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| 1970's Timetable 03/12/2011 at 16:51 #24370 | |
Quizman
276 posts |
I have discovered a 1970 WTT in my library(loft) which would fit in very well with the 1960's scenario however it only shows LMR main line operation so missing light engine movements and local DC workings. Has anyone got DC working TT for around this time which I could borrow? Could always botch one up I suppose. Presumably all electric loco workings (CL 86/87 - supposed better call them AL6) were detached/attached for each working as there was not, AFAIK, top and tailing in those days so this would make an interesting(busy) timetable. Any help/guidance appreciated.  Steve Log in to reply |
| Re: 1970's Timetable 03/12/2011 at 17:56 #24374 | |
58050
2659 posts 
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Cl.87s were built between 1973-1975, so if it is before this time you would have to discount these locomotives. DC unit were Cl.501 3 car units & the outer suburban units were Cl.310 4 car units.
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| Re: 1970's Timetable 03/12/2011 at 18:02 #24376 | |
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derbybest
274 posts |
Hi Quizman. Not being picky but the Class 87 were not being built until 1973. However do not forget there were Classes 81/2/3/4/5/6 all around during 1970 Chris Log in to reply |
| Re: 1970's Timetable 03/12/2011 at 18:11 #24378 | |
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58050
2659 posts
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Further to my above post Mk.3 coaching stock was built between 1975 & 1979, so if your timetable is before those dates you'll have to dis-count those cariiages & use Mk.1s, Mk.2A/B/C/D/E & Fs.
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| Re: 1970's Timetable 03/12/2011 at 18:31 #24381 | |
agilchrist
258 posts |
I have the 1968 WTT Section A and a 1967 Section A, at some point I hope to do a '67 Timetable. So this information is quite useful. My TT shows that E to Crewe with Diesel from there onwards. Blessed are the true believers, for only they shall walk the Path, and they shall be welcomed unto the realm of the Ori and made as one with Them. Log in to reply |
| Re: 1970's Timetable 03/12/2011 at 18:36 #24383 | |
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58050
2659 posts
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Cl.50s were allocated on Anglo-Scottish expresses from Crewe to Glasgow as the electrification hadn't got passed Crewe in the 1960s or early 1970s.
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| Re: 1970's Timetable 05/12/2011 at 12:08 #24475 | |
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kbarber
1743 posts |
I believe classes 81 - 86 were functionally completely interchangeable, at least as built, so no need to worry which you use (unless you're trying to please the gricers  ) Having said which, I believe the 86/1(?) variant - the ones rebuilt with class 87 bogies - also acquired cl87 motors & therefore considerably more oomph. My impression was that, for passenger workings out of Euston, cl86 and 87 were used interchangeably too so no real need to bother which was which for creating a timetable.
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| Re: 1970's Timetable 07/12/2011 at 21:13 #24663 | |
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Quizman
276 posts |
Thanks for the replies. One question - Does the Backing Out Roads literally mean that stock was reversed out of the station or were shunters or somesuch attached to the rear after arriving? Afraid my knowledge of workings at Euston practically nil being a 'Western' man!
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| Re: 1970's Timetable 07/12/2011 at 21:18 #24664 | |
jc92
3690 posts |
i beleive it was for backing out of the CS into the station. ECS from the station went via the carriage line. low number platforms were used for arrivals, high number for departures.
"We don't stop camborne wednesdays" Log in to reply |
| Re: 1970's Timetable 07/12/2011 at 22:28 #24673 | |
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clive
2789 posts |
Stuff was backed out with a shunter on the non-engine end holding a brake valve. Trains were also propelled all the way from Camden Carriage Sidings to the BORs. As well as putting signals to red, the emergency replacement button extinguised a set of 8 white lights along the track that the driver could see - he was only allowed to propel if he could see one of them lit. Log in to reply The following user said thank you: Quizman |
| Re: 1970's Timetable 08/12/2011 at 15:53 #24730 | |
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Quizman
276 posts |
Would that be allowed today? Bet 'elf & safety' people would be having apoplexys over such a thing
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| Re: 1970's Timetable 08/12/2011 at 17:51 #24735 | |
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jc92
3690 posts |
west coast propel the ECS for the scarborough spa into york station, using a shunter holding the comm cord.
"We don't stop camborne wednesdays" Log in to reply |
| Re: 1970's Timetable 08/12/2011 at 18:17 #24736 | |
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ralphjwchadkirk
275 posts |
Propelling is used still today, however, it is strictly regulated.
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| Re: 1970's Timetable 08/12/2011 at 18:29 #24737 | |
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jc92
3690 posts |
indeed, at maltby, a 66 propells 23 HTAs/ 20 HXAs out of the colliery into either the A and D or loop, but only provided 10 is cleared before it begins the movement out of the colliery towards 10 (which is provided with a repeater for drivers propelling), and additionally, no other trains are approaching from st caths, or making movements within the maltby loops. in this case its authorised as a regular movement as theres no personel around the area to run over, theres generally no passenger services using the same lines, and the drivers have VERY clear markers as to where to stop.
"We don't stop camborne wednesdays" Log in to reply |
| Re: 1970's Timetable 08/12/2011 at 18:50 #24738 | |
Andrew G
552 posts
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Although this was several years ago trains with passengers on used to regularly propel at Inverness. The main one was the overnight sleeper from Glasgow which ran round the avoiding line and then propelled into the Far North Platforms. Occasionally trains from the Far North would do the opposite as illustrated here. http://www.flickr.com/photos/llangollen_signalman/5661386887/in/set-72157626592432648 In the same era the portion from Edinburgh on WCML trains which combined at Carstairs would run through the station and then be propelled onto the back of the portion arriving from Glasgow. Happy days. Log in to reply |
| Re: 1970's Timetable 09/12/2011 at 12:44 #24782 | |
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kbarber
1743 posts |
When Willesden Brent was the main London marshalling yard for Speedlink (air-braked wagonload network, RIP) just about everything coming off the Southern and absolutely everything off the Western propelled in & out at the north end. Although most Southern trains could have used the crossovers at Willesden Jc, that would've meant them wandering across the fast lines to access the slows then dragging their weary way on to the Down Through Sidings (which we generally knew as the Arrival). That simply couldn't be done in the peaks & would've been pretty difficult at any time during the day, so the preference was to send them via the Low Level Goods ("The Hole"). Western (and some Southern) trains could only arrive via Acton Canal Wharf and the Connecting Line, which joined the Hole at the north end of the Freightliner Terminal, well north of the Willesden crossovers. The Hole came back to ground level at Sudbury South End (nowadays the south end of Wembley European yard), a good 1/2 mile north of Brent North End. On being authorised by Brent Sidings signalman (in turn authorised by Brent Sidings supervisor after a road in had been set & the north end pilot stopped) Willesden would pull off the shunt signal & the train - often 60 SLU and with no brake van - would propel all the way back into the yard. And I can assure you they didn't hang about! Same procedure in reverse for departing trains. And as if that's not hair-raising enough, you should've seen the state of the track... we still had LNWR rail chairs, I suspect some of the rail had been put in by the LNWR too (in some cases the rail head worn to about 5mm thickness!) and the ballast (what ballast?) had long since disappeared into the mud. Some might call it happy days... some of what went on there scared me rigid! Log in to reply |