Different headcode systems intercompatability.

[Gloster]

Also the May 1973 timetable was when the day Paignton to Newcastle service was extended to Edinburgh. It was the year before the (faster) services on the WCML via Birmingham were to be introduced, I did wonder if it was some competitive spirit by the NE-SW team of the era. At a time when there was effectively no daytime WCML service at all in Scotland, due to the electrification works, it did well.

The only weekday Paignton in the 1973 to 1974 WTT, to which I do not have the amendments, is 1E12 09.35 to Newcastle. It is shown as Friday Only, Not Advertised, 11 May to 8 June and 14 September to 5 October: it was a S.A.G.A (Senior Citizens) special.

On Saturdays 7 May to 29 September there were just:

1S31 07.55 Taunton-Edinburgh
1S27 07.25 Plymouth-Edinburgh
1S19 21.00 Bristol-Glasgow

 

[Magdalia]

Also the May 1973 timetable was when the day Paignton to Newcastle service was extended to Edinburgh.

The Paignton-Edinburgh ran in the May 1971 timetable and was switched to start from Plymouth in May 1972.

 

[Taunton]

Hmmm ... have me thinking now. I see that not only is it in the 1973 timetable, but so is its scheduled relief train, running 20 minutes before from Edinburgh, which had been a response to the success of the service. Am I thinking about that one?

Service from the West had long been hitherto distinctly poor; up to 1970 there were no day trains even as far as York - Leeds was the limit. In the 1960s we quite often took the day train from Plymouth to Liverpool, via Hereford, which had the front two carriages for Glasgow, shunted across at Crewe to the afternoon Caledonian and reputedly provided at the request of the Royal Navy. But the train was still regarded as to Liverpool, coded "M", and not to Glasgow, coded "S".

 

[Gloster]

Hmmm ... have me thinking now. I see that not only is it in the 1973 timetable, but so is its scheduled relief train, running 20 minutes before from Edinburgh, which had been a response to the success of the service. Am I thinking about that one?

Service from the West had long been hitherto distinctly poor; up to 1970 there were no day trains even as far as York - Leeds was the limit. In the 1960s we quite often took the day train from Plymouth to Liverpool, via Hereford, which had the front two carriages for Glasgow, shunted across at Crewe to the afternoon Caledonian and reputedly provided at the request of the Royal Navy. But the train was still regarded as to Liverpool, coded "M", and not to Glasgow, coded "S".

As far as headcodes and internal descriptions were concerned, the railway had long generally taken the attitude that the place that most of the train was going to was its official destination and portions that were detached were just that: portions. So if most of it went to Liverpool, it was a Liverpool train even if a portion went further. (Think of the fun they could have had with the Atlantic Coast Express.)

 

[Mollington St]

Just found this - in the style of the pocket timetable but yes its - 1978 Central Train Headcodes

Looks like it would have been available to be picked up at your local station etc
Folds out to 8 sides

Little bit grubby , but still a nice little item of interest , i will get it canned and up on my site at Transport Past Times

 

[eastwestdivide]

As a side note on that scan, have a look at headcode 55, which is one of only two to use the word "to" rather than a dash between end-points. That was deliberate: the dashes meant "in either direction", but "to" meant "only in that direction". Useful on the Reading/Tonbridge route where the reversal at Redhill meant you could still see the destination of a train in the platform where it was reversing.
88 was the other direction on that route.

 

[norbitonflyer]

As a side note on that scan, have a look at headcode 55, which is one of only two to use the word "to" rather than a dash between end-points. That was deliberate: the dashes meant "in either direction", but "to" meant "only in that direction". Useful on the Reading/Tonbridge route where the reversal at Redhill meant you could still see the destination of a train in the platform where it was reversing.
88 was the other direction on that route.

Note also the careful use of multiples of 11 for routes that cannot be operated by electric trains - as older EMUs such as 4SUBs used stencils rather than roller blinds, and only carried one stencil for each digit

 

[Cricketer8for9]

As a side note on that scan, have a look at headcode 55, which is one of only two to use the word "to" rather than a dash between end-points. That was deliberate: the dashes meant "in either direction", but "to" meant "only in that direction". Useful on the Reading/Tonbridge route where the reversal at Redhill meant you could still see the destination of a train in the platform where it was reversing.
88 was the other direction on that route.

I have a feeling some of the ECS codes were to and opposed to to and from. South Western Division ECS to Waterloo carried the head code of the outgoing service which they formed, so morning ECS services will have carried a separate ”to” headcode.

 

[D6130]

I have a feeling some of the ECS codes were to and opposed to to and from. South Western Division ECS to Waterloo carried the head code of the outgoing service which they formed, so morning ECS services will have carried a separate ”to” headcode.

....and - if I recall correctly - post peak hour empty stock workings from Waterloo to Clapham Yard or Wimbledon Park Depot. carried headcodes 01 or 02? If I don't recall correctly, I'm sure that someone will be able to correct me.

 

[Cricketer8for9]

I haven’t got access to my old Southern Electric Group head code book, but pretty sure they were 0 something.

 

[norbitonflyer]

....and - if I recall correctly - post peak hour empty stock workings from Waterloo to Clapham Yard or Wimbledon Park Depot. carried headcodes 01 or 02? If I don't recall correctly, I'm sure that someone will be able to correct me.

Southern Region Headcodes

 

[D6130]

Southern Region Headcodes

Thanks for the reminder. I was partially right.