I have sometimes said, 'welcome aboard this hove shuttle service'. Does that count as a named train. I've also said, 'welcome aboard this Brighton Express' as well.
It was soon found that a single Western could handle the trains adequately, doubtless to the relief of the crews as a Warship at full speed, especially on the continuous curves of the Berks & Hants, was a very bouncy environment.
I think they are more powerful. Aren't the Class 47 just 2650 hp, drained for ETH, whereas the Westerns are 2700 hp and all available for traction.I'm sure a "Western' could handle the current Night Rivvy quite well (apart from ETH problems)
Am I imagining it, or did The Master Cutler service operate from Manchester Central station in 1966?He doesn't mean naming locomotives. He is referring to naming services. Such as The Flying Scotsman. The Clansman. The Hull Executive. The Master Cutler
I think you are. Trains did run from Manchester Central to London Marylebone via Sheffield, but the Master Cutler was not one of them, and it ceased to use the GC route in 1958.Am I imagining it, or did The Master Cutler service operate from Manchester Central station in 1966?
To or via Sheffield of course.
Am I imagining it, or did The Master Cutler service operate from Manchester Central station in 1966?
To or via Sheffield of course.
I think they are more powerful. Aren't the Class 47 just 2650 hp, drained for ETH, whereas the Westerns are 2700 hp and all available for traction.
That was a fun program! Very entertaining and nostalgic (but thoroughly aware of it's rose tinted glasses). A shame there aren't a few more named services, the WCML stands out for me for it's complete lack of named services. The 1630 from Euston to Glasgow, for example, is surely crying out to be a named service seeing as it calls only at Preston and Glasgow and is considerably faster than any other service.
Is the ETH run all the time? When the Class 33 were running the Waterloo-Exeter line the drivers used to switch the ETH off whenever they were accelerating from stations or climbing a steep gradient, then switch it on again once the demand for maximum power at the rail had passed. This was only in winter, for heat, when Mk 1 stock only had ETH in use. Is it practical with continuous AC?A 47 is rated at 2580hp. Once auxiliaries and ETH are taken into account you are probs shy of 2000hp actually pulling the train.
FGW produced this leaflet on their named trains.
At Didcot the 10:45 to London is announced as the Red Dragon - but I am not sure really that (m)any take any notice. It isn't any different to the other train services.
Is the ETH run all the time? When the Class 33 were running the Waterloo-Exeter line the drivers used to switch the ETH off whenever they were accelerating from stations or climbing a steep gradient, then switch it on again once the demand for maximum power at the rail had passed. This was only in winter, for heat, when Mk 1 stock only had ETH in use. Is it practical with continuous AC?
Locos can temporarily stop providing ETH when full traction power demand is made. Not sure how it works on a 47, think when the top notch on the power handle is selected ETH is turned off and comes back on when the power is notched back down - dont quote me on that one tho, im sure a 47 driver can confirm or correct me on this.....
The westerns strength lie in its starting torque and traction method.
With a maximum power of 2700hp matching a 50 for power the advantage is the mechanical conversion of the traction as opposed to the electrical traction there is less power lost in the lower gear ratios, plus with the gears whereas motors arent geared a western can produce a higher maximum starting and continuous power rating and therefore acceleration was better. Where the westerns fall down is the decline in tractive effort at the top end speeds once the third gear kicked in, which is where the advantages of the diesel electric power show themselves. Most of the power in a DE is relatively smooth and even throughout all engine outputs and speeds and leads to a smooth nd steady acceleration whereas a DM drive has peaks and troughs of power depending on the speed and the gear used and can cause power surges as a result.
How many stops did the 1932 version make compared to the 2015 version?
Yeah it was shocking that todays stopping services to Plymouth are actually several hours faster than the old non stop services and they used to have a more direct line which no longer exists. Uncoupling a carriage at speed and letting it drift into the station to avoid stopping, they really went out of their way to shave minutes and seconds didn't they
Here is a list of the named trains:>
https://en.wikipedia.org/wiki/List_of_named_passenger_trains_of_the_United_Kingdom
Here is a list of the named trains:>
https://en.wikipedia.org/wiki/List_of_named_passenger_trains_of_the_United_Kingdom
The current fastest times to Plymouth are an even 3 hours each way. The steam Cornish Riviera in 1932 was, I believe, 4 hours and 7 minutes. After the various improvements of the Westbury and Frome cutoffs, etc, in the 1930s it came down to an even 4 hours.I think he mentions in the film around An hour 1/2 quicker, but there were more stops. In 1932 apart from the Taunton slip coach the first stop was Plymouth iirc, whereas the modern day equivalent first stop was Reading.
The more direct line avoiding bristol is the westbury route, and is still open!