COS & CBTC Essentials Manual – Comprehensive Study Notes (MTR Elizabeth Line)
Preface
The MTR Elizabeth Line Route is subdivided into three sections: Western Section; Central Operating Section (COS); and Eastern Section.
COS signalling is controlled by Rail for London Infrastructure (RfLI) from the Route Control Centre at Romford.
Normal COS service capability supports up to 24 trains per hour (tph); future capability planned up to 30 tph in the COS between Stepney Green and Westbourne Park.
COS Rule Book defines operation rules; COS Essentials Manual supplements it.
Key COS operating principles:
CBTC signalling is a 'Head up' concept: driver mostly monitors outside the train and only glances at in-cab indications when required.
The driver shall always select the highest mode available unless rules dictate otherwise.
Door pre-setting rules: except Stratford, doors pre-set to open/release automatically and closed by driver; at Stratford door release is manual by the driver (see section 8.2).
In overlay area at Stratford, drive must observe both CBTC DMI in-cab indications and signals; if conflict, stop and inform signaller.
COS & CBTC Essentials Manual Revision 1.N; MTR Elizabeth Line; Page references indicate where content sits in the document.
Acronyms
ATO: Automatic Train Operation
AM: Automatic Mode (CBTC) – train controlled automatically by CBTC with ATO when available
AR: Auto Reverse – a sub-function of ATO enabling a train to reverse direction
BMB: Block Marker Board
CBTC: Communication Based Train Control
COS: Central Operating Section
DMI: Driver Machine Interface
EoA: End of Authority
ESP: Emergency Stop Plunger
ESR: Emergency Speed Restriction
MA: Movement Authority
MTREL: MTR Elizabeth Line control/ISST coordination
OSP: Operational Stopping Point
PSD: Platform Screen Doors
PM: Protected Manual
SA: Staff Accountable
SA/PM/AM/OS/AR: various CBTC/operating modes
TSR: Temporary Speed Restriction
TSR ESR: speed/OS restrictions signposted on in-cab or lineside
TPWS: Train Protection & Warning System
VBC: Virtual Balise Cover
WON: Work Order/working notices (contextual in ops)
Definitions
CBTC communicating modes: AM, PM, OS, AR; full CBTC protection.
CBTC non-communicating modes: SA, ETCS Level 0, Recovery; partial protection.
CBTC standalone: ETCS/TPWS/AWS isolation while CBTC remains functional inside CBTC area; outside, SA may be used.
ESR: Speed restrictions not yet loaded into CBTC; PM is highest mode through ESR.
Green Release Mechanism (GRM): manual PSD opening from train side if PSD fails to open.
End of Mission (SoM): data entry/initialisation step by driver to prepare for movement.
OHL Neutral Sections: ballast/overhead lines where traction may be disengaged (coasting in ATO).
Virtual Platform: a location where an OSP is required but passengers would not normally alight.
CBTC system principles of operation
CBTC uses Wi-Fi to communicate in real time among train, signalling, control system, and track equipment.
Moving block signalling: uses train position, braking/acceleration, speed, and safe braking distance to determine tail-end position and separation.
CBTC provides in-cab speed/distance information via DMI; primary risk is loss of radio/comms causing failsafe state (trains stop).
Reliability is critical; modern CBTC is more reliable than older systems.
Degraded operations concepts include: reduced speed, holding at stations, manual PM, and OS (caution) where procedures require it.
In degraded CBTC, if signaling link is lost, train may operate in SA mode under verbal authority from signaller; service may degrade or suspend.
COS Information
5.1 COS overview route map: COS runs from Portobello Junction (West) to Pudding Mill Lane Junction and Abbey Wood (East); Eastbound tunnel bore at Stepney Green passes over Westbound to avoid conflicts; routes are bi-directionally signalled for reversible working.
5.2 Route: COS includes Plumstead sidings; signaling overlay with CBTC between Stratford and Pudding Mill Lane; Stratford is CBTC-only/overlay; complex crossovers through Custom House, Abbey Wood, Tottenham Court Road, and Whitechapel.
5.3 Signalling: CBTC used to operate class 345 trains between Stratford/Abbey Wood and Portobello Junction; XR010R is an anomaly signal at Westbourne Park used for sighting; XR010R cannot show red in CBTC mode; ARS manages auto routes from Romford RCC; signallers manually route during degraded operations; AM/ATO is primary mode with OS/SA as degraded options.
5.4 Tunnels: COS has two single-bore tunnels with cross passages; evacuation shafts at Eleanor Street, Mile End, Stepney Green, Fisher Street, Limmo Peninsula; Connaught Tunnel is a special twin-track, single-bore section southeast of Custom House; all tunnels (except Connaught) ventilated; CBTC prevents more than two trains in a ventilated section; avoid stopping in Connaught during degraded ops when possible.
5.5 Station operations: bond Street, Tottenham Court Road, Farringdon, Liverpool Street Low Level, Whitechapel managed by RfLI with MTREL platform staff; other COS stations managed by MTREL; PSD-equipped except Stratford which has no PSD; platforms designated A (eastbound) and B (westbound) except Abbey Wood where platforms 3 and 4; normal stopping point is at far end unless exceptions shown on DMI (e.g., East Direction varies at TCR, Canary Wharf, Woolwich, etc.).
5.6 Speeds: all speed changes shown on DMI; max line speed ; entry from GW route into COS at 50 mph (40 mph via westbound, 25 mph via Turnback A west); entry from GE route at 50 mph (40 mph before 62 mph); Connaught Tunnel max ; approach to platforms: 43 mph through platforms; before platform drop to 50/55 then up to 62 mph after platform.
5.7 Plumstead Stabling Facility: 8 stabling sidings with OLE/CBTC/ATO; 3 maintenance sidings; signals controlled by Romford RCC; headshunt AR direction allowed at Abbey Wood with some restrictions; AR not approved Plumstead to Abbey Wood at the time of writing; ESPs in sidings; max 20 mph within sidings; route indicators XR522 show route; AR can be used from sidings to stabling location after new SoM; 10 mph internal to neutral sections; 90 s EB window for Abbey Wood bolt-hole movements; specific stabling operations including AR restrictions and safety.
5.8 Gradients: COS has varied gradients; generally downhill into COS then uphill toward stations; special case: gradient behavior between Tottenham Court Road and Farringdon (eastbound climbs leaving TCR then descends into Farringdon; westbound reverse).
5.9 Trackside balise: two types—Fixed and Switchable; used for location data and dynamic signals; automatic balise tests during SoM; in Stratford overlay used to convey signal status; main function is location data; groups aid direction detection and bi-directional working.
5.10 Telephones: lineside phones at platforms exits, crossovers, cross passages, tunnel portals, evacuation shafts, Westbourne Park sidings; tunnel phones accessible to drivers; platform phones not accessible except Paddington platform end phones.
5.11 Trackside signage: end-of-cab boards at Westbourne Park indicate transition from CBTC to TPWS; signs anticipate relay transition; eventual transition to ETCS in future; trackside signs indicate signaling changes; cross passage evacuation signs indicate Car Stop Marker boards; 5m stopping reference to BMBs; XR066 example used to illustrate placement; co-actor BMBs aid visibility near BMBs.
5.12 TSR and ESR speed restriction boards: TSRs not used in COS; TSRs in overlay Stratford board per NR rules; TSR territory transition boundary management; ESR defined as speed restrictions not yet loaded into CBTC; PM highest mode for ESR passage; signaller informs driver for ESR when necessary; if AM (ATO) informed, disengage ATO via ATO Stop and drive in PM through ESR.
5.13 Turnback sidings at Westbourne Park: westbound services terminating at Paddington reverse at Westbourne Park; ensure adherence to Paddington Train Clearance rules; turnback accuracy critical (XR011 berth); if stopped short, ensure 5 m from BMB; AR typically used but not required; if AR unavailable, dispatch checks apply per section 9.2.
5.14 Stopping at Block Marker Boards: CBTC non-communicating modes require stopping at 5 m from BMBs; at XR201 & XR203, trains in CBTC communicating mode stop ~40 m from BMBs due to boundary limitations; co-located signage to aid.
5.15 Abbey Wood Bolt hole: located beyond east end of Abbey Wood Platform 3; stabling/resupply with AR not approved for Abbey Wood to Plumstead at time of writing; stabling process requires line blocks and verbal authority; specialized route indicators XR395; stabling at bolt hole uses a set of steps including guard rails, PPE, and secure gates; local security gate access points described.
5.16 Method of service regulation: normally Timetable mode; disrupted situations switch to Headway mode; DMI shows standard Departure Request and alert for departure regardless of timetable alignment.
5.17 Wrong Routing: driver must observe external route indicators; challenge incorrect indications with signaller; if no visual indicator at Stepney Green Junction, follow MA on DMI and proceed to next EoA; PA announcements recommended; doors may open at next station if necessary for passengers.
5.18 OHL Neutral Sections: located near Westbourne Park and Pudding Mill Lane; in ATO, coast automatically; other modes require driver to ensure traction is off; special handling at Pudding Mill Lane neutral section: in Eastbound Westbound direction, direction-specific restrictions apply; ATO must be disengaged before entering the neutral section; after crossing, re-engage ATO.
Nine-car (FLU) train equipment
6.1 Signalling train equipment: Class 345 nine-car trains (205 m length) equipped with ETCS as prime control; TPWS/CBTC managed by ETCS onboard computers (EVC); if EVC fails or isolated, AWS/TPWS fail and CBTC standalone mode used.
6.2 CBTC Equipment: DMS (Driver/Display Management System) provides CBTC info; if a fault occurs, it switches to the other DMS and reports fault text to DMI; driver instructed to report fault to MTREL Control; DMI displays CBTC symbols.
6.3 DMI Menu options (six): Main (SoM data), Override (EOA pass at danger with authority), Data View, Spec (Adhesion; SR speed/distance; Train integrity; VBC), Spanner (DMI settings; VBC), CBTC Mode (select highest mode; UAR request); additional door-related options in CBTC.
6.4 DMI text message function: text messages displayed with flashing yellow frame; driver must acknowledge and act on instructions; report to signaller/MTREL ISST.
6.5 CSDE: Correct Side Door Enabling; ensure doors open on correct side; CSDE inactive in SA within CBTC area; normally controlled by automatic door opening function.
6.6 ETCS/TPWS/AWS Isolation switch: isolates to allow CBTC standalone; outside CBTC area, allows SA with signaller verbal authority; CBTC will be selected from level menu to restore full CBTC; if SA selected, after stopping re-select AM to enable full CBTC.
6.7 ETCS reset: under MTREL control, reboot ETCS computer; requires MCS off; wait 2 minutes; reset CBTC isolation, log back in; after reset, CBTC SA becomes default; two balises needed to re-localise.
6.8 Standstill supervision: CBTC system still monitors standstill; runaway movements cause brake application; brake release after 30 seconds; DMI shows Runaway Movement when required.
6.9 CBTC Isolation switch: two isolation switches (one per cab); if isolated, CBTC cannot operate; in COS, only Level-0 or Recovery can be used; if outside COS, can operate in ETCS/TPWS; CBTC is disabled in that area.
6.10 CBTC Reset: steps to reboot CBTC: SHUTDOWN; ISO; wait; Normal; then re-log in; re-localisation may require two balises; driver must obtain signaller authority before moving.
Signalling transitions
7. Signalling transitions (overview): DMI indicates approaching change to cab signalling; grey icon first, then yellow flashing, with audible tone; acknowledge promptly.
7.2 Transition to CBTC (towards the COS): Transition to CBTC PM automatically; if acknowledgement not made within 5 seconds after transition, brakes apply until acknowledged; then ATO enabled; move TBC to full service; if not moved, CBTC may require PM mode; ATO start flashes when MA is present; if not moved, may prompt signaller.
7.3 Transition from CBTC: If in ATO and route through transition set, driver may be prompted to switch to PM; must press Signalling Acknowledge or ATO Stop within 5 seconds; AWS self-test occurs prior to leaving CBTC area; if MA not visible, may cause brake; driver should move through transition in PM.
7.4 Travelling East at Stratford: Transition to TPWS at Stratford ~30 m east of station; driver must stop at Stratford in AM as normal; complete station duties; ensure MA on DMI; departure in PM with MA; ECS services may be allowed to leave in PM if allowed; pressing Signalling Acknowledge within 5 seconds is required for transition.
7.5 Travelling West at Stratford: Communicating class 345 trains through Stratford transition to CBTC (PM); stand at OSP; after duties, depart with MA; if ECS and not calling, do not release doors; verify DCO and PS indicators; depart in PM with MA.
7.6 Trains to/from Liverpool Street NR: Stratford platform approach: CBTC PM; depart with MA; ATO may be offered for Liverpool Street services but not required; transition to TPWS ~400 m after Pudding Mill Lane Portal; if train doesn’t transition, az.
7.7 West transitions: GWML to COS transition TPWS to CBTC near Portobello Junction; future ETCS-to-CBTC transitions; Stratford West transitions to TPWS; Test in the West not commissioned at time of writing; if fail, operators will be advised.
7.8 Abbey Wood transition: potential TPWS transition east of Abbey Wood; MTREL trains not travel east of Abbey Wood Bolt Hole due to end of OLE.
7.9 Carrying out Running Brake Test: required at journey start when driven in manual mode; recommended after transition out of CBTC; follow Professional Driving Policy.
CBTC operating modes
8.1 General: Five modes: AM, PM, OS, SA, AR; DMI shows current mode; highest mode may be unavailable; status shown reflects current operation.
CBTC Mode Principles:
AM is the normal mode; should normally be selected as the highest mode so it will be offered when available.
PM used for ESRs, faults requiring slower speeds, or for proper stop alignment; includes moving to correct stop location.
If stopped at EoA with no MA shown, signaller verbal authority required; if MA exists but not shown, driver may move under verbal authority to reach next BMB, MA subsequently appearing in DMI.
OS is signaller-issued movement authority for cautious driving in degraded situations.
Before changing from AM/PM down to OS or SA, the train must be at a stand; higher modes cannot be selected on the move via CBTC menu (except via signaller).
8.2 Automatic Mode (AM): DMI shows AM symbol and ATO icon; ATO controls train acceleration, speed, braking, stopping; ATO Start button flashes after station duties complete and MA issued; driver presses to start; driver responsibilities include monitoring safe operation, vigilance alarm acknowledgment, door alignment, door closing, dwell time, DCO checks, and starting in AM; if required, ATO Stop switches to PM; emergency braking stops AM.
8.3 Protected Manual (PM): Same protections as AM; driver uses DMI data to control acceleration/braking/stop; must stop at EoA or station OSP as indicated by distance-to-event marker; PSD grey indicator shows stop; DMI/CSG guidance center on target speed and hooks; if exceed maximum or intervention speed, brakes apply; door supervision for PSD alignment; if PSD alignment icon grey, stop at OSP.
8.4 On-sight (OS): Caution mode with ceiling speed of ; used in degraded situations; driver in full control, based on signaller instructions and visible track ahead; AM/PM and DMI MA still apply for stops; PSD/door protections apply similarly.
8.5 Staff Accountable (SA): Used in degraded situations or when CBTC is not communicating; driver uses verbal authority from signaller; maximum advisory speed ; SA has limited protections (roll-back, door supervision); PSD/CSDE limitations in SA within COS; on NR infrastructure SA allows other limits.
8.6 Automatic Reverse (AR): Subsection of AM; enables turnarounds without leaving the cab; AR can be planned or unplanned; yellow AR icon prompts driver; driver acknowledges; MCS shut down during AR; then MA/CBTC reinitialises; in AR, doors may be open or closed as required; AR types include Type 1 (Paddington to Westbourne Park), Type 2 (Whitechapel to Whitechapel etc.), Type 3 (Zorro move, same direction opposite bound).
Planned AR: examples provided (e.g., Paddington to Westbourne Park; Whitechapel to Whitechapel via crossover).
Unplanned AR (UAR): single reversing movement; driver requests via DMI; not approved at time of writing (status may be limited in practice).
AR steps include: signature of MA, DRA settings, MCS shutdown, driver walk to opposite cab, re-entry, and auto SOM in new cab, etc.
AR table examples detail Start/Reverse/End locations and associated crossovers.
Station Operations
9.1 Train arrival at the station: PSD-equipped stations automatically open doors; grey PSD alignment icon indicates proper docking; at PSD stations misalignment orange icon prevents door opening; at non-PSD stations, stop 0 m from event marker; if forced short of OSP in ATO, driver must PA, press ATO Stop to PM, then realign to PSD docking position when MA appears.
9.2 Normal train dispatch (DCO): process includes monitoring doors via DCO, MA displayed on DMI, two beeps and Departure Request icon 10 seconds before dwell expiry; if two beeps absent, driver should ensure schedule timing; close doors; ensure PEDs closed and PSD interlocks; event marker shows distance; ATO Start flasher appears; confirm safety visually via DCO before ATO Start; platform CCTV available for safety checks.
9.3 Train Door and PSD open/close sequence mismatch: door release mismatch fault when door close pressed then door release pressed mid-sequence; reset by PA and re-closing; ensure synchronization of door cycles; if obstruction occurs, allow sequence to complete, then re-release.
9.4 Departing PSD fitted stations in CBTC Non-Communicating modes: PSDs must be closed; blue Doors Closed indicator visible; PSDs must be operated by staff; no CSDE protection in non-CBTC; closing PSDs before mode change/reset if required.
9.5 Terminal Station Mode (Train clearance): responsibilities vary by termination location (Paddington, Abbey Wood, intermediate PSD-equipped stations); station staff sweep and blue interlocks ensure doors locked; MA required before departure; PSDs remain opened during terminal mode; switch to normal SoM when ready to depart.
9.6 Platform Screen Driver Access Doors: Driver Access Doors provide limited emergency/cab access; driver must carry T-key; ensure PSDs/Driver Access Doors fully closed before departure; do not rely on these doors except in emergencies; normal operations require PSDs closed and DMI indications.
Drivers’ general operating instructions
10.1 Use of DRA: DRA must be set when entering/leaving cabs; in CBTC communicating mode, DRA is not required as MA provides protection; in non-communicating mode, DRA remains set until verbal MA is received; DRA used at end of journey or when relieved.
10.2 Changing ends within the COS: changing ends is not normal; AR may be used to change lines when necessary; when changing ends, ensure SoM is completed in new cab; if call at PSDs, use Terminal Station mode to keep PSDs open; otherwise PSDs may auto-close with doors.
10.3 Change ends at Stratford: use CBTC Level; after MA, depart with AM/PM as appropriate; if MA not issued, follow section 11.14 (Passing an EoA without an MA or signal at danger with authority).
10.4 Shunt moves at Stratford: PM highest mode; lists several shunt routes; at some points, CBTC to TPWS transitions occur; follow L244/L217 transitions rules; ensure safe repositioning.
10.5 Station skip: driver can be instructed to skip a station; DMI indicates skip; if forward route not set, wait outside station; if train stops due to skip, doors may be prevented from opening; alter strategy accordingly.
10.6 Station Working mode: used during disruption to keep trains at least one station apart; DMI shows text: Station Working mode active.
10.7 Trains held at COS Boundaries: trains may be held at COS NR boundary; signaller verbally authorises move; no MA shown on DMI during hold; NR color-lights may show proceed; driver must follow signaller verbal guidance; do not manually transition from CBTC to NR via AWS/TPWS while in CBTC area.
10.8 Signalling Acknowledge button: must acknowledge within 5 seconds; Stratford eastbound exception where DMI prompt for PM is treated differently.
10.9 Checking CBTC mode is the highest: if mode appears lower than expected, select highest mode via CBTC menu at next convenient opportunity; contact signaller if still not at required level.
10.10 Re-selecting the highest mode after moving in a lower mode: if you moved in PM/SA to perform a move, re-select the highest mode after completing the move; if SA used while in COS, an Emergency Brake could occur during transitions.
10.11 Approaching zero distance on event marker: avoid creeping to zero distance; do not stop within 1 m of OSP and nudge forward; CBTC may remove the overlap and trigger emergency brake if misaligned.
10.12 PA Announcements in the COS: drivers should give timely passenger information about routing, terminations, and disruptions; with disruption PA requirements including immediate announcements after stand, every 2 minutes thereafter; inform MTREL Control if leaving cab for extended periods.
Degraded operations
Degraded operations overview: typical degraded scenarios include low adhesion, transition failures, signaling failures, PSD problems, delayed dispatch, etc.
11.1 Low adhesion: three states (Good, Expected, Reportable); if reportable, disengage ATO and drive PM; inform signaller; sanding may be used; signaller informs to adjust braking curves; broadcast to driver if low adhesion.
11.2 Transition failures: various failure modes during transitions; brakes may apply 5 seconds after transition if icon not acknowledged; signaller authority to proceed needed; CBTC → TPWS failure flows; manual TPWS or Recovery levels.
11.3 TPWS/CBTC transitions: scenario-based actions if ATO not offered or transition issues occur; maintain safety, report to signaller/ISST; use TPWS or Recovery as required.
11.4 PSD problems: PSD faults prevent doors from opening; use GRM, LCP, or door override; if PSD interlock not obtained, advise passengers; operate with staff.
11.5 Potential station arrival/dispatch problems: handle crowded platforms; if DCO unavailable, Assisted Dispatch with staff; if PSD faults, OS or SA may be used per signaller instruction; LCP and staff assistance used to protect PSDs.
11.6 Disrupted Train Dispatch Procedure: use disrupted dispatch when platform view obstructed; instruct passengers to stand clear; use PA; ensure safety indicators illuminate; staff assistance may be requested.
11.7 Emergency Train Dispatch Procedure: used when DCO CCTV fails at PSD stations; MTREL Control authorises use of Emergency Train Dispatch; ensure blue and PED indicators illuminated; multiple checks if interlock not achieved; MD must press ATO Start after MA.
11.8 Degraded Assisted Dispatch: steps for station staff to assist with dispatch; OS/SA options; baton signals to indicate readiness; staff boards for assistance.
11.9 Dealing with train delays and failures: mandatory signaller contact within 1 minute of stand; line-block authority; if needed, request tunnel lights; disengage ATO and secure MCS; further actions to restore service with MTREL control.
11.10 Train rescue: if a train fails, rescue by COS with another train; detrain passengers as required; signaller may authorize auto-reverse for rescue; ensure CBTC isolation is set to protect the rescued and rescuing train; rescue operations may involve 18-car movement through COS.
11.11 Transit movements through COS with an 18-car formation: haul through COS using a rescue or 18-car formation; CBTC isolation must be set to ISO during hauling to prevent EB; additional guard with NR boundary rules when crossing NR.
11.12 Using train to protect personnel working on track: the train can be used to guard staff; signaller coordinates block protection; after work complete, MCK returned and movement continued per MA or SA instructions.
11.13 Tunnel lighting: lights on can aid evacuation; only switch on when protection is in place and movement is authorised; inform passengers that lights are for operational reasons and will move toward platform.
11.14 Passing EoA without MA or signal at danger with authority: process includes signaller providing authority to pass, driver moving in SA; on next signal, MA issued with OS/PM/AM; if MA not issued, contact signaller; max speed over unsecured points 15 mph; if leaving CBTC area, manual transition to TPWS with SA, then continue with MA.
11.15 Examine line: signaller request to examine line; use OS or SA to move to next signal to examine; if MA cleared, move to PM; max speed 20 mph (15 mph over unsecured points); in tunnel switch on lights; after exam, move to AM for MA.
11.16 Axle counter reset: first train may require reset; OS to next BMB; after second BMB, move to AM and offer ATO to driver; if required for exam, not needed.
11.17 Point-to-Point Working: used for multiple consecutive BMBs without MA; end of section with AM or SA depending on route; PM/AM/OS depending on instructions; CR forms completed.
11.18 Controlled train evacuation: conducted at stations with IRM assistance; involves evacuation planning with the signaller and station staff; use of GSM-R for coordination; manage passenger movement and safety.
11.19 Uncontrolled evacuation: drivers must prevent, inform passengers of risks, contact signaller for protection and traction current off; coordinate with MTREL.
Emergency operations
Emergency operations overview: REC (Railway Emergency Group Call) requires stopping the train immediately; end REC with phrase “End of railway emergency group call.”; restart only with signaller authority; MA/CR instructions follow.
12.2 Emergency stop: issued by signaller; at station, doors may be prevented from closing; follow signaller instructions to continue after the stop.
12.3 Detonators: not used in COS; GP emergency calls used to stop trains; hazard lights/horn.
12.4 Urgent Calls: driver must answer urgent calls; if in SA, stop and contact signaller.
12.5 ESPs: Emergency Stop Plungers are at Abbey Wood, Custom House; ESP activation leads to 0 mph area speed restriction; staff protection remains; all trains must be notified and control informed.
12.6 PEA: Passenger Emergency Alarm behavior is similar in CBTC to TPWS/ETCS; PEA activation in ATO uses override only if appropriate; PAD/PA handling.
12.7 Egress activations: egress mechanics similar to other signalling; ensure closure and protection; DMI shows egress triggers; ensure safe re-entry.
12.8 Vigilance Alarm: if not acknowledged in ATO, alarm sounds but not brake; in CBTC/other modes, the train brakes after 6 seconds; alert signaller via GSM-R if necessary.
12.9 Fire or Alarm: inform signaller; attempt to move passengers to safety; use evacuation if necessary.
12.10 Smoke or Fire in tunnel: inform signaller; allow train to next station if safe; coordinate with IRM/evacuation.
DMI Icon Descriptions
DMI icons summarize current CBTC mode, door status, AR availability, and event markers.
CBTC Mode icons show AM/PM/OS/SA/AR; door icons show status (open/closed) and door enforcement options.
AR icon: yellow indicates AR available; grey indicates AR in progress; UAR accessible via CBTC menu.
Event Marker displays distance to next event (EoA, speed changes, OSP).
CSG: Circular Speed Gauge shows actual speed, maximum speed (hook), and target speed; colour changes indicate over-speed or braking events.
Additional indicators exist for door status, CSDE, and several fault/diagnostic conditions.
COS Rule book summary (driver rules)
COS rule differences vs NR: largely around equipment, signaling, PSD usage, and operational procedures in COS.
AC (Lines): OLE (overhead line) visibility and safety rules in COS; not leaving cab unless safe; tripping checks.
CBTC (General): overview of COS CBTC operations, DMI, PSDs, PSD interlocks, station procedures.
G1 (General Safety): EVAC and protection; detonators not used in COS; tunnel lighting requests.
M1/M2: Train detentions; after accidents and evacuations differences in guidelines; after accident, guidelines to coordinate with MTREL/ISST.
M3: Incidents, floods & snow: general guidance unchanged; differences for COS.
P2: Pilotman Working in COS procedures; (CR3190 CR3185 forms for route/controls).
S4: Detentions and shunting rules; S5: Passing a signal or an EoA without an MA; OP differences; S7: Observing TPWS and reporting failures; SR/Safety rules.
SS1-SS2: Station duties, PSD failures, station dispatch; NR NR NR.
TW1: Abnormal brake applications; reporting and handling guidance.
Appendix A - Defective On-Train Equipment (DOTE)
COS vs NR: Defects listed with recommended actions; if air conditioning, ventilation, heating issues, isolate affected car and continue to destination; maintain communications with MTREL Control.
AWS/TPWS: If AWS failed, move to location with a competent person; if not, use max speeds and continue to next; if TPWS issues, follow TPWS/CBTC guidance.
Balise reader error: train braked to stand and release; reclose ETCS.
BIL (bodyside indicator) illumination: continue to service if not critical; otherwise remove from service.
Brakes: various conditions (dragging brakes, emergency power, etc.); follow instructions to isolate brakes and continue with safety margins.
DCO/TCMS: If DMI/HMI fails, switch screens; use recovery panel if needed.
Traction interlock issues: verify train is safe to move; check with ISST and proceed.
Pantograph, windows, and other components: inspection and actions defined; proceed to destination or isolate if required.
General approach when DOTE issues arise: coordinate with signaller; determine movement authority accordingly; ensure safe to proceed.
Notes for exam-oriented study
The COS/CBTC system integrates three zones: COS, overlay Stratford, and NR extension. Know where CBTC is primary and where TPWS/ETCS are layered.
Key speed/clearance values to remember: ; ; PSD-related clearances (Platform doors interlock when aligned); OS speed ceiling typically ; AR procedures vary by type and location; 5 m stop reference to BMB in SA/CBTC non-comm mode; 50 mph entry from GW, 50 mph from GE, 25 mph via Turnback A.
DMI and CBTC mode selection rules: AM is default; OS/SA are degraded states; AR requires engaging AM first; transitions require timely acknowledgments on DMI.
Degraded dispatch procedures (Disrupted Dispatch, Assisted Dispatch) rely on MTREL/Signaller coordination; ensure all safety checks are complete before starting dispatch; always inform MTREL and signaller of the status.
In emergencies, follow REC, ESP, PEA, Egress, and evacuation procedures; these involve coordination with MTREL, signallers, IRMs, and platform staff.
The DOTE Appendix provides guidance on how to handle equipment faults, including door interlocks, PSDs, and traction/brake systems; in COS, safety-critical steps involve ensuring PSDs and interlocks are properly protected before proceeding.
Always ensure the highest CBTC mode is selected before movement and verify that the MA is displayed on the DMI before executing a departure.
For Stratford and overlay areas, be prepared for transitions between CBTC and TPWS; understand when automatic transitions occur and when to request signaller authority to move.
Remember that some operations (e.g., Abbey Wood bolt hole, Plumstead stabling, and Westbourne Park turnbacks) have special procedures; always refer to specific section instructions when performing such actions.
If you’d like, I can tailor a quick study checklist or create a condensed flashcard set focusing on key rules, thresholds, and transition steps for quick revision before the exam.