LATEST TIMETABLE NEWS
27/04/20 - Thanks to our prolific writer, Alan Duckworth, we now have a modern timetable for Glasgow Queen St. Set on a July Weekday in 2019.
This timetable is sourced from the Network Rail Working Timetable dated
20th May - 13 December 2019. The main difference to the standard timetable is the use of the new
electric services introduced for these lines and the resultant improved speeds
attained by the new rolling stock. Almost exclusively the services are in the hands of multiple units apart
from an odd freight train. As it stands in 2019, the sidings and goods yard at the station are no
longer in situ.The platforms at Queen Street have had some lengthening and some
signalling improved. There is an intensive service between Glasgow and Edinburgh using
multiple routes plus services to places such as Alloa, Stirling, Dunblane, Perth,
Dundee, Aberdeen and Inverness. There is also an intensive service to Anniesland and longer services to
both Oban and Mallaig.
17/04/20 - It's been a while since we released a timetable for Sydney West. In fact it was 2003. So here we are with a July Saturday in 1979.
This timetable is sourced from the Working Timetable for the Metropolitan Part 2 for paasenger services on Saturdays and Sundays starting on 25/06/1979. Freight services that are included in this timetable are an indication of movements of freight at this time. The main dfference to the standard timetable is that the Olympic Park complex had not been built and consequently there are no associated lines into that area. In fact there used to be a line into some abottoirs at that location, now long since demolished. The other difference is that in 1979 there were many more named trains running to differing locations.
Obviously the rolling stock in 1979 was vastly different to that used in 2000. Sydney now has rolling stock comprised of double decker trains. These were being introduced a few years before the start of this timetable but there were still many services using the single deck Tulloch stock (affectionaly known as Red Rattlers from the way the windows and doors rattled). Another alarming aspect of the Tulloch stock was also the doors being open throughout the journey. (You had to keep a beady eye on the kids). At this date also the line from Riverstone to Richmond had not been electrified and services on from Riverstone were handled by DMUs.
For people used to the British way of reporting codes, the codes used here can be a bit of a shock, but someting you will get used to by the time you have completed the timetable.
19/03/20 - We are pleased to announce the first additional timetable for the Stoke-on-Trent simulation. Set on a very busy Weekday in 1967.
Modernization arrived in Stoke-on-Trent in the early 1960's and Stoke Power Signal Box became operative in 1966. It replaced 14 Signal Boxes and Shunting Frames and reduced some of the boxes to to a ground frame. Two of those boxes, Stoke North and Stoke Junction were double manned 128 plus lever frame boxes. It would be called by some, "Stoke Shower".
In the original planning stages a choice had to be made between using Westinghouse or a company in Europe called M&L to accomplish the project as cheaply as possible. The old saying, "You get what you pay for" certainly became true in this case. From it's inception, Stoke Power was fraught with problems and failures.
Stoke at this time was extremely busy with local "trip" traffic, through and stopping freight, as well as a main and branch line passenger services. There were approximately 5 or 6 coal mines, a Steel works at Etruria as well as the Gas works at Cliffvale. Added to that was the Pottery industry with it's need for clay plus Iron ore traffic and a brewery at Stone Jcn, (Joules). A quarry at Cauldon on the Biddulph Line turned out volumes of stone. Coupled with this, Stoke and Cockshutte Yards were extremely busy. In preparation for modernization, a lot of points and running lines were removed, much to the opposition of Signallmen, Loco men and Yard Staff. For example, prior to modernization , there was a Down Center through the station which the management of the day decided had to be removed so that the stanchions for the overhead wires could be placed for electrification. It was argued that either the Down Center should be removed or the roof taken off the station. No-one could understand the logic as to why the wires could not be suspened from the roof, but the "powers that be" won the day and the Down Center was taken out. The removal would cause tremendous "headaches" after it was accomplished. Also prior to modernization there was a connection from the down goods line into the diesel depot, but again the wisdom of others prevailed and the connection removed, hence only allowing traffic to enter and exit via the main lines. This again caused many problems.
As stated, Stoke was so busy that even though freight traffic was timed, the emphasis for punctuality was on passenger and parcel traffic. The old Motive Power Depot that was at Stoke Junction finally closed when the last steam engine was removed in 1967. Cockshutte diesel depot became the prime source of motive power as well a carriage sidings for passenger rolling stock. The station sidings at the north end of the station were reduced to one siding with a dock.
The simulation shows a Parcel Depot or as it was known, the Concentration Depot. All parcel traffic was handled in the station and it was planned to have a connection into the parcel depot to take the load away from the station, but this never became operative, even though it was shown on the diagram. The turntable at the Glebe Street end was released by a switch in the panel. This was later removed by 1967 but it is shown here as it was originally.
Stoke is only a shadow today of what it once was. The Hanley branch which is shown as a single line, used to be a double line and was known as the Potteries Loop line is now long gone. Also near where the diesel depot was, there was a double lined branch to Market Drayton. The diesel depot, carriage sidings, yards, goods lines are all gone. The Biddulph line is now closed and many of the local stations disused. Finally Stoke Power was revamped and is now a computerized Signalling Center controlling a lot more area of what it once did. The old panel is gone and it is hard to see where it was. Change rolls on.
06/03/20 - Just when we said it was a quiet period we have another timetable for your delight. Set on a Weekday in 1962/63 for the Glasgow Central Simulation. Plenty of Loco and Empty Stock Movements for you to sort out. Full details can be found <here>. and it may be purchased <here>
24/02/20 - It's been a fairly quiet period so far this year so we are pleased to announce the first one of 2020. Set in a June Weekday 2016 for the Carlisle Simulation.
This timetable is sourced from the Network Rail worrking timetable dated 01 May 2016 - Decembere 2016. A pretty modern timetable incorporating the latest motive power and stock. Owing to a runaway freight train causing a bridge collapse past Caldew Junction on the Up and Down Goods lines in 1984, this route is no longer available. The freight avoiding lines around Carlisle are now mostly out of use and most freights travel via the station. Most freights are in the hand of class 66 diesels with appearances by class 86/6, 90/1 and 92 electric locos. In the case of passenger trains, most anglo-scottish trains are in the hands of Pendolinos or Super Voyagers with appearances by 86/2 loco hauled stock on sleeper trains. DMUs cover services to Newcastle, Leeds, the Cumbrian Coast line and the Kilmarnock line to Glasgow Central. Class 37 push-pull trains also operate on the Cumbrian Coast line.