 1.5hours. .

SINGLE LINE WORKING PLAN

GCR operate a normal train service

Northern Operate 2 TPH through SLW.

DB Metro Not to operate.

69

11.3 Seaburn: All Lines Blocked

PLAN NORTH EAST SUNDERLAND ECHO Distance 8 Miles

Seaburn


Station(s) Directly Affected Seaburn

Extended Journey Time Minimum 40 Minutes This Plan details the requirements when there is an All Lines Block event that prevents train service operations through Seaburn. This plan covers the area over the Up and Down Lines through Seaburn, covering a total distance of 8 Miles. More specific Locations as follows: - Monkwearmouth to East Boldon – Distance 3 Miles East Boldon to Brockley Whins – Distance 2 Miles Brockley Whins to Pelaw Junction – Distance 3 Miles


NORTHERN PLAN

The Service from Middlesbrough to Newcastle/Carlisle or Hexham and v.v. will start/terminate at Newcastle – Operating Newcastle to Carlisle or Hexham and v.v.

Northern may operate service between Sunderland and Middlesbrough/Nunthorpe.

GRAND CENTRAL PLAN

Normal core train passenger service operates. Any ECS from depot will assessed for early departure to run via ECML, Darlington and run to Sunderland to pick up first service. Assessment will be required for last service of the day to see if ECS will be able to depart south and run via Hartlepool, Eaglescliffe, Darlington and ECML.

DB METRO PLAN

DB Metro will operate a contingent train service dependent upon where the line is affected as follows:

When line affected between St.Peters and East Boldon Service start/terminates Newcastle to East Boldon and v.v.

When line affected between East Boldon and Brockley Whins Service start/terminates Newcastle to Brockley and v.v.

When line affected between Brockley Whins and Pelaw Junction Service start/terminates Newcastle to Pelaw and v.v.

A shuttle service between Sunderland and South Hylton will be considered.

FOC PLAN

FOC Service to be assessed for diversion via ECML (Darlington). Subject to agreement with York Control Duty Manager Control and Re-scheduling as required.

Immediate Incident Telephone Conference to detail the specific train plan.

DRS Operate subject to York Control Duty Manager Control agreement (May operate Ferryhill, Norton East & Cliffe House (R/R)

STAFF ARRANGEMENTS





JOURNEY OPTIONS

Bus operations for any station with cancelled service. DB Metro will request Bus Operators to accept Metro Tickets between 45 – 90 minutesbut introduce bus services if disruption expected to last longer than 1.5hours.

TEMPORARY BLOCK WORKING PLAN

Northern operate 1 TPH Each Line.

GCR operate a normal train service

DB Metro must not operate on TBW – Section to be clear of DB Metro Service prior to TBW Introduction.

70

11.4 Seaburn: Partial Line Block

PLAN NORTH EAST SUNDERLAND FOXTROT Distance 8 Miles

Seaburn

Partial Lines Block Station(s) Directly Affected Seaburn

Extended Journey Time Minimum 20 Minutes This Plan details the requirements when there is a Partial Lines Block event that prevents train service operations through Seaburn, over either the Up or Down line between the following locations, covering a total distance of 8 Miles. Monkwearmouth to East Boldon – Distance 3 Miles East Boldon to Brockley Whins – Distance 2 Miles Brockley Whins to Pelaw Junction – Distance 3 Miles


NORTHERN PLAN

The Service from Middlesbrough to Newcastle/Carlisle or Hexham and v.v. will start/terminate at Newcastle to Carlisle or Hexham and v.v.

Northern may operate service between Sunderland and Middlesbrough/Nunthorpe.

Note: Northern may operate over the unaffected line; however an assessment will be undertaken on Crew/Stock Imbalance.

GRAND CENTRAL PLAN

Normal core train passenger service operates. Any ECS from depot will assessed for early departure to run via ECML, Darlington and run to Sunderland to pick up first service. Assessment will be required for last service of the day to see if ECS will be able to depart south and run via Hartlepool, Eaglescliffe, Darlington and ECML..

DB METRO PLAN

DB Metro will operate from Newcastle to one of the following stations (dependent on location affected) – East Boldon/Brockley or Pelaw. A shuttle service between Sunderland and South Hylton will be considered.

FOC PLAN

FOC Service to be assessed for diversion via ECML (Darlington) over the affected direction. Subject to agreement with York RCM and Re-scheduling as required.

DRS Operate subject to York RCM agreement (May operate Ferryhill, Norton East & Cliffe House (R/R)

STAFF ARRANGEMENTS





JOURNEY OPTIONS

Bus operations for any station with cancelled service. DB Metro will request Bus Operators to accept Metro Tickets between 45 – 90 minutesbut introduce bus services if disruption expected to last longer than 1.5hours.


GCR operate a normal service.

Northern Operate 2 TPH through SLW.

DB Metro Not to operate.

71

11.5 Sunderland to South Hylton: All Lines Blocked

PLAN NORTH EAST SUNDERLAND METRO Distance 3 ½ Miles

Sunderland to South Hylton


Station(s) Directly Affected HLB

Extended Journey Time Minimum 40 Minutes This Plan details the requirements when there is an All Lines Block event that prevents DB Metro train service operations from Sunderland to South Hylton, covering a total distance of 3 ½ Miles. More specific Locations as follows: - Sunderland South Junction to Park Lane – Distance 0 ¼ Miles. Park Lane to South Hylton – Distance 3 ¼ Miles.


DB METRO PLAN

When Line is affected between Sunderland South Junc and Park Lane – DB Metro will operate between Newcastle and Sunderland only and v.v.

When Line is affected between Park Lane and South Hylton – DB Metro will operate between Newcastle and Park Lane only and v.v.

STAFF ARRANGEMENTS

Other Ops/Infrastructure staff to support as required.


Assess DB Metro Schedules as required.

JOURNEY OPTIONS

DB Metro will request Bus Operators to accept Metro Tickets between 45 – 90 minutesbut introduce bus services if disruption expected to last longer than 1.5hours


NA

Documents

Metro Contingency Plans