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| Freight acceptance at Stratford 30/10/2011 at 20:39 #22279 | |
Steamer
3923 posts |
Hi, In the Wiki, it says that freight is accepted at Stratford High level at diffrent minutes past the hour depending on whether it's night, peak or day time, however it doesn't define when 'peak', 'day' and 'night' are- any info welcome! "Don't stress/ relax/ let life roll off your backs./ Except for death and paying taxes/ everything in life.../ is only for now." (Avenue Q) Log in to reply |
| Re: Freight acceptance at Stratford 30/10/2011 at 21:17 #22282 | |
UKTrainMan
1803 posts |
I'd say peak is perhaps between 7am and 10am and 4pm and 7pm, day is perhaps between 10am and 4pm and night is any other time. Although I do wonder if the details on the Wiki could be Any views and / or opinions expressed by myself are from me personally and do not represent those of any company I either work for or am a consultant for. Last edited: 31/10/2011 at 01:12 by UKTrainMan Log in to reply |
| Re: Freight acceptance at Stratford 30/10/2011 at 22:21 #22288 | |
58050
2650 posts |
During the 4 years I worked in Liverpool Street Regional Control Office(1990-1994), there was a freight train embargo for both morning & evening peaks. The morning peak meant nothing booked to run off Channelsea Curve & down the GE mainline towards Colchester was supposed to be signalled 'right-away' from 0600ish through to 0900ish & in the evening freight trains from Ipswich via Colchester weren't supposed to run between 1630ish & 1830ish. That was what was laid down in the local instructions, but in reality some freights still ran much to the annoyance of the GE Inner controller who looked after trains between Liverpool Street & Shenfield. I lost count the amount of times 'C' panel signalman at Stratford used to pull off for 4L34 Washwood Heath - Parkeston car train hauled by a Cl.47 diesel with a length of 100 SLUs down the GE mainline. The net result was the first morning Inter-City from Liverpool Street to Norwich would be right behind it by the time 4L34 was running through Chelmsford. Freights that were booked to run via Woodgrange Park, Forest Gate & onto the NLL at Channelsea Curve were also held back at Ripple Lane. You weren't allowed to hold any freightliners or trains conveying automotive equiptment or cars from Ford's plant at Dagenham in the Forest Gate area or else everyone from the local housing estate would be into the containers or wagons stealing what was in them. Trains running via the T&H line weren't usually restricted as much as those booked to travel through Stratford station. There were other restictions apart from the morning & evening peaks that also affected freight traffic on the GE mainline. There was for quite some time a total ban on pairs of Cl.86 electric locos running with 2 pantographs raised taking power from the overheads through Colchester during the day, especially on fully loaded freightliners. The national grid couldn't cope with the excessive power drain that the 2 locos created & in the worst case scenarios used cause a major failure through-out the whole of Colchester. I remember the instructions was for the driver to drop the pan on the second loco when he entered the section of line energised by the Colchester area transformers. Liverpool Street during my time there had the busiest peak periods of any London Termini during the rush hour & freight traffic was regulated quite rigorously. Whether it still does have the busiest morning & evening peak periods to this day I don't know. Hope this helps.
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| Re: Freight acceptance at Stratford 31/10/2011 at 00:42 #22302 | |
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Underwood
746 posts |
Well I'd imagine there is a freight ban on the GEML still, wouldn't surprise me what with Gidea Park/Shenfield Metros booked on the slow in the peaks running every 3-5 minutes. There is or was one a freight ban on the West London Line in the peak and possibly on the North London Line too? Log in to reply |
| Re: Freight acceptance at Stratford 31/10/2011 at 10:59 #22318 | |
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kbarber
1712 posts |
" said:
Certainly wasn't in my day, though I know things have changed rather. Morning shift at Stopem Junction (aka Kensington) around 1980 would see a procession of engines & freights heading to Willesden & Acton, with the Actons in particular backing up from North Pole and sometimes resulting in a queue waiting at Kensington (cue permissive block - only time I ever got to use it). North London was likewise open for freight, and as trains could get into Acton, Willesden and Temple Mills without touching the main lines (as well as being able to get to Ripple Lane via the T&H with just a short run through Barking where they'd conflict) we tended to keep things running - through trains could be recessed somewhere in the yard complexes if needs be. Freights for the Clockwork Railway could be held at New Kew and Old Kew, with another behind them waiting at Kew East, so that they could get away as soon as the block lifted; I don't recall ever needing more capacity than that. On the WCML Willesden PSB would have no issue with letting freightliners run in the evening peak, accepting a short delay to the all-stations Milton Keynes trains before Harrow (the freightliner would run away from it after that & would have time to get to Northampton before the following Northampton/Rugby semi-fast caught up with it). Class 6s all went into the Brent anyway, apart from the Fords, with back workings for Ripple Lane, Temple Mills & Dover not booked to leave until well after 1800. The same kind of working was still happening in 1985 if anyone's playing Kurt's historic timetables. Log in to reply |
| Re: Freight acceptance at Stratford 31/10/2011 at 12:15 #22321 | |
onlydjw
456 posts |
There is still a restriction to this day on freight on the MML in the peaks.
God bless, Daniel Wilson Log in to reply |
| Re: Freight acceptance at Stratford 31/10/2011 at 17:20 #22334 | |
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Steamer
3923 posts |
Thanks for all the info, but my main question was how is this coded in the sim, since the Wiki is a bit brief on this, as opposed to what happens in reality.
"Don't stress/ relax/ let life roll off your backs./ Except for death and paying taxes/ everything in life.../ is only for now." (Avenue Q) Log in to reply |
| Re: Freight acceptance at Stratford 31/10/2011 at 18:38 #22341 | |
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TomOF
452 posts |
I don't know if it can claim the title but it must certainly be a contender. The last time I was there during the rush hour I glanced over at the workstation to see almost every platform occupied and dozens of trains approaching from Stratford and Hackney Downs. ARS certainly helps. Was the entrance to Stratford TMD controlled by C panel at that time? Last edited: 31/10/2011 at 18:38 by TomOF Reason: grammar. Log in to reply |
| Re: Freight acceptance at Stratford 01/11/2011 at 09:33 #22378 | |
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58050
2650 posts |
I've got a feeling it was. From 1990 - 1993 I was Senior Traction Controller at Liverpool Street & when they took the loco controls out of the Regional Control Offices I became Duty Freight Manager responsible for the running of freight services over the whole of the Anglia Region with the exceptance of yards & terminals which came under the jurisdiction of the Duty Manger in Stratford ROC. Movements onto & off Stratford TMD were done through the person on duty at Stratford @outlet'. Basically it was a small hut where the shunter used to record the numbers of all arriving locos & the time they arrived onto the shed. We in the traction desk would ring the outlet where he would gives us the loco numbers arriving on shed & the times & we would enter them onto the Stratford Outlet sheet. We would then tell him the loco numbers for locos booked to depart Stratford TMD & the headcode of the train they were allocated to work & where they were going LD to. Stratford Outlet would then ring Stratford signalbox & pass on the information to the signaller controlling the entrance & exit to Stratford TMD. I think it was 'C' panel signalman, but wouldn't swear by it, such a long time ago now. 'C; Panel signalman certainly controlled Channelsea Curve as ge was 'the bone of contention' for the GE Inner Controller who was responsible for regulating trains between Liverpool Street & Shenfield/Ingatestone. Generally if they could get away with it they would run freights off the NLL even during the fringes of the peak embargoes.
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