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| details of WCML stabling points 26/04/2012 at 12:08 #31843 | |
jc92
3690 posts |
euston sim has a number of relevant stabling points, namely the up and down carriage sidings, camden carriage sidings, wembley carriage sidingsand willesden TMD (the last two are off sim but relevant my question is basically which points service what? both currently, and historically, especially in the early 90, and what facilities do they have. "We don't stop camborne wednesdays" Log in to reply |
| Re: details of WCML stabling points 26/04/2012 at 13:11 #31844 | |
58050
2659 posts |
Willesden TMD serviced all AC electric locos & the Cl.08 diesel shunting locos used at Euston, Euston Downside CS, Camden Yard, Wembley Inter-City Depot & Willesden Brent Sdgs & W.E.F.O.C. Willesden could undertake all exam levels of work & repairs with the exception of Major works Overhauls. Wembley Inter-City Depot could carry out most work needed on the various different types of coaching stock, with the exception of tyre turning. During the 1980s Mk.3 coaches had to be sent to Bounds Green T&RSMD for tyre turning because the wheel lathe at Willesden had a tendency to turn the wheel sets oval. Euston Downside in the 1990s became responsible for the maintenance of the parcels fleet of vehicles covering the London area, hence empty NPCCS trains to & from Paddington. Prior to privatisation/Sectorisation Euston Downside CS handled both parcels stock & loco hauled passenger stock. Willesden TMD fuelled the areas shunting locos as well as dealing with the 3rd rail DC units that worked over the NLL. Diesel mainline locos were usually stabled at Stonebridge Park. Camden CS also had a carriage washing machine where stock was washed & also the Manchester Pullman stock was stabled at Camden along with the other 'Pullman' stock. The main duties for these various carriage stabling points in & around Euston was for the carriage cleaners to work & for the stock to be watered so ready for there next turns of duty. The Up carriage sidings at Euston tended to be full of EMUs again being cleaned & watered etc, whereas the loco hauled stock was stabled at Camden or Downside shed. In the 1990s Euston station had 3 x Cl.08 pilots which were Euston Station Shunt 'A' Trip No.8 which was booked to shunt continuously Euston station, Euston DCS & Camden CS (incl. Camden CS 1600 - 1800 on Saturdays). Euston Station Passenger Shunt 'B' Trip No.9 which worked from 0900 MO to 0030 SUN, Passenger shunt & Trip as required. Euston Down CS Shunt 'C' Trip No.11 which was booked to work 0545 to 2359 MO, 0001 to 2359 MSX, 0001 to 2210 SO & 0735 SUN to 0545 MO. Its duties were Passenger shunt & Trip as required Euston DCS & Camden CS. The swap over for these pilot locos would be undertaken during the night shifts when there wasn't so much traffic about. Hope this helps.
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| Re: details of WCML stabling points 26/04/2012 at 15:08 #31850 | |
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jc92
3690 posts |
a question regarding the pilots. i understand the need to shunt NPCCS throughout the night and possibly the day, and i can understand the need to shunt stock around the carriage sidings, however, with the introduction of DVTs in the late 80s, i wouldve thought most of the tripping of stock would be carried out with the train loco collecting stock from the C.S and propelling it in using the DVT, ditto for stock going out of service? would it be correct to assume the 86/7 would be uncoupled and run light to willesden while the pilot would shunt ECS as required? joe "We don't stop camborne wednesdays" Log in to reply |
| Re: details of WCML stabling points 26/04/2012 at 15:36 #31852 | |
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58050
2659 posts |
Whilst your comment about DVTs is true, there are however a couple of points to note. Even with the introduction of DVTs, not all WCML services had DVTs on them. Probably a 50/50 split once they came into squadron service. The 'Pullman' Mk.2 rakes never ran with DVTs as O used to see them everyday stabled in Camden CS when travelling to Watford from Euston when I worked for Railfreight International in 1988. DVTs initially were on service to Wolverhampton(incl. Shrewsbury)/New Street/Manchester Piccadilly/Liverpool Lime Street/Preston, services to Blackpool North, Crewe (incl. Holyhead), Glasgow Central & Carlisle were usually formed of loco hauled stock with no DVTs. The overnight sleeper services to Inverness & Fort William had no DVTs on them & there was a larger number of postal/mail/parcels train services out of Euston than any other London terminus, so the pilots were quite busy. If an in-coming loco was required to go to Willesden TMD for exam or repairs then yes the loco would be detached & run LE to Willesden TMD, but that would be subject to whether the stock wasn't booked ECS to Wembley Inter-City Depot. Bear in mind also, the taction controllers in the Regional Control Offices would allocate locos onto diagrams where the loco would probably finish at Wembley Inter-City Depot as opposed to Euston station, therefore cutting down the need to send locos LE to Willesden TMD. Much easier to roster locos onto diagrams that finished at Wembley, then just a short hop from there to Willesden TMD.
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| Re: details of WCML stabling points 26/04/2012 at 15:40 #31853 | |
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jc92
3690 posts |
makes things much clearer! thanks. were the Mk2 pullmans still running into the early 90s? "We don't stop camborne wednesdays" Log in to reply |
| Re: details of WCML stabling points 26/04/2012 at 16:07 #31854 | |
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58050
2659 posts |
No, the Mk.2 'Pullman' rakes were replaced by Mk.3 coaches in the late 1980s. Furthermore Cl86s were only able to haul the Mk.2 'Pullman' rakes as Cl.87s were not permitted to work the them as they were air braked only & the Mk.2 'Pullman' rakes built in 1966 were vacuum braked. When they were replaced in the late 1980s they were stored at Camden CS.
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