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|Peterborough 1977 Mon-Sat timetable Version 1.01 uploaded 13/11/2017 at 09:57 #102860|
Version 1.01 of the 1977 Peterborough 6-day timetable has been uploaded. Could admin please delete version 1.00 as this replaces it.
The following changes have been made since Version 1.00
1) Three minor errors concerning platform numbers at Biggleswade have been corrected. Thank you to those who pointed those out to me.
2) A series of poorly constructed rules were found which very effectively prevented the coal trains to Little Barford P.S. from running (except on Mondays). This has been corrected.
3) Train 5L30 runs as 5D30 on Mondays only. I missed the column note in the WTT for this one.
4) 5D30, 5L30 and 5A00 ECS trains to and from York and Doncaster Works, timed for 45mph, now have the option of running at 70mph which will be randomly selected.
4) More Decisions and Choices added concerning wither trains run Class 6, 7 or 8. Some trains are marked "declassified" which means that the trains will run at a lower speed than they are timed for and thus will lose time on their schedules.
5) The accompanying notes have been amended - see below
I'm indebted to Peter Bennet for his work in creating the original Fridays Only timetable and to Postal for pointing me in the direction of a wonderful on-line resource where the booked formations of all the loco-hauled passenger trains in this timetable could be found. This timetable represents a considerable expansion of Peter's work - it now includes all trains that run on Mondays to Saturdays including those which ran during the sugar-beet harvest season, when a considerable number of trains ran from East Anglia to various destinations in the West Country and the Midlands. Certain holiday trains run in the Saturday timetable.
It has been extensively tested over many weeks in a variety of different scenarios to shake out as many errors as possible. However, there are so many variables in the timetable it is impossible to find every one and if you do find one, or indeed need any questions answering please respond in this thread.
The Choices & Decisions system will determine the following:
1) The day of the week
2) Traction for certain ECML and Birmingham - Norwich trains (DMU or loco hauled)
3) The entrance point out of Peterborough Up Yard i.e. Shunt Line (SL) or Yard Departure Line (YD)
4) In some cases whether a train runs Class 6, 7 or 8.
THINGS TO BE AWARE OF....
1) This is 1977 when the railway was very, very different place from what it is today. I know, I was there! Freight and Passenger trains all had guards who, in those far-off days had considerable operating responsibility. Propelling movements of long trains over considerable distances was commonplace, controlled by a guard's handsignals from the brake vehicle of ECS/ENPCCS trains and a brakevan on non-fully fitted freight trains.
2) Freight trains ran very early as well as very late. In those days signallers had a simple rule - if it was ready to go and had a margin to the next refuge point then off it went and there was no hanging around for WTT time or asking other signalboxes if they could accept a train early. So if you wish to use this timetable in the spirit of those days you should adopt this policy.
3) Only if it is absolutely necessary should trains marked "MAIL" or "POSTAL" be re-platformed. Remember large amounts of mail would be on the right platform ready to be loaded and the Duty Post Office Manager would only agree to a replatforming in the most extreme of circumstances and then only if station overtime would be granted whilst PO staff moved the mail from one platform to another.
4) ECML trains in the 1977 WTT had a considerable engineering and pathing allowance due to extensive upgrade work that was taking place at various locations. If they run undisrupted, this will cause trains to run early, often significantly so and cause just as many problems as trains running late. If the early running really concerns you may I suggest the following:
Using the F11 Incident Control Panel place whole train 30mph speed restrictions for passenger & freight trains in the following track circuits - T7011A & T7012 DFL Stilton Fen, T9222 & T9121 on the UFL at Little Bytham. This will successfully take out a lot of this "recovery time".
5) 1977 was the first year in which loco-hauled trains replaced DMUs between Birmingham and Norwich. However DMU substitutions occurred on a daily basis as a result of failures and stock shortages. The UID suffix on the F2 list will tell you which trains are loco-hauled and which are DMU e.g. ZEH731DMU or ZQS557LH.
6) If using ARS, 5B49SO 0905 EDMU Hitchin - Biggleswade via Sandy (reverse) on arrival at Biggleswade, due to a sim limitation, the Train Description does not update from 5B49 to 2H94. This will have to be done manually otherwise ARS will not pick up the train.
7) All trip workings (trains with T in the train description), engineering trains to and from possessions, on-track machines and local movements (around the Peterborough area) are not timed, save for an entry time. You will have to find paths for these yourself to get resources to where they required promptly. If you are using ARS then you will need to make all of these non-ARS at the entry point or you find trains many miles away will be waiting for them.
8) Sandy Down Sidings : 9T16 TThO Trip working will need the Hand Points reverse for entry, normal for propelling out onto the DSL : 9T17 MWFO Trip Working does not use the handpoints and they should remain normal for entrance and exit.
9) 6E34 1957 Castle Bromwich - Ketton Wards Cement will sneak up on you if you are not vigilant and will stand at Ketton No. 3 signal (not shown on the sim) waiting for you to operate the GF. Keep your eye on the trains entering the system and also the F2 Trains List. While it is standing there it blocks the Up Stamford. After it has been admitted and detaches its train (in reality, for the works shunt engine to collect later) the train engine 0M44 will ask your permission to enter - when you have given this you will need to operate the GF to allow it to run towards Peterborough.
10) Several On-Track Machine Movements occur on Saturday evening and early Monday morning, They all have the reporting number 7Z06 and for the purposes of the sim can be considered as guaranteed to operate track circuits which however, would not have been typical at this time. Should you know the rules and regulations concerning the movement of OTM not guaranteed to operate track circuits there is nothing to stop you recoding them to 7Z09, the generic reporting number of such trains and moving them in accordance with those rules.
11) In disrupted conditions you may occasionally get a stand off between the Loco Sidings Down Side entry point and and the Shunt Line from the Yard. To resolve this you will need to shunt the loco from the yard to the shunt spur to clear, then manually reverse it. The movement from the Shunt Spur to the Shunt Line will require you to be quick and reverse the train manually again before it disappears back into the yard! You may also route the engine from the Yard to the Loco Sidings via P2 but this will involve a manual reversal
12) Should you refuse to accept a train from Nene Sidings - they will not take one off you until you do accept it which can often cause a stand-off. In any event, due to a sim limitation, you cannot get acceptance for a train into Nene CS unless a track circuit in Platform 4 or Platform 5 is occupied.
13) Peterborough CS (as opposed to Nene CS), Peterborough Parcels Terminal and Peterborough Yard all share a common entrance/exit called Peterborough Yard on the simulation. When trains arrived they were sorted internally by a manual signal box (Eastfield Jcn at the north end and Spital Jcn at the south end) into the correct group of sidings within the yard. All trains are booked to arrive in the Up Yard via the Yard Arrival Line although you can if you wish route them via the Shunt Line to avoid a conflict - it makes no difference in the sim.
14) Peterborough CS acted as a holding point for ECS trains between Platforms 2 & 3 and Nene CS. Peterborough CS also stabled the stock for the Midland and GE Postal trains. In many cases box local instructions expressly stated that for certain movements the route moust be set throughout and not just as far as an intermediate GPS. This particularly applies to propelling movements out of the Up Yard to the station and vice versa. So it is always good practice to set the last part of the route first and so on.
15) Speed of trains : In the 1977 WTTs from which this timetable was extracted, all Class 6 trains were timed at 45mph. That does not mean to say they ran at 45mph, as at this time the air-braked network was expanding and many AB Class 6 trains ran at 60mph. The train description/category will state when a Class 6 train was running at 45mph. For those who may not have been around during this time in history, Class 7 trains ran at a maximum speed of 45mph, Class 8 at 35mph and Class 9 at 25mph (or 15mph if a Class 08 engine was used). Flyash trains to and from the Flyash circle all ran at a maximum speed of 55mph, as shown in the BR Supplementary Operating Instructions for 1977 - see here if you are interested.
Additionally certain trains in the WTT classified as Class 8, often ran as Class 6 or 7 according to the type of wagons being conveyed on the day. For example the Croft Quarry - Whitemoor - Leyton Depot services were shown and timed as Class 8 in the WTT but regularly ran as Class 6 or 7. The timetable will select the class of the train on the day. Some trains are marked "declassified" which means they are running at a lower speed than they are timed for and thus will lose time on their schedule
As per the WTT, all sleeper trains in this timetable run at 80mph although the stock was passed for a higher speed. In reality, sleeper trains ran at this speed unless delayed more than 15min which case they ran at 90mph. Similarly postal trains (i.e. those conveying Post Office staff in a sorting vehicle (POS or NSV)) also ran at 80mph. This was for the comfort of the Post Office staff as it was known that the ride on the Mk 1 sorting vehicles got a bit lively at over 80mph!
16) Speedlink : The BRB introduced a pilot scheme of air-braked freight wagon-load services a few years before 1977 and it was in this year it was finally adopted and given the name "Speedlink". There are a small number of trains designated either "Speedlink Trunk Service" or "Speedlink Feeder Service" in this timetable.
17) Possessions : The possession trains and on-track machines that run in the Saturday timetable are typical of the time. In the weekend engineering circulars, they were only given the barest of timetables too with just a departure time and sometimes an arrival time so that is the case in this timetable too. Timetabled trains are diverted via the slow lines but not retimed (as was the custom of the day) so they will run late but their engineering time allowance should take care of that before leaving the sim. The sim ends at 0230 (2630) Sunday and when the last timetabled train has run you can shut down the sim leaving the possession trains berthed where they stand.
On the Saturday timetable lines some lines are blocked for engineering possessions at 2130 or 2200. Some possession trains and on-track machines run.
The possession trains are provided but you need to take the possessions yourself at 2200. Remember, signals are not operated in possessions thus ARS must be switched off, and the PICOP (you!) must authorise all movements. You must also move all points manually. You can use the Incident Control Panel (F11) to get trains to pass the next signals at danger and pause trains to position them appropriately. See the wiki for more details about possessions.
Possession U&DFL St. Neots - Sandy from 2200. Possession Limits are P312 to K768 UFL and K765 to P315 DFL. Possession train 6K50 waits at P312 until the possession is taken and proceeds to site of work at Sandy station. The train requires to run UFL to Sandy South and then set back through the crossover and stand on the DFL whilst re-ballasting work takes place on the UFL. A couple of on-track machines are moved to Sandy Up and Down sidings earlier in the evening ready to start work after the stone-drop has been completed.
Possession U&DFL Werrington Jcn - Little Bytham from 2200. Possession Limits are P503 to P579 DFL and P582 to P502 DFL. Work is tamping and picking up rails at Tallington. A tamper leaves Peterborough Engineers Sidings and stands at P503 until the possession is taken, then runs to site at Tallington, crosses to the UFL via the main/main crossover and sets back to work between Tallington North and South. The tamper is timetabled to Tallington and after that you will need to move it manually by abandoning the timetable and positioning it using the F11 screen and the "pause train" facility. After this has been accomplished, possession train 6K51 is admitted to the possession at P503 and runs to site working between Tallington South and North on the DFL unloading new rail and picking up scrap rails from the DFL cess. You will need to abandon timetable at Tallington and positon this manually too
Possession Up&Down Stamford Slow from 2130. Possession Limits P471 to fouling point 1267B points on the Down Stamford and Fouling point 1267A points to P470 on the up Stamford. No trains working in the possession - New England North Junction available to cross trains.
Last edited: 13/11/2017 at 17:57 by VInce
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|Peterborough 1977 Mon-Sat timetable Version 1.01 uploaded 13/11/2017 at 10:20 #102864|
Thank you for that - that is strange. It was OK a couple days ago but it now seems to have been moved to here:-
Again thanks and will users please replace the link in the general tab of the timetable with the one above
Last edited: 13/11/2017 at 10:32 by VInce
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|Peterborough 1977 Mon-Sat timetable Version 1.01 uploaded 14/11/2017 at 00:25 #102879|
Just to say that there will be one further update to this timetable before I call it a day and move onto something else.
Most of what I have in mind is probably cosmetic but it will include getting the 1L00, 1D08 and 1D09 trains correct in so far as their stock allocations.
I was checking something else in the ECML stock workings book for 1977 today when I noticed that - as I supposed some months ago - that 1D08 and 1D09 are indeed formed off a detachment from 1L00. Quite why I missed that initially I don't know.
Just to repeat if anyone finds any issues with Version 1.01 please let me know and I will correct them for the final update...
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The following user said thank you: norman B