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| APT stabling and DCS 25/07/2012 at 20:17 #34338 | |
jc92
3629 posts 
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while producing my 1980/81 tt i am putting the APT ('s) into the sim. however the maximum length D.C.S. will accept is 240m which is equivelant to about 10/11 mark 3s. im sure the APT is longer than this although i could be wrong. the APT is definetely booked to stable in the DCS. an unrelated question- can location park st tunnels be used as reversing point (to stop between 91 and LOS103) this is for light loco movements. or would i have to run them to camden through (a bit unrealistic). EDIT: i have tested it and found it to work fine. also, when putting trains out of DCS via the necks into euston, the maximum they accept is 170, although when i calculate the length for an "average" train (BG/3Mk2s/RMB/5Mk2s for example) it is still around 200 or so metres so overhangs. advice? Joe "We don't stop camborne wednesdays" Last edited: 25/07/2012 at 22:01 by jc92 Log in to reply |
| APT stabling and DCS 25/07/2012 at 22:00 #34344 | |
sloppyjag
480 posts
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APT-P in service ran with 14 vehicles. No idea how they compared in length to MkIII/MkIV.
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| APT stabling and DCS 25/07/2012 at 22:18 #34345 | |
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pbinnersley
431 posts |
Joe, Three APT-P (Prototypes) were build and designated Class 370. They were 14 coaches long but were build as six "half sets" with a driving cab at one end and a power car at the other. The two power cars were coupled back to back with no passenger or staff access through them so the full set operated as two trains. Rastall.com gives the length as 293.88m. The APT-P preserved at Crewe Heritage Centre consists of 6 coaches and is ~127m long (measured on Google Earth). The Passenger information leaflet shows a 9 car formation (~190m) with only 6 of the coaches in public use. Hope this helps. Peter. Log in to reply The following user said thank you: jc92 |
| APT stabling and DCS 26/07/2012 at 11:45 #34355 | |
58050
2650 posts
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Joe the length listed in pbinnersley's post is correct for the APT-P. I've just gone through my London Midland Region Sectional Appendixes for 1985/86 & 1988/89 & there aren't any restrictions appertaining to the APT-P. IIRC the APT-P whilst in service was stabled at Crewe, Polmadie, Willesden CS, but I don't recall it being stabled at Euston DCS. Camden CS would have been a better option due to length limits, but bear in mind the train was still running under test conditions. In any event you could always timetable the train to run ECS to & from Crewe as it wouldn't take it too long to get there as it was authorized to run at a higher speed than anything else on the WCML at that time. I will speak to some drivers I know who worked it during the early 1980s & get back to you.
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| APT stabling and DCS 26/07/2012 at 12:30 #34359 | |
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clive
2737 posts |
Although the APT was intended to be run as two half-trains coupled together, when I rode it in 1984(?) it consisted of a half train and a stub train - power car, driving car, and one intermediate car, all of which were locked out of use.
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| APT stabling and DCS 26/07/2012 at 12:31 #34360 | |
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clive
2737 posts |
" said:also, when putting trains out of DCS via the necks into euston, the maximum they accept is 170, although when i calculate the length for an "average" train (BG/3Mk2s/RMB/5Mk2s for example) it is still around 200 or so metres so overhangs.If I recall correctly, I didn't have a definitive source for the length of the necks. I tried to deduce it from cryptic markings on diagrams and measuring using Google Earth. If anyone can provide better data I'd like to know. Log in to reply |
| APT stabling and DCS 26/07/2012 at 13:01 #34361 | |
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jc92
3629 posts
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pascal and clive. to confirm, there are two types of APT working. the WTT working 1S35 ( i cant remember the ?HC of the return working) which is formed from willesden E sidings (i assume a full set working a fare paying service) and 1Z22 which is in the special traffic notice for C.A.P.T and running testing. this is stabled in euston D.C.S. depending on the day of the week and could be less than a full set.
"We don't stop camborne wednesdays" Log in to reply |
| APT stabling and DCS 26/07/2012 at 19:16 #34368 | |
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58050
2650 posts
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I'll have a look through my LMR Sectional Appendix for 1985 to see if any lengths are shown for the necks at Euston DCS.
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| APT stabling and DCS 26/07/2012 at 20:56 #34370 | |
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guidomcc
246 posts |
I have played TTs where the shunt necks are used up to sigs 69 & 71, this must lengthen them somewhat
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| APT stabling and DCS 12/08/2012 at 23:36 #34883 | |
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jc92
3629 posts
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" said:" said:using google earth, I make the length of neck 1 from blocks to blades of point P360A to be about 220m (using E69 as the setback signal), not sure what the distance is between P360a and signal E69 though.also, when putting trains out of DCS via the necks into euston, the maximum they accept is 170, although when i calculate the length for an "average" train (BG/3Mk2s/RMB/5Mk2s for example) it is still around 200 or so metres so overhangs.If I recall correctly, I didn't have a definitive source for the length of the necks. I tried to deduce it from cryptic markings on diagrams and measuring using Google Earth. If anyone can provide better data I'd like to know. "We don't stop camborne wednesdays" Log in to reply |