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Instructions Working of Electric Trains

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Instructions Working of Electric Trains BRITISH RAILWAYS (North Eastern Operatir,g Area) INSTRUCTIONS IN CONNECTION WITH THE WORKING OF ELECTRIC TRAINS ON THE TYNESIDE ELECTRIFIED LINES In operation from 1st May, 1952 (Booklet dated 1st January, 1943 is hereby c;ncelled) K. J. COOK, A. DEAN, Mechanical and Civil Engineer. Electrical Engineer. (G. 11/3). ( N.T./W/ 3 ) A. P. HUNTER, F. H. PETTY, Divisional Operating Motive Power Supt. Superintendent. (G. 4). (O. 4918). • A. F. WIGRAM, Signal and Telecommuni- cations Engineer. (S.T. 11/4). Each employee supplied with this book must make himself acquainted with, and will be held responsible for the observance of, the following instructions. The Rules and Regulations of the Railway Execu- tive also apply except as otherwise provided in these Instructions. 1 - 1 1 1 P " TABLE OF CONTENTS n r — • Pages General Instructions 4-11 - - Instructions to Civil and Signal 8( Tele- - communications Engineers' Staff 12-22 - Instructions to Signalmen 23-49 - Instructions to Station Masters, Guards, - Shunters, Station Staff and others 50-54 - Instructions to Electric Trainmen 55-66 ' Hauling or Propelling of Electric Trains in Emergency 67-72 Clearing Third Rail of Snow and Ice 73-75 Appendix Treatment for Electric Shock 76-79 4 GENERAL INSTRUCTIONS Lines 1.—These instructions apply to the North and equipped for South Tyneside Electrified lines of the British Rail- electric traction. ways, North Eastern Operating Area, viz.:— The lines between Newcastle and Tynemouth via Wallsend and Benton. The Riverside Branch. The Main Lines between Newcastle and Benton Quarry Signal Box and from there to Benton Station Signal Box via the South West Curve and to Benton East Signal Box via the South East Curve. The Newcastle and South Shields Branch. The Quayside Branch, and the several other curves, connections, sid- ings, and platform lines set out in detail in Instruction 40. GENERAL INSTRUCTIONS 5 2. Supply of stations- of the North Eastern Electricity Board by electrical means of high tension cables, to the Railway Ex- energy. ecutive'sEl sub-stations at e ctWallsend Percy Main ri Pandon Dene *Gateshead c *South Gosforth *Pelaw al Benton *Jarrow e *Earsdon Grange *Tyne Dock n Cullercoats e *Unattended r fromg which the third rail conductor throughout the electrifiedy lines and the overhead conductor in the Quayside sidings are fed by low tension cables knowni as feeder cables. Durings the hours at which the sub-stations men- tioneds above are shut down the Gosforth Car Shedsu and Sidings are fed from a sub-station at the Car Sheds. p The principal point of control is at Wallsend p Sub-station where the Railway Executive's Electric Controll is located. The Electric Control will issue instructionsi with regard to the switching for the wholee system. Thed third rail and connections are charged with electricity at a potential of approx. 630 volts. Telephonef communication is provided between ther Control Room and all important points. o m t h e p o w e r 6 GENERAL INSTRUCTIONS Third rail 3.---(a) Throughout the Electrified Area (except and 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 40). 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 with the section number. (c) Electrical continuity is maintained over the gaps within the respective third rail sections by Continuity Cables, the ends of each individual cable being marked near the terminals with the section number and cable number. These cables are separ- ately numbered on each section; those on even numbered sections have even numbers and those on odd numbered sections have odd numbers. A Section can be sub-divided by disconnecting the continuity cables. Both terminals of the cable must be disconnected. In the case of the dolly type terminal the set screws must be taken out and the GENERAL INSTRUCTIONS 7 3 (c)—Continued. bond lifted up clear of the metal cap and prevented, by some insulating material, from restoring contact. The bonds should not be allowed to make contact with ballast. In the case of the Callender con- nectors the cable terminal nut must be unscrewed from the large bolt and the cable taken off. The cable socket must be prevented from coming in contact with the third rail, track rail or ballast. Disconnection whenever possible should only be done when the rail is " dead ", but in any case both ends of the cable must be disconnected as stipulated above. 4.—When a section of line, or part of it, is made Trains bridging dead because of derailment, failure or other mishap section particular care must be taken to ensure that none gaps. of the gaps between the dead section and the ad- jacent live sections or between the live part and the dead part of a section is bridged by an electric train. Death or serious injury to men working on the dead section might result from failure to ob- serve this instruction. 5.—The sidings at the top and bottom of the Overhead conductor. Quayside Tunnel are equipped with overhead wires for the purpose of conveying electrical energy through collectors known as pantographs to the electric locomotives using these lines. These wires derive current supply from the same source as does the third rail and the safety precautions apply equally to both. a 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 led 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 may be 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 7.—It must always be assumed that the third rail against electric and its connections are alive. Even if it be known shock. that the current is cut off because of its not being required for traffic purposes, it may be switched on at varying times according to circumstances. All employees of the Railway Executive are warned against crossing the third rail more than is absolutely necessary in the discharge of their duties. All employees are also warned that when one shoe of a train is in contact with the third rail all the other shoes of the train are alive. Care should GENERAL INSTRUCTIONS 9 7—Continued. be taken not to touch or step on a shoe when step- ping from an electric train on to the permanent way and when stepping up to an electric train from the permanent way. 8.—Trespass must not be permitted, and any un- Trespassing. authorised person observed walking on or in the vicinity of the electrified lines must be requested to leave and warned not to trespass again. The name 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 circum- stances. Disturbance 9.--In order to avoid risk of interference with to current the current in the third rail, it is important that all supply. yards, sidings and track be kept clean and clear of dirt, refuse and spare material. Proper receptacles are provided at each station for dirt and refuse. Reporting 10.--(a) Every employee of the Executive know- accidents, ing of fire or sparking on the third rail or overhead &c., and actin wires (otherwise than when a train is passing) or promptly. on the cables and connections, or of accident on the line, must report it, or ensure its being reported at once to the nearest signal box, and wait and per- form such services as the Signalman or the occasion shall require. (b) In reporting fire, sparking or accident, care must be taken to state the exact locality, and whether the Up or Down line or both are affected. 10 GENERAL INSTRUCTIONS Means of ensuring 11,-4 a) In performing any service in connection safety. with the third rail, persons must protect themselves from electrical contact by means of the noncon- ductive 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.
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