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Instructions Working O F Electric Trains

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Instructions Working O F Electric Trains LONDON & NORTH EASTERN RAILWAY (North Eastern Area) INSTRUCTIONS IN CONNECTION WITH THE WORKING OF ELECTRIC TRAINS ON THE TYNESIDE ELECTRIFIED LINES In operation from 1st January, 1943 H. W. H. RICHARDS, F. E. HARRISON, Chief Electrical Engineer. Engineer, (N.T./W/ 3) (G. 11/3). E. M. RUTTER, C. M. STEDMAN, Superintendent. Loco. Running Supt. (O. 4918). (G. 4). TABLE OF CONTENTS PAGES. General Instructions 4--11 Instructions to Engineer's Staff 12-22 Instructions to Signalmen 23-45 Instructions to Station Masters, Guards, Shunters, Station Staff and others 46-50 Instructions to Electric Trainmen 51-62 Steam Hauling of Electric Trains in Emergency 63-65 Treatment for Electric Shock 67-70 Every Employee supplied with this Book must make himself thoroughly acquainted with, and will be held responsible for a knowledge of, and com- pliance with, the whole of the following Instructions. The Rules and Regulations of the Company also apply except as otherwise provided in these Instructions. 4 GENERAL INSTRUCTIONS. Portions of 1.—The following portions of the London and line North Eastern Railway (YE. Area) are equipped equipped tor for electric traction :— Electric traction. The Tynemouth Branch between Newcastle and Tynemouth, and between Tynemouth and Manors North. The Riverside Branch. The Main Lines North between Newcastle and Benton Quarry Box. The Newcastle and South Shields Branch. The Quayside Branch, and the several other curves, connections, sidings, and platform lines set out in detail in instruction 41. On these portions of railway the following instructions, so far as applicable, will be in force. GENERAL INSTRUCTIONS. 5 2.--Electrical Energy is supplied from the s Powero Stations of the North Eastern Electric electrical e nerSupplyi Company, Ltd. by means of High Tension Cables, to the Railway Company's Sub-stations at gy l . PP Wallsend, Percy Main, I Pandon Dene, *Gateshead, Y *South Gosforth, *Pelaw, Benton, *Jarrow, *Earsdon Grange, *Tyne Dock, Cullercoats, * Unattended. from which the Third Rail Conductor throughout the Electrified lines and the Overhead Conductor in the Quayside Sidings are fed by Low Tension Cables known as Feeder Cables. During the hours at which the sub-stations mentioned above are shut down the Gosforth Car Sheds and Sidings are fed from a sub-station at the Car Sheds. The principal point of control is at Wallsend Sub-station where the Railway Company's Electric Control Room is located. The Electric Control Engineer at Wallsend will issue instructions with regard to the switching of the whole system. Telephone communication is provided between the Control Room and all important points. 6 GENERAL INS TRUCTION S Third rail aid 3.--(A) Throughout the Electrified Area (except connections. as described in Instruction 5), a Third Rail is laid for the purpose of conveying electrical energy to the trains. Usually it is placed in the 6 ft. way, sometimes outside the track, but never in the 4 ft. way. Mounted on porcelain insulators it is elevated slightly above the track rails. Timber protection boards painted white are attached to the rail where necessary, while at the section ends the protection boards are painted red. At various points the rail is anchored to the sleepers by strain insulators, known as anchor insulators. (B) The third rail is split up into various sections (as described in detail in Instruction 41). Electrical continuity to the various sections is established through cables connected to either a Sub-station, Signal Box, Chamber or Pillar Switchboard. These cables are known as Feeder Cables and are marked near the terminal. (c) Electrical continuity is maintained over the gaps within the respective third rail sections by Continuity Cables, the ends of each individual cable being similarly marked near the terminals. A section can be subdivided by disconnecting the bonds from the old type terminals or dis- connecting the cable from the new type terminals. In the case of the old type terminal the set screws must be taken out and the bond lifted up clear GENERAL ENSTRUCTIONS. 7 3—Continued. of the metal cap and prevented by some insulating material from restoring contact. The bonds should not be allowed to make contact with ballast or disconnected rails. In the case of the new type terminal the nut must be taken off the large bolt and the cable taken off. The cable socket must be prevented from coming in contact with the third rail, terminal bonds, track rail or ballast. Disconnection, whenever possible should only be done when the rail is "Dead." (n) The Third Rail and Connections are charged with electricity at a potential of approximately 600 volts. 4.--An electric train bridging any gap connects TrPirl the adjacent third rails electrically and when s brunning through a cross-over road connects the g eathird rails of up and down lines electrically. rp 5. cs. coverhet Quayside- Tunnel are equipped with Overhead Wires ad forHi the purpose of conveying electrical energy , T tithrough collectors known as pantographs to the h gelectric locomotives using these lines. These wires derivee current supply from the same source as o doess the third rail and the safety precautions l applyi equally to both. ii d ng i n g s a t t h e t o p a n d b o t t o m o f t h e n d u o 8 GENERAL INSTRUCTIONS. Normal path of 6.—(A) Current is taken from the third rail by current. the collector shoes of the trains. It passes through the electrical equipment and the motors to the wheels, whence it is lead back to the sub-stations by the track rails, which are suitably bonded for the purpose. In addition a negative rail laid in the centre of the four-foot way, and bonded to the track rails to assist in carrying the current back to the sub-stations is provided at various places. After leaving the apparatus on the trains, and reaching the track rails, the current is not dangerous. (B) Where the normal path of the current is disturbed, a short circuit is set up, which has harmful effects, and needs to be quickly remedied. A disturbance may be caused by conductive sub- stances connecting the third rail with the ballast, track rails, or other track metal work. Ballast (especially coke and cinder ballast), wet materials, and all metals are good conductive substances. Caution against 7.—It must always be assumed that the third electric rail and its connections are alive, and even if it shock. be known that the current is cut off it must be understood that it may be switched on at any moment unless special provision has been made as provided for in Instruction 47. When one shoe of a train is in contact with the third rail, all the other shoes of the train are alive. Employees of the Company are warned against crossing the third rails more than is absolutely necessary in the discharge of their duty. GENERAL INSTRUCTIONS. 9 8.—Trespass must not be permitted, and any Tres unauthorisedp person observed walking on or in theassin vicinity of the electrified lines must be requested to leave and warned not to trespass again. The nameg and address of any such persons must be taken and handed to the nearest Station Master or other superior officer with a report of the circumstances. 9.--In order to avoid risk of interference Disturbance with the current in the third rail, it is important s othat all yards, sidings, and track be kept clean upand clear of dirt, refuse, and spare material. Proper receptacles are provided at each station forc dirt and refuse. iZ en 10.—(A) Every employee of the Company a knowingR of fire or sparking on the third rail or &c., and overhead wires (otherwise than when a train is apertoitongptly. c passing) or on the low tension cables and con- nections,e or of accident on the line, must report it, eor ensure its being reported at once to the nearestp signal box, and in any case wait and perform sucht r services as the signalman or the occasion shall require. e t n (n) In reporting fire, sparking, or accident, care musti be taken to state the exact locality, and whetherts the Up or Down line or both are affected. n g 10 GENERAL INSTRUCTIONS. Means of ensuring 11.--(A) In performing any service in connection safety. with the third rail, persons must protect themselves from electrical contact by means of the non- conductive articles supplied. (B) A pair of rubber gloves and two bags of dry sand must always be available in each signal box and at each station. Each motor coach carries a rubber mat and bag of sand. A damaged glove is dangerous, as also is a wet glove when the moisture extends as far back as the wrist. All damaged gloves must be replaced at once. (c) In default of rubber gloves or mat, a non- conducting medium must be improvised in cases of emergency. Dry wood, or dry woollen, cotton, or paper material of several thicknesses may be used. Extinguishing fire. 12.—Fire extinguishers are provided in every luggage compartment. To use these a sharp shake or a knock on the ground is sufficient to cause them to work. They must, however, only be used for burning woodwork and not for any part of the electric equipment of the vehicle which may be alive, in which case sand must be used. Extinguishers for use on live electrical train equipment are carried in the Motorman's Com- partment, and are distinguished by a yellow band. In extinguishing fire on the third rail, dry sand.
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