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Class 310 emu substitutes for WCML loco hauled stock

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Czesziafan

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I once heard a report that on an occasion in late 1973 / early 1974 the 19.10 Euston - Wolverhampton was worked by a class 310 emu due to the non-availability of the rostered loco hauled coaching stock. If my memory serves me right this was during a period of disruption due to industrial action. I seem to remember a comment that it didn't lose as much time as expected between Euston and Coventry.

Can anyone verify this working and are there any further instances where an emu deputised for hauled stock on a main line express turn on the WCML?
 
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"as expected" can be very subjective.

90mph stock can easily keep to within a few minutes of time if it's an easy timed run.

If it's tightly timed for 110mph then you may expect it to be 20% late as a direct proportion compared to speed differential, but in actual fact the late running on a say 60 minute journey would not be 60 plus 20% or 12 mins late, as the time accelerating and braking will be reduce it, to perhaps nearer 7-9 mins, plus clawing back a bit on the recovery or pathing time.
 
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Sprinter107

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"as expected" can be very subjective.

90mph stock can easily keep to within a few minutes of time if it's an easy timed run.

If it's tightly timed for 110mph then you may expect it to be 20% late as a direct proportion compared to speed differential, but in actual fact the late running on a say 60 minute journey would not be 60 plus 20% or 12 mins late, as the time accelerating and braking will be reduce it, to perhaps nearer 7-9 mins, plus clawing back a bit on the recovery or pathing time.
The 310s were 75 mph I think. The 312s were 90mph.
 

zn1

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a few were dragged along the branch a few times covering jobs
 

Andy R. A.

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Between 1974-79 I can remember them being used on Specials to/from Euston-Witton (Aston Villa Footexs), also some School Charters from the Coventry area to Euston, plus some squeezed in on a few Relief services to/from Birmingham International when the NEC opened. Most were diagrammed though, and not directly deputising for Loco hauled stock. Even so they could manage to do the 82 miles from Rugby to Euston (via Kilsby and the Old Road) non-stop in just over the hour (given a clear run).
 

jfollows

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I used to go home from school on the 16:23 Manchester Piccadilly to Coventry. In 1977 this was 1G61, E455 +, the last meaning "Must only convey vehicles stencilled 100 m.p.h. except where specially authorised". Typically Class 86 + 5x Mark1 corridor stock and had an excellent power:weight ratio. It is noted also "On Sats until 1 Oct is EMU", meaning AM10. So although there was no way that the EMU could meet the working times, this didn't seem to matter and presumably not so much time was lost that anyone worried excessively. The corresponding down working was 1H25 13:55 Birmingham New Street to Manchester Piccadilly, which was 1M72 10:25 Taunton to Manchester Piccadilly weekdays and winter Saturdays.

WTT attachment shows times from Cheadle Hulme to Stafford with calls at Macclesfield (my destination), Stoke and Stafford
 

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61653 HTAFC

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Not the WCML but in the early 1990s a Mk4 set derailed near Sandy due to an axle or wheel defect, which resulted in all IC225 sets being withdrawn for inspection. Despite sectorisation being in full swing, Great Northern 317s and West Yorkshire 321s were quickly pressed into service deputising on Intercity duties between Leeds and Kings Cross.
 

ChiefPlanner

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The last known working for 310's on the WCML was a peak only 6 car that covered for a few weeks for the damaged 321's after the Watford collision in 1996. Struggled to keep time at 75mph max , and the passengers had "forgotten" how to deal with slam doors. 2 conductors diagrammed accordingly.

That and the heroic Northampton FC Play-offs , when everything was thrown into the plan , with 3 x 9 cars borrowed for the day from Central Trains.
 

AM9

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The last known working for 310's on the WCML was a peak only 6 car that covered for a few weeks for the damaged 321's after the Watford collision in 1996. Struggled to keep time at 75mph max , and the passengers had "forgotten" how to deal with slam doors. 2 conductors diagrammed accordingly.

That and the heroic Northampton FC Play-offs , when everything was thrown into the plan , with 3 x 9 cars borrowed for the day from Central Trains.
How did a class 310 run as a six-car, they were four-car all their lives?
 

ChiefPlanner

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How did a class 310 run as a six-car, they were four-car all their lives?

How could I run a 9 car then ? (2 x 4 and a loose vehicles on the end !)

At that time , they were standard class only , 3 car sets.
 

ChiefPlanner

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  • 310/0 - four-car units. All 310s were originally 310/0s.
  • 310/1 - Four-car units (reduced to three-cars in the mid 1990s) modified for use in the Midlands.
 

jimm

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Back in the mid-1980s, there was usually a spare emu stabled on the centre road between Platforms 9 and 10 at Birmingham New Street which could be pressed into service in case of failures or late-running on the emu-worked routes out of New Street. This was usually either a 310 or one of the four West Midlands Class 312/2s.

On one occasion I turned up to catch an InterCity CrossCountry service to Manchester, which was badly delayed further south.

It was then announced that a replacement service would run in its place. This turned out to be the spare Class 310, which duly shunted into the platform and we set off not long after the booked departure time of the InterCity service.

It was a very lively run north, as the driver piled on the power leaving stations and was running flat out at 75mph wherever he could, with the result that I made my planned connection at Stockport.
 
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