Incident near London St Pancras International
Youtube video link
FCC:
Summary of Incident
At 1759, Overhead Line Equipment on the Down Moorgate line between Farringdon and Kentish Town, tripped, and reset at 1803. A further trip took place at 1805. The drivers of affected trains lowered their pantographs, and raised them when instructed. It transpired that the fault appeared to be with the 1630hrs Brighton – Bedford, formed of two x four Class 377 car sets. The service was able to move off with only one pantograph raised, but another Overhead Line Equipment trip occurred as it passed Dock Junction North at 1827.
Technical staff were contacted, and efforts were made to locate the emergency coupling to allow a Class 319 unit to be used to assist. The Overhead Line Equipment was re-energised by 1901, and the 1810 Bedford – Brighton, formed of two Class 377 units, was taken out of service at Hendon to assist. As the trains concerned were not configured to allow 16 car formations,
the 1810 Bedford – Brighton set was split in Cricklewood yard, and the leading unit only was used to assist. Services from the north terminated at London St. Pancras and Kentish Town, and from the south at London Bridge and City Thameslink. Mobile Operations Manager and Overhead Line Equipment staff was on site at 1939hrs. The assisting unit was en route from Cricklewood at 1955, and collected technical staff at Kentish Town. The units were coupled at 2020hrs, and after building up air, the train proceeded forward into Kentish Town at 2117hrs. During this movement it was reported the following day that some exterior passenger doors were open. It was further reported that when travelling between Kentish Town and Cricklewood Depot (Empty Coaching Stock) that some exterior passenger doors were open.
Summary of Incident
At 1759, Overhead Line Equipment on the Down Moorgate line between Farringdon and Kentish Town, tripped, and reset at 1803. A further trip took place at 1805. The drivers of affected trains lowered their pantographs, and raised them when instructed. It transpired that the fault appeared to be with the 1630hrs Brighton – Bedford, formed of two x four Class 377 car sets. The service was able to move off with only one pantograph raised, but another Overhead Line Equipment trip occurred as it passed Dock Junction North at 1827.
Technical staff were contacted, and efforts were made to locate the emergency coupling to allow a Class 319 unit to be used to assist. The Overhead Line Equipment was re-energised by 1901, and the 1810 Bedford – Brighton, formed of two Class 377 units, was taken out of service at Hendon to assist. As the trains concerned were not configured to allow 16 car formations,
the 1810 Bedford – Brighton set was split in Cricklewood yard, and the leading unit only was used to assist. Services from the north terminated at London St. Pancras and Kentish Town, and from the south at London Bridge and City Thameslink. Mobile Operations Manager and Overhead Line Equipment staff was on site at 1939hrs. The assisting unit was en route from Cricklewood at 1955, and collected technical staff at Kentish Town. The units were coupled at 2020hrs, and after building up air, the train proceeded forward into Kentish Town at 2117hrs. During this movement it was reported the following day that some exterior passenger doors were open. It was further reported that when travelling between Kentish Town and Cricklewood Depot (Empty Coaching Stock) that some exterior passenger doors were open.