GEML traction and stock move questions

[heart-of-wessex]

Hello all,

Just wondering if anyone knows any of these questions:

1. On a stock move (say a DRS 47 + 2 NXEA MK3s or say DRS 47 + 2 or 3 DVT's), would the diagram speed limit be whatever the max speed of the loco in question is?

2. Is there such move as a Ilford - Crown Point to take the NXEA's from the Wheel Lathe contracted by DRS? I saw some photo of it but haven't seen anymore, just stock moves to other destinations...is this actually correct?

3. Is there much movements like freight or odd workings that have or do happen north of Ipswich in terms of locos (bar passenger work)? The years I am looking for is in 2009/2010.

4. I have read that NXEA Class 90's go to Crewe for overhauls and come back on freight as a 'test train'. Do any 90s work an intermodal to Ipswich then L/E to Crown Point? Or do they run L/E or get dragged via the GEML from Wembley?


That is all for now, I shall post another question if I need to.

The questions are mainly to do with some MSTS acts I am planning, just need the info first. Plus they are stuff that can increase my knowledge on the line!


I hope someone can help and I would appreciate the help


Regards,

James.

 

[90019]

1. On a stock move (say a DRS 47 + 2 NXEA MK3s or say DRS 47 + 2 or 3 DVT's), would the diagram speed limit be whatever the max speed of the loco in question is?

It'll be the lowest limit of any of the vehicles in the consist, unless there's some other restriction that means it's lower.

 

[O L Leigh]

2. Is there such move as a Ilford - Crown Point to take the NXEA's from the Wheel Lathe contracted by DRS? I saw some photo of it but haven't seen anymore, just stock moves to other destinations...is this actually correct?

I can't be certain about this as stock from NXEA Mainline sets do turn up at Ilford from time to time, but when I've seen such moves they appear to have come off the NLL at Channelsea so presumably they originate elsewhere. Stock using the Ilford lathe appears to comprise mostly c2c Cl357's, FL wagons and, just occasionally, some of Ilford's own EMU's. In similar manner to the contract for looking after the Cl90's takes them away from the GEML, perhaps the mainline set's too are looked after away from the region (Wolverton...?).

But then, as I said, I'm just guessing.

3. Is there much movements like freight or odd workings that have or do happen north of Ipswich in terms of locos (bar passenger work)? The years I am looking for is in 2009/2010.

There always used to be a proportion of Freightliner traffic for the Midlands that would head north from Ipswich to take the Bury St Edmunds line at Haughley Junction. I presume that still happens.

O L Leigh

 

[Tottenham Flyer]

In similar manner to the contract for looking after the Cl90's takes them away from the GEML, perhaps the mainline set's too are looked after away from the region (Wolverton...?).
O L Leigh

I'm pretty sure Crown Point undertakes nearly all the maintenance for the Mk3's (with the exception when they go to Ilford to use the wheel lathe). Any unit/coaching stock that has accident damage goes to Wolverton for repair (at the beginning of the year 170202 and 156416 were there, and now 156417 is there). Not 100% sure what the crack is with the DVT's, although I don't think CP do the heavy maintenance on them, just like they don't do the heavy maintenance on the 90's.

 

[87015]

2. The moves are done by NXEA but often use the DRS 47 due to no available filthy skoda. If thats not available (or crews that sign it) other DRS locos (and traincrew) have been hired in on occasions.

It should still run on an as required basis, goes up to IL Friday evenings and back Saturday/Sunday, some of the stock may stay there all week. 170s have also been using the lathe recently.

4. Not sure what they do at the moment but last year whilst the NLL was blocked to electric traction then DRS had the contract to move the skodas to/from Crewe with anything used, often in a convoy with various other DRS engines aswell. They may now be moved by EWS again light to Wembley/Crewe.

 

[heart-of-wessex]

Thanks for the help so far greatly appreciated!

Can anyone also confirm if 315s do actually work peak train to Clacton and Ipswich, I assume the Ipswich ones would be on all stoppers or something rather than stupidly fast diagrams! Are these actually booked for 315s or just booked for anything? But I assume if it's booked for a 321, would a 315 at 75mph keep to time?

 

[87015]

Thanks for the help so far greatly appreciated!

Can anyone also confirm if 315s do actually work peak train to Clacton and Ipswich, I assume the Ipswich ones would be on all stoppers or something rather than stupidly fast diagrams! Are these actually booked for 315s or just booked for anything? But I assume if it's booked for a 321, would a 315 at 75mph keep to time?

315s booked to Shenfield and a few Southend workings only. Test train to Witham is as far as they'll get unless it has really hit the fan, one reached Witham on a Braintree earlier in the year but beyond there is almost unheard of in NX times.

 

[Tottenham Flyer]

But I assume if it's booked for a 321, would a 315 at 75mph keep to time?

A bit of useless info, but on the VERY rare occasion that a 315 has been used in place of a 317 on the West up to Cambridge, or even more so embarrassigly on a Stansted Express, amazingly, the 315 has kept to time.

One morning I was dispatching one of the early Hertford East trains (Cl315), and it was one that comes out of Ilford Depot, and the previous evening the GE had suffered MAJOR problems, and the London End 315 had Chelmsford on its blind. Now, I don't know whether it was someone messing around as the 315's do have a lot of unused destinations on the blind (Kings Lynn, Ely, Audley End to name a few on the West), but the 315 may well have stretched its legs up to Chelmsford. I know at the beginning of the year, a 315 did reach Ipswich in passenger service, and was very quickly swapped over on its arrival back in London.

(Sorry for going WAY off topic).

 

[O L Leigh]

A bit of useless info, but on the VERY rare occasion that a 315 has been used in place of a 317 on the West up to Cambridge, or even more so embarrassigly on a Stansted Express, amazingly, the 315 has kept to time.

Nothing amazing about that. There's so much air in the timings to prevent the StanEx catching up slower services that a Cl315 can manage easily to keep to time.

O L Leigh

 

[Z12XE]

a 315 did reach Ipswich in passenger service, and was very quickly swapped over on its arrival back in London.

315860 got to Ipswich in Feb 2009 on the 0530 ex London.

During the speed restictions which followed the Hatfield Derailment, one morning from London, FGE used a 315 out of LST on a Clacton service (would have been a depature around 7am), as we went into P1 at Colchester there was a 321 standing further up ahead to take over, 315 went back to London.

 

[BlueGrey]

Hello all,

Just wondering if anyone knows any of these questions:

1. On a stock move (say a DRS 47 + 2 NXEA MK3s or say DRS 47 + 2 or 3 DVT's), would the diagram speed limit be whatever the max speed of the loco in question is?

I may have these speeds slightly wrong but there are speed restrictions for short formed (6 coaches or less) loco hauled trains (due to the reduced brake force). From memory I believe 1,2 or 3 coaches is max speed 60 mph or 75 mph where the line speed is 90?mph or over and 4,5 or 6 coaches is 80 mph or 90 mph where line speed is over 90 mph?. I think I have got those speeds slightly wrong, hopefully somebody on here can correct me if I have.

Obviously if a coach/ loco has a lower max speed then that will apply. I am not sure about speeds to do with DVTs. I hope that helps a little anyhow.

 

[GB]

Any number of locomotives running light:
Line Speed 90mph or above =75 mph
Line Speed 85mph or below = 60 mph

One or two locomotives with one, two or three vehicles:
or
Three or more locomotives and any number of vehicles:
Line Speed 90mph or above =75 mph
Line Speed 85mph or below = 60 mph

GE/RT8000 - TW3 Iss3 2.1