Proposed new passenger station at Glyne Gap,
Bexhill
Technical note – Stage 3b: Operational assessment
March 2013 Rother District Council, East Sussex County Council, Land Securities
Group PLC
Confidential
311776 ITD ITN 1 A
Document5
5 October 2012
Proposed new passenger station at Glyne Gap, Bexhill
Technical note – Stage 3b: Operational assessment
March 2013
Rother District Council, East Sussex County Council, Land Securities Group PLC
Confidential
Mott MacDonald, Spring Bank House, 33 Stamford Street, Altrincham, Cheshire WA14 1ES, United Kingdom
T +44(0) 161 926 4000 F +44(0) 161 926 4100, W www.mottmac.com
Rother District Council, Town Hall, Bexhill-on-Sea TN39 3JX
Proposed new passenger station at Glyne Gap, Bexhill Confidential
Mott MacDonald, Spring Bank House, 33 Stamford Street, Altrincham, Cheshire WA14 1ES, United Kingdom
T +44(0) 161 926 4000 F +44(0) 161 926 4100, W www.mottmac.com
Revision Date Originator Checker Approver Description
A 26 Nov 2012 MCS KP RJF Draft technical note summarising operational issues surrounding Glyne Gap station
B 28 March 2013 MCS/KP KP/RJF RJF Final version with client comments addressed
Issue and revision record
This document is issued for the party which commissioned it
and for specific purposes connected with the above-captioned
project only. It should not be relied upon by any other party or
used for any other purpose.
We accept no responsibility for the consequences of this
document being relied upon by any other party, or being used
for any other purpose, or containing any error or omission which
is due to an error or omission in data supplied to us by other
parties.
This document contains confidential information and proprietary
intellectual property. It should not be shown to other parties
without consent from us and from the party which
commissioned it.
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Proposed new passenger station at Glyne Gap, Bexhill Confidential
Chapter Title Page
Executive Summary i
1. Scope of this analysis 1
2. Assumptions and data sources 2
2.1 Assumptions _______________________________________________________________________ 2 2.2 Types of potential conflict analysed _____________________________________________________ 3 2.3 Data sources _______________________________________________________________________ 3
3. Conclusions for services at Glyne Gap 4
3.1 Outline timetable at Glyne Gap _________________________________________________________ 4 3.2 Implications for study ________________________________________________________________ 5
Appendices 7
Appendix A. Glyne Gap and surrounding existing stations: location map ___________________________________ 8 Appendix B. Details of timetabling assessment _______________________________________________________ 9
Content
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This report presents the results of a detailed operational assessment of the viability of
serving a new station at Glyne Gap, located between Bexhill and Bo Peep Junction, west
of Hastings. The analysis has been based upon the present day timetable (May 2012) –
we are aware that major timetable changes are due as part of the Thameslink project
which could impact on this analysis, but these plans have not been made public at
present.
The operational analysis has paid attention to key network conflicts and constraints in the
area, in particular those at:
Bo Peep Junction where the London-Hastings line meets the East Coastway line;
Hastings station, due to the limited numbers of platforms and the inter-actions with
Hastings line trains;
West of Eastbourne, due to platform constraints at Brighton, and Brighton Main
Line interactions from Keymer Junction (Wivelsfield) northwards; and
East of Ore caused by single track line capacity issues on the line to Ashford.
The analysis has identified that a close to regular interval hourly service could be
provided at a Glyne Gap station, but that the service origin/destination would be
imbalanced with:
westbound the service running to Brighton; whilst
eastbound the service coming from London Victoria.
The actual service calling at the station would be the all-stations service, with the current
semi-fast Brighton-Ashford service unable to call due to operational and train capacity
reasons.
The analysis has also shown that to achieve a higher frequency than hourly would
require major retimetabling – eastbound services every half-hour could be possible with
little impact upon the timetable, but westbound this would not be possible.
The results of the analysis contained in this report have been carried through to the
station demand forecasting and business case development, train service frequency
being a key driver of demand.
Executive Summary
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Mott MacDonald has been commissioned by Rother District Council, East Sussex County Council and
Land Securities Group plc to develop the commercial, operational and infrastructural viability of a new
station at Glyne Gap, located to the east of Bexhill station in East Sussex. This report presents the results
of the operational viability. This has focused in particular on the practical feasibility of stopping existing train
services at the new station, and identifying any timetabling difficulties that doing so might present. The
issues analysed are:
Conflicts with other trains, for example at critical junctions such as Bo Peep Junction where the Glyne
Gap stop would result in trains arriving at these locations at different times; and
Turnaround times: where the slower journey resulting from additional station stops would mean that a
train would no longer have sufficient time to form its return working.
A turnaround time is the time needed for a train to be able to restart its operation at the end of a particular
working. This time is required for the driver and/or guard to change ends if necessary, any crew changes
and to reboot the train if required. Minimum turnaround times are specified in the Network Rail Timetable
Planning Rules, with any shorter times likely to impact upon a reliable service.
After identifying the two above issues, this note then identifies those services which could stop at Glyne
Gap and so puts forward an approximate possible timetable for the station.
Reference is made in this report to comments provided by Southern and Network Rail during the
Stakeholder Consultation process held on 2nd
November 2012 at East Sussex County Council
headquarters in Lewes.
This review focuses on the core Monday-to-Friday service, when the line sees its heaviest usage and
therefore when issues of conflict and train utilisation are most likely to emerge. Generally speaking, the
Saturday service is very similar to the off-peak (inter-peak) service pattern on weekdays. Sundays see a
less intensive service, with only two trains per hour through Bexhill: the Brighton – Ore local service does
not run; all other things being equal, it is likely that a less intensive service will give rise to fewer timetabling
issues.
This note uses the terms “up” and “down” for directions, following railway convention. In this case, the “up”
direction is essentially eastbound and northbound, i.e. Ore Hastings St Leonards and then either
towards Eastbourne, Brighton and London or towards London via Tonbridge. Accordingly, “down” means
trains away from London/Brighton/Tonbridge and towards Hastings and Ore. On this basis, at Glyne Gap,
trains towards Bexhill and Eastbourne are “up”, with those towards St Leonards, Hastings and Ore being
“down”. Running lines are commonly labelled in accordance with this convention.
1. Scope of this analysis
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2.1 Assumptions
Our timetabling assessment has been carried out in accordance with the following assumptions:
Glyne Gap station will be located at the approximate location shown on the map included in Appendix A.
The timetable is based on May 2012 services (it has not proved possible to consider future timetables
as the major Thameslink upgrade will lead to a major remapping of the Brighton Main Line and would
have a major impact on the West Coastway service, but has not yet been specified)..
No changes have been made to linespeeds, sectional running times or signalling/junction headways,
reoccupation times and similar as against current specifications. As with the previous assumption, this
is as agreed in the 2 November 2012 stakeholder discussion meetings, i.e. that current timetables and
infrastructure would form the basis of our analysis.
Brighton – Ashford “Marshlink” diesel-worked services are assumed to be out of scope – that is, these
should not stop at Glyne Gap. This reflects the views expressed by Southern Railway and Network Rail
at the stakeholder discussion meeting on 2nd November 2012, that:
these 2-car trains would not have the capacity to accommodate demand from an additional station
call, being already close to capacity;
the units’ poorer acceleration means that they would suffer a worse time penalty than electric units in
stopping at Glyne Gap, leading to line capacity issues;
slowing these “semi-fast” trains would be commercially undesirable slowing the journey time for
through trips; and
that any change to the timetabling of these services would have to be restricted to the section west
of Ore, this reflecting the further assumption that there can be no changes to the timetabling of the
sensitive Ore – Ashford section, which is largely single-track and interfaces with a busy rail hub at
Ashford International.
For the above reasons, the Marshlink trains are not shown in the analysis.
No changes can be made to trains’ timings west of Eastbourne, due to interactions with the Brighton
Main Line at both Brighton and north of Keymer Junction (Wivelsfield).
No changes can be made to trains’ timings on the Hastings – Tonbridge – London line, due to the signal
line sections on this route and interactions with other routes at Tonbridge northwards.
All timings shown are taken from the working timetable (WTT) – in some cases times shown in the
public timetable will be slightly different.
Stopping an electric train at Glyne Gap would add two minutes to the journey times between Bexhill and
St Leonards Warrior Square (the same in both directions); this is assumed to cover braking, dwell time
at the station, and acceleration back to line speed.
Unless stated otherwise, down trains (i.e. those from the west/north) which are proposed to stop at
Glyne Gap will leave stations up to and including Bexhill at the same times, and will then arrive at St
Leonards Warrior Square and subsequent stations two minutes later. In the up direction (i.e. towards
Eastbourne and Brighton/London), they will leave Ore or Hastings, and stations up to and including St
Leonards Warrior Square, two minutes earlier, enabling them to stop at Bexhill and all subsequent
stations to the east at their current times. Exceptions to this assumption are shown.
No conflicts arise to up (westbound) Coastway services at Bo Peep Junction.
We have not had sight of up-to-date rolling-stock diagrams, and therefore our assumptions regarding
train usage (which trains form which later workings) are based on our understanding of current
operations on Southern and South-Eastern, as informed by WTTs. As such, the indications given
regarding which trains form which subsequent services are also assumptions.
In addition, detailed assumptions, derived from the WTT, Timetable Planning Rules and other railway
sources, and relating to specific matters such as how many minutes are to be allowed for specific types of
movement, signalling headways and junction/platform reoccupation times, are detailed in Appendix B.
2. Assumptions and data sources
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2.2 Types of potential conflict analysed
Conflicts arise where a train is prevented from passing a location at it's timetabled time due to the presence
of another train. This could be due to the simple fact that a train is occupying the same piece of track for
instance a station platform, or at a junction where an allowance has to built into the timetable for the
junction to be cleared, the route to be set and the signal to be cleared as well as the time required for the
train to accelerate and achieve line speed and clear the junction again for the next train.
Potential conflicts considered are as follows:
Bo Peep Junction: conflicts may arise at this flat junction where the “1066 Line” from London via
Tonbridge converges with the East Coastway from Bexhill; in particular, down Coastway trains may
conflict with both up 1066 Line services needing to cross their path to go towards Tonbridge, and with
down services presenting at the junction at the same time or too close in front/behind.
Bo Peep Junction – Hastings: Headway conflicts may arise if trains are planned to follow too closely behind
one another along this section. The signal spacing along the route and the line speed places physical
constraints on the frequency of trains.
Turnaround times: as discussed above, a later arrival at Hastings or Ore as a result of a Glyne Gap
stop, and an earlier departure of the same physical train on its next working back towards Brighton or
London, may leave insufficient turnaround time. In order to maintain timetable commitments from
Brighton, services may have to be planned to leave Hastings or Ore earlier so that they may stop at
Glyne Gap without affecting arrival time at London or Brighton.
Movements around stations: conflicts may also arise around movements of trains in Hastings, Ore and
Eastbourne stations, which have multiple platforms and sidings. As complex station layouts have many
junctions and crossovers, additional time is required to allow the routes to be set into each
platform/siding and for trains to traverse and clear each junction/crossover.
Trains accessing/leaving St Leonards Carriage Sidings: trains to and from this depot, just west of Bo
Peep Junction, enter and leave via the down Coastway track. This means that the down Coastway line
is blocked for the duration of the movement and the time required to reset the route.
Willingdon Junction: this is the junction north of Eastbourne where the line to Brighton diverges from
that to Hastings. Time required to allow the route to be set, trains to pass and the route to be reset.
A 12-minute turnaround is acceptable in the sidings at Ore (there being no specific stipulation in the
Timetable Planning Rules). Timetable Planning Rules are agreed between TOC and Network Rail to
set minimum service times against which the timetable is cast, this time includes the time taken to
arrive, change ends and depart and clear the sidings.
2.3 Data sources
We have used the following data sources in carrying out this analysis:
Timetable planning rules, Kent & Sussex, 2012 (NR), v. 2.5 - SO170, SO200, SO590 and SO6001
Public timetable, May 2012
Working timetables WA05 and WE03, May 2012
_________________________ 1 This is what used to be known as the Rules Of The Plan.
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3.1 Outline timetable at Glyne Gap
Details of our analysis are shown in Appendix B to this note. This shows in detail which services could
apparently stop at Glyne Gap without difficulty, which could not do so without causing significant conflict,
and which could potentially stop at Glyne Gap if other changes to the timetable were made to avert
conflicts. Where there are conflicts, the issues causing them are identified.
The result is that we would propose that the following pattern of services might be timetabled through a
station at Glyne Gap, looking firstly at down (eastbound) trains:
Table 3.1: Possible Glyne Gap stops – down services (eastbound)
GG dep. Headcode2 Dep. origin3 Origin Destination Status
06:52 2D03 06:33 Eastbourne Hastings provisional
08:05 2D09 07:38 Eastbourne Ore OK
09:06 2D11 07:52 Brighton Ore OK
10:06 2D17 08:52 Brighton Ore provisional
10:44 1F08 08:47 London Vic Ore OK
11:43 1F12 09:47 London Vic Ore provisional
12:43 1F16 10:47 London Vic Ore OK
13:43 1F20 11:47 London Vic Ore OK
14:43 1F24 12:47 London Vic Ore OK
16:05 2D33 14:52 Brighton Ore provisional
16:43 1F32 14:47 London Vic Ore OK
17:06 2D35 15:52 Brighton Ore OK
18:07 2D37 16:52 Brighton Ore OK
19:08 2D43 17:52 Brighton Ore OK
19:42 1F42 17:35 London Vic Ore provisional
20:15 1F44 18:06 London Vic Ore OK
21:45 1F52 19:47 London Vic Ore OK
22:45 1F56 20:47 London Vic Hastings OK
23:44 1F60 21:47 London Vic Hastings provisional
The last column, “status”, indicates the conflict status: where the service is marked as “provisional”, it could
stop at Glyne Gap at the times shown, but only if other changes were made to the timetable – however,
such services are only included where the changes appear to be feasible, i.e. without making changes to
existing services west of Brighton or between Brighton and London. Details of the conflicts needing to be
resolved are included in Appendix B. As an example, the current 06:33 Eastbourne to Hastings (train ID
2D03) could stop at Glyne Gap at 06:52 if its departure time from Eastbourne were moved forward to 06:31
_________________________ 2 Headcode is the individual train identification code in the timetable. It is used to identify the train in the timetable and all associated
train running information such as formation, route, performance characteristics etc. 3 This is the present-day departure time, shown for train identification purposes. In a few cases, the departure time will change by up
to 2 minutes if the train is to stop at Glyne Gap – see Appendix B for full details.
3. Conclusions for services at Glyne Gap
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to avoid a conflict around Hastings and allow it enough time to turn around at Hastings to form its next
working; our analysis suggests that this would be feasible.
Table 3.2: Possible Glyne Gap stops – up services (westbound)
GG dep. Headcode Dep. origin4 Origin Destination Status
05:48 2D06 05:42 Hastings Eastbourne OK
06:21 1F05 06:15 Hastings London Victoria OK
07:26 1F09 07:20 Hastings London Victoria OK
08:32 2D08 08:22 Ore Brighton OK
09:30 2D12 09:20 Ore Brighton OK
11:32 2D16 11:22 Ore Brighton OK
12:32 2D18 12:22 Ore Brighton OK
13:32 2D20 13:22 Ore Brighton OK
14:32 2D22 14:22 Ore Brighton OK
15:30 2D24 15:20 Ore Brighton OK
15:58 1F45 15:48 Ore London Victoria OK
16:32 2D28 16:22 Ore Brighton OK
17:32 2D30 17:22 Ore Brighton OK
18:32 2D34 18:22 Ore Brighton OK
19:34 2D38 19:27 Hastings Brighton provisional
20:32 2D40 20:22 Ore Brighton OK
21:36 1F69 21:22 Ore London Victoria OK
22:32 2D44 22:22 Ore Brighton OK
23:28 2D46 23:22 Hastings Brighton OK
As can be seen, only one train in this direction would require any further amendments to the timetable,
because fewer conflicts arise in the up direction. Trains travelling in the up (westbound) direction are
subject to fewer conflicts meaning that only one timetable amendment will have to be made to allow a
stopping service in this direction at Glyne Gap.
We would, of course, emphasise that these proposed stops at Glyne Gap have been put forward purely on
the basis of timetable analysis, and they do not imply that there is a business case for stopping trains there.
Rather, they show what type of timetable can sensibly be assumed for demand-forecasting purposes, and
therefore they inform the business case appraisal process.
3.2 Implications for study
It can be seen that, from a timetabling perspective, one train per hour can be timetabled to stop at Glyne
Gap on an almost hourly frequency with minimal changes to the existing timetable. Notably, while the
number of trains proposed to serve Glyne Gap in each direction is the same, down trains are for the most
part formed of services from London, whereas in the up direction they are generally Brighton trains. Clearly
this “uneven service” is in some respects sub-optimal: the station would generally have direct services to
_________________________ 4 Once again, this is the present-day departure time, including for train identification purposes. In all cases here other than train 2D38,
the departure time would be two minutes earlier to allow the Glyne Gap stop; details are in Appendix B.
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Brighton but not from it, however, the opposite will apply to services to London. That said, there would be a
peak-time direct train to and from London.
We are aware that stakeholders have expressed a desire for Glyne Gap to be served by two trains per
hour. Operationally, this would be difficult: while in the down direction several trains from Brighton could
potentially stop at Glyne Gap if other amendments were made to the timetable5, in the up direction the
trains from Ore to London Victoria could generally not do so in the inter-peak period without substantial
further changes to the timetable. This is because of physical line constraints, they can follow five minutes
behind Hastings – Tonbridge – London Charing Cross services between Hastings and Bo Peep Junction,
meaning that the Coastway trains could not leave early enough to allow a Glyne Gap stop. Nor could these
trains arrive later into Eastbourne: they would then not have sufficient time to couple to the additional
coaches they acquire there, before changing direction to continue their journey towards London. As such,
given that it would not be sensible to have a half-hourly service from Glyne Gap in one direction and an
hourly service in the other, we have proposed the above services as a compromise which gives a
reasonably regular service throughout the day, at the cost of the unevenness of destinations described
above.
For the purposes of the Glyne Gap demand forecasting and business case appraisal work, the service
patterns as set out above in Tables 3.1 and 3.2 have been used.
_________________________ 5 The extra down trains would leave Glyne Gap at around 06:36, 09:43, 11:05, 12:05, 13:05, 14:05, 15:05, 18:49, 20:43 and 00:44 –
subject to other amendments which could be made to the timetable, again as set out in Appendix B.
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Appendix A. Glyne Gap and surrounding existing stations: location map ___________________________________ 8 Appendix B. Details of timetabling assessment _______________________________________________________ 9
Appendices
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Appendix A. Glyne Gap and surrounding existing stations: location map
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Rules: timings and allowances used in assessment
Headways* Conn allwce Turnaround Allowances Dwell Plat length
London
Brighton
Lewes
Southerham Junction
Glynde
Berwick
Polegate
Willingdon Junction
Hampden Park
Eastbourne 4 4
Hampden Park
Willingdon Junction 0.5
Pevensey and Westham 116
Pevensey Bay 78
Normans Bay 80
Cooden Beach AB 128
Collington S 80
Bexhill 6 1 254
St Leonards West Marina CSD
St Leonards CET Point
Bopeep Junction 3
St Leonards Warrior Square 4
Hastings arr 4 3 1
Hastings dep
Hastings Park Sidings AB 2
Ore No specific entries for Ore in SO200 so default values apply 107
AB - headway is transit time plus 2 mins for signallers' actions
* These can be assumed to change when resignalling has taken place west of Bopeep Jn but present infrastructure is being used throughout this assessment
The standard headway as shown in 5.2.1 [reproduced above] is defined as the minimum planned interval between trains at their closest
point in any route section as shown. Assumptions as to the capacity of any particular route section should not be
made solely by the information contained within this sub-section.
Network Rail will expect operators to allow greater margins between trains, where possible, in order that the finished
timetable is robust.
If operators time a series of trains at the minimum headway as shown, they are expected to allow an additional
margin of either 2 minutes before another train is timed to follow, or 1 minute each for the next 2 successive trains. A
series should normally be defined as a maximum of 4 successive trains.
Above is quoted from TPR
Standard timing allowances
Approaching bays/loops/crossovers 1/2 minute for approach control
Terminating times add 1/2 minute to anything to terminate on a half minute
Connectional allowance 5 minutes
Standard dwell time 1/2 minute unless terminating and going forward ECS, where 1 minute to be used
Junction margins
Between all movements exc. as below 2 minutes
Resetting of route for departing service after
arrival of conflicting inward service 1 minute
Re-occupation of platforms when change of
direction or a conflicting move is involved 3 minutes
Turnaround times 2 cars 3 cars 4 cars 5 cars 6 cars 7 cars 8 cars 9 cars 10 cars 11 cars 12 cars
Class 313 4 5
Class 377 4 4 4 4 5 5 6 6
Class 171 3 4 4 4 4 5
SO
590
SO
600
AB
4-5
3
Notes on above:
Where no value is shown in table above, the default values below the table apply.
Platform lengths only shown for Willingdon Junction – Bo Peep Junction section, plus for Ore; value
shown is shortest platform.
Eastbourne turnaround time is 5 minutes for splitting moves, 6 minutes for joining, and an additional half
minute for calling-on, i.e. for a train approaching an already occupied platform.
0.5 minutes extra to be allowed at Willingdon Junction for class 171.
Bexhill turnaround: 6 minutes if departing from same platform; times are greater if shunting needed.
London trains to be allowed 1 minute dwell time at Bexhill.
Bo Peep Junction: 3 minutes between all conflicting moves.
Hastings: 3 minutes to be allowed between conflict moves over junctions.
2 minutes is sectional running time from Hastings Park Sidings to Hastings station.
Appendix B. Details of timetabling assessment
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Notation in following sheets
In "conflicts" columns:
- No conflict identified at this location
X Conflict identified here - see "notes" column
[X] Conflict identified here but believed capable of resolution - see "notes" column
In "indicator" column:
No conflict identified as affecting this train - i.e. it can stop at GG
Possible conflict affects this train but may still be able to serve GG as set out in notes
Train affected by conflict such that it could not serve GG
Bo Peep Jn Conflict at the junction itself, typically between a down Coastway train and an up train to Tonbridge
BPJ - HGS Conflict arising due to insufficient headway left between trains on this section
Turnaround Conflict arising due to insufficient time left at end point (Hastings or Ore) to form next service (or, on the "Up" sheet, from previous service)
Note that where no "turnaround time" conflict is identified, the next train that the working is understood to form is only given in the
"notes" column on the "Down" sheet as it is not relevant to up trains terminating at Brighton, London etc.
"Predicted times" are the departure times that would apply if stops at Glyne Gap were inserted; these are shown in grey where
conflicts would need to be resolved and not at all where conflicts do not appear capable of easy resolution. While based on the WTT,
half-minutes are rounded to the NEXT whole minute in these columns. Predicted times that don't follow the basic rule of only
adjusting times east of Bexhill are shown in bold italics.
Glossary of station codes and other abbreviations
Code Meaning
BEX Bexhill
BPJ Bo Peep Junction*
BTN Brighton
CHX London Charing Cross
CST London Cannon Street
EBN Eastbourne
HGS Hastings
LBG London Bridge
ORE Ore
SLQ St Leonards Warrior Square
TON Tonbridge
VIC London Victoria
Other abbreviations:
ECS empty coaching stock
CS carriage sidings
* This is not an official location abbreviation but has been used for convenience.
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in
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turn
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d if
arr
ive
d la
ter
Ho
we
ve
r: it
ma
y b
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ossib
le f
or
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to d
ep
art
EB
N 2
min
s e
arlie
r a
t 06
:12
assu
min
g n
o c
onflic
t w
ith
06:1
3 a
rriv
al of
2D
06 f
rom
HG
S (
pla
tform
arr
angem
ent at E
BN
should
allo
w this
)
2D
03
06:3
3E
BN
HG
S07:0
00
6:4
90
6:5
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6:5
80
7:0
0-
[X]
[X]
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BP
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: 1H
04
fro
m T
ON
5-7
min
s b
eh
ind (
thou
gh
1H
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has 1
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ath
ing a
llow
ance
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d 2
min
s d
we
ll a
t H
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befo
re d
ep
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ay
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erm
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ju
st)
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Fo
rms 5
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to
sid
ings t
he
n 5
F0
9 f
rom
sid
ings t
he
n 1
F0
9 to
VIC
@ 0
7:2
0 -
OK
but
not
if 1
F0
9 is
als
o to
se
rve
GG
and
de
pa
rt a
t 07
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, a
s t
his
wo
uld
le
ave
in
su
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ient
turn
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d t
ime
Ho
we
ve
r: it
ma
y b
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le f
or
this
to d
ep
art
EB
N 2
min
s e
arlie
r a
t 06
:31
assu
min
g n
o c
onflic
t w
ith
06:2
9 a
rriv
al of
1G
02 f
rom
HG
S (
pla
tform
arr
angem
ent at E
BN
should
allo
w this
)
2D
05
07:0
2E
BN
HG
S07:3
2-
--
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XX
1F
13
BP
J:
1H
95
to
CS
T
BP
J-H
GS
: 1H
06
fro
m T
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Fo
rms 1
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3 to
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at 0
7:3
8
Un
like
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his
co
uld
de
pa
rt E
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at 0
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se
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d 1
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t
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2F
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05:3
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07:5
5-
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2D
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BP
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1H
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to
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Fo
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to
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08:2
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Ca
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t le
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EB
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arlie
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ue t
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urn
aro
un
d a
t E
BN
2D
09
07:3
8E
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OR
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508:1
108:1
7-
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1F
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Fo
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@ 0
8:4
7
1F
02
06:4
7V
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08:5
9-
--
-X
X-
2D
12
BP
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1H
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to
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BP
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: 1H
10
fro
m C
HX
Fo
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D12
to
BT
N @
09:2
0
Ca
nno
t le
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EB
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ue t
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urn
aro
un
d a
t E
BN
and
Will
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on
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co
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ain
ts
2D
11
07:5
2B
TN
OR
E09:1
609:0
309:0
609:1
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8-
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1F
21
Fo
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F2
1 to
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@ 0
9:5
0
1F
04
07:4
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09:5
309:4
009:4
309:4
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4
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t Le
on
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s C
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ca
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ab
ly m
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th
is
Fo
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to
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N @
10:2
2
2D
17
08:5
2B
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OR
E10:1
610:0
310:0
610:1
110:1
8-
[X]
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F2
5
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: W
ould
ne
ed
to
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ve
da
ted
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- lo
oks f
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Fo
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@ 1
0:5
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1F
08
08:4
7V
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10:5
410:4
110:4
410:4
910:5
6-
--
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16
Fo
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to
BT
N @
11:2
2
2D
21
09:5
2B
TN
OR
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61
1:0
21
1:0
51
1:1
01
1:1
7-
[X]
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9
BP
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: 1H
24
fro
m C
HX
cu
rre
ntly 5
min
s b
eh
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pla
tfo
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@ H
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re
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pie
d @
11:1
7 b
ut
on
e
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ten
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lly u
se
pla
tfo
rm 4
. M
ay
be p
ossib
le to
le
ave
EB
N 1
min
ea
rlie
r a
t 10
:39
.
Fo
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F2
9 to
VIC
@ 1
1:5
0
1F
12
09:4
7V
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11:5
311:4
011:4
311:4
811:5
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BP
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5H
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to
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Le
on
ard
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S c
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ter
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n 1
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8
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to
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12:2
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2D
23
10:5
2B
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E12:1
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2:0
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2:1
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2:1
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3
BP
J-H
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: 1H
28
fro
m C
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ay
be p
ossib
le to
le
ave
EB
N 1
min
ea
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r a
t 11
:39
.
Fo
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F3
3 to
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@ 1
2:5
0
1F
16
10:4
7V
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12:5
312:4
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312:4
812:5
5-
--
2D
20
Fo
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D20
to
BT
N @
13:2
2
2D
25
11:5
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TN
OR
E13:1
61
3:0
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3:0
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3:1
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3:1
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BP
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5H
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to
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on
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S -
ca
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ab
ly m
ove
th
is
BP
J-H
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: 1H
32
fro
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ould
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and
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abo
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by le
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1 m
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arlie
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Fo
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1F
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11:4
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13:5
313:4
013:4
313:4
813:5
5-
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2D
22
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to
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N @
14:2
2
2D
27
12:5
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OR
E14:1
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4:0
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4:0
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4:1
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fro
m C
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ay
be p
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le
ave
EB
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ea
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r a
t 13
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.
Fo
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F4
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@ 1
4:5
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1F
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12:4
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14:5
314:4
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314:4
814:5
5-
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Fo
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to
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15:2
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2D
29
13:5
2B
TN
OR
E15:1
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5:0
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5:0
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5:1
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5:1
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: 1H
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fro
m C
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ossib
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le
ave
EB
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min
ea
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r a
t 14
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.
Fo
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F4
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@ 1
5:4
8
1F
28
13:4
7V
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15:5
700:0
3X
X-
2D
28
BP
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to
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Th
is t
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t le
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to
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2D
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14:5
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6:0
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6:1
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6:1
7-
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BP
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: 1H
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fro
m C
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ossib
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EB
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ea
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r a
t 15
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.
Fo
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F4
9 to
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@ 1
6:5
0
1F
32
14:4
7V
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16:5
316:4
016:4
316:4
816:5
5-
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2D
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to
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17:2
2
2D
35
15:5
2B
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E17:1
617:0
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617:1
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8-
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1F
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Fo
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7:5
0
1F
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15:4
7V
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18:0
100:0
3X
--
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BP
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N e
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Fo
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t 1
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2D
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16:5
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OR
E18:1
718:0
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Fo
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1F
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Fo
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to
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2D
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819:1
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Wh
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ea
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Fo
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0
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19:5
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to
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tha
t ca
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20:2
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1F
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Fo
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1F
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19:4
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21:5
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be
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2D
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2F
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2D
21
11:5
0O
RE
VIC
--
--
-X
-
Cu
rre
nt pa
th o
nly
5 m
ins b
eh
ind 1
H84
HG
S to C
HX
so
ca
nn
ot le
ave O
RE
/HG
S e
arlie
r.
Als
o
imp
ossib
le to
le
ave
OR
E a
t cu
rre
nt tim
e a
nd a
rriv
e E
BN
2 m
ins la
ter
because o
f
turn
aro
un
d/a
tta
ch
me
nt tim
e r
eq
uire
d @
EB
N to
fit o
nw
ard
path
to
VIC
.
2D
18
1F
12
12:2
2O
RE
BT
N13:4
512:2
012:2
712:3
212:3
6-
--
1F
33
2D
23
12:5
0O
RE
VIC
--
--
-X
-
Cu
rre
nt pa
th o
nly
5 m
ins b
eh
ind 1
H88
HG
S to C
HX
so
ca
nn
ot le
ave O
RE
/HG
S e
arlie
r.
Als
o
imp
ossib
le to
le
ave
OR
E a
t cu
rre
nt tim
e a
nd a
rriv
e E
BN
2 m
ins la
ter
because o
f
turn
aro
un
d/a
tta
ch
me
nt tim
e r
eq
uire
d @
EB
N to
fit o
nw
ard
path
to
VIC
.
2D
20
1F
16
13:2
2O
RE
BT
N14:4
513:2
013:2
713:3
213:3
6-
--
1F
37
2D
25
13:5
0O
RE
VIC
--
--
-X
-
Cu
rre
nt pa
th o
nly
5 m
ins b
eh
ind 1
H54
HG
S to C
HX
so
ca
nn
ot le
ave O
RE
/HG
S e
arlie
r.
Als
o
imp
ossib
le to
le
ave
OR
E a
t cu
rre
nt tim
e a
nd a
rriv
e E
BN
2 m
ins la
ter
because o
f
turn
aro
un
d/a
tta
ch
me
nt tim
e r
eq
uire
d @
EB
N to
fit o
nw
ard
path
to
VIC
.
2D
22
1F
20
14:2
2O
RE
BT
N15:4
514:2
014:2
714:3
214:3
6-
--
1F
41
2D
27
14:5
0O
RE
VIC
--
--
-X
-
Cu
rre
nt pa
th o
nly
5 m
ins b
eh
ind 1
H58
HG
S to C
HX
so
ca
nn
ot le
ave O
RE
/HG
S e
arlie
r.
Als
o
imp
ossib
le to
le
ave
OR
E a
t cu
rre
nt tim
e a
nd a
rriv
e E
BN
2 m
ins la
ter
because o
f
turn
aro
un
d/a
tta
ch
me
nt tim
e r
eq
uire
d @
EB
N to
fit o
nw
ard
path
to
VIC
.
2D
24
1F
24
15:2
0O
RE
BT
N16:4
515:1
815:2
515:3
015:3
4-
--
1F
45
2D
29
15:4
8O
RE
VIC
15:4
615:5
315:5
816:0
2-
--
2D
28
1F
28
16:2
2O
RE
BT
N17:4
516:2
016:2
716:3
216:3
6-
--
1F
49
2D
33
16:5
0O
RE
VIC
--
--
-X
-
Cu
rre
nt pa
th o
nly
5 m
ins b
eh
ind 1
H66
HG
S to C
HX
so
ca
nn
ot le
ave O
RE
/HG
S e
arlie
r.
Als
o
imp
ossib
le to
le
ave
OR
E a
t cu
rre
nt tim
e a
nd a
rriv
e E
BN
2 m
ins la
ter
because o
f
turn
aro
un
d/a
tta
ch
me
nt tim
e r
eq
uire
d @
EB
N to
fit o
nw
ard
path
to
VIC
.
2D
30
1F
32
17:2
2O
RE
BT
N18:4
417:2
017:2
717:3
217:3
6-
--
1F
53
2D
35
17:5
0O
RE
VIC
--
--
-X
-
Cu
rre
nt pa
th o
nly
5 m
ins b
eh
ind 1
H70
HG
S to C
HX
so
ca
nn
ot le
ave O
RE
/HG
S e
arlie
r.
Als
o
imp
ossib
le to
le
ave
OR
E a
t cu
rre
nt tim
e a
nd a
rriv
e E
BN
2 m
ins la
ter
because o
f
turn
aro
un
d/a
tta
ch
me
nt tim
e r
eq
uire
d @
EB
N to
fit o
nw
ard
path
to
VIC
.
2D
34
1F
36
18:2
2O
RE
BT
N19:4
518:2
018:2
718:3
218:3
6-
--
1F
59
2D
37
18:5
0O
RE
VIC
18:4
818:5
619:0
119:0
5-
[X]
-
Cu
rre
nt pa
th o
nly
5 m
ins b
eh
ind 5
H07
HG
S to S
t Le
on
ard
s C
S -
this
ca
n't r
un e
arlie
r as it
in tu
rn is
path
ed r
ight behin
d 1
H74 H
GS
to C
HX
, and c
an't r
un late
r as p
lat 3 a
t H
GS
needs to b
e v
acate
d to
allo
w a
rriv
al o
f 1
H92
@ 1
8:5
4. H
ow
eve
r it a
ppe
ars
possib
le in
ste
ad
to
run
5H
07 to H
astings P
ark
Sid
ings (
as it do
es a
nyw
ay
on c
ert
ain
da
tes)
to r
etu
rn E
CS
to S
t Le
onard
s C
S la
ter.
NB
1F
59
co
uld
no
t a
lte
rna
tive
ly le
ave
OR
E a
t cu
rre
nt
tim
e a
nd a
rriv
e E
BN
2 m
ins late
r, b
eca
use
of
turn
aro
un
d/a
tta
ch
me
nt tim
e r
eq
uire
d @
EB
N to
fit o
nw
ard
path
to
VIC
.
2D
38
1F
40
19:2
7H
GS
BT
N20:4
419:2
619:2
91
9:3
41
9:3
8[X
]-
-
Fo
rme
d b
y 5
D38
arr
iva
l im
ply
ing t
urn
aro
un
d tim
e in
HG
S P
ark
Sid
ings o
f o
nly
9 m
ins -
if
this
is
acce
pta
ble
, th
en
no
issu
e. A
lte
rna
tive
ly m
ay
be p
ossib
le to
arr
ive
2 m
ins la
ter
at E
BN
and r
esu
me
cu
rre
nt tim
ings if
4-m
in tu
rna
roun
d a
t E
BN
is a
cce
pta
ble
(sh
ou
ld b
e f
or
4-c
ar
cla
ss 3
77).
"Pre
dic
ted tim
es"
are
a c
om
pro
mis
e o
f le
avin
g O
RE
1 m
in e
arlie
r a
nd a
rriv
ing E
BN
1 m
in late
r.
1F
63
2D
43
19:5
0O
RE
VIC
--
--
-X
-
Cu
rre
nt pa
th o
nly
5 m
ins b
eh
ind 1
H78
HG
S to C
HX
so
ca
nn
ot le
ave O
RE
/HG
S e
arlie
r.
Als
o
imp
ossib
le to
le
ave
OR
E a
t cu
rre
nt tim
e a
nd a
rriv
e E
BN
2 m
ins la
ter
because o
f
turn
aro
un
d/a
tta
ch
me
nt tim
e r
eq
uire
d @
EB
N to
fit o
nw
ard
path
to
VIC
.
2D
40
1F
42
20:2
2O
RE
BT
N21:4
520:2
020:2
720:3
220:3
6-
--
1F
67
1F
44
20:5
0O
RE
VIC
--
--
-X
-
Cu
rre
nt pa
th o
nly
5 m
ins b
eh
ind 1
H82
HG
S to C
HX
so
ca
nn
ot le
ave O
RE
/HG
S e
arlie
r.
Als
o
imp
ossib
le to
le
ave
OR
E a
t cu
rre
nt tim
e a
nd a
rriv
e E
BN
2 m
ins la
ter
because o
f
turn
aro
un
d/a
tta
ch
me
nt tim
e r
eq
uire
d @
EB
N to
fit o
nw
ard
path
to
VIC
.
1F
69
1F
48
21:2
2O
RE
VIC
21:2
021:3
121:3
621:4
0-
--
Se
e c
om
me
nt un
de
r p
redic
ted d
ep
art
ure
tim
e f
rom
OR
E.
2D
44
1F
52
22:2
2O
RE
BT
N23:4
622:2
022:2
722:3
222:3
9-
--
2D
46
1F
56
23:2
2H
GS
BT
N00:3
423:2
023:2
323:2
823:3
2-
-- -
Tim
es
pe
r c
urr
en
t T
TC
on
flic
tsP
red
icte
d t
imes