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4651
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All across the Great Western territory / Across the West / Re: Great Western Railway: on-board catering, buffets, Travelling Chef, Pullman - ongoing discussion
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on: September 30, 2012, 12:15:44
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I recently travelled in the dining portion of a charter train, and the service whilst acceptable, fell far short of that offered by FGW▸ on their few remaining pullmans.
On the Golden Hind, orders for drinks are invariably taken within a few minutes of boarding and served promptly.
Offers of futhur refreshment are made with each course, or before if glasses are seen to be empty.
On the charter train, it was far from easy to attract the attention of the staff in the event that more drink was desired, and when the order was eventually placed it took ages to arrive. I fancied another by then !
It is not my intention to name the charter operator, since I do not want to cause ill feeling, nor tedious debate as to which charter firm is better or worse than the others.
It does however show FGW in a very favourable light. (we cant really compare them to restaurants run by other TOCs▸ , as there arnt any)
To certain extent of course you get you pay for, and the first class charter fare, including 2 meals was less than half the price per mile of first class travel on FGW, on which of course meals would be extra.
On the other hand though, drink was not included, and the profit on the extra sales would probably have paid for an extra waiter.
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4652
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Journey by Journey / London to the West / Re: Ticket checks at Taunton
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on: September 26, 2012, 08:56:46
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I have had my ticket checked at Taunton when travelling to London, on the last few journies, usually on the 13-34.
This seems to be a new policy, and as others post is probably in preperation for ticket gates.
I have never known any ticket check when alighting at Taunton from the 18-03 from London.
Installing ticket gates on the platform used by fast down trains looks complex since AFAIR there are 3 entrances, to the bus stop, to the car park and taxi rank, and to the ticket office via the subway.
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4655
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All across the Great Western territory / Looking forward - after Coronavirus to 2045 / Re: Intercity Express Programme (IEP) - ongoing discussion
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on: September 20, 2012, 11:39:28
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A good idea to fit one diesel 'Powerpack' to the electric units. As long as it'll generate enough oomph to haul a set when there are the inevitable OHLE failures....
Agree, I have misgivings about the whole project, but the fitting of a single diesel engine to a nominaly electric train seems an excellent idea. Not only will the OHLE fail, but the limited diesel power would presumably allow short term/low speed operation on non-electrified diversion routes. Some miles restricted to say 30MPH is probably less overall delay than attaching a diesel locomotive, or transfering passengers to buses. I presume that movements at low speed within depots would also be under diesel power, thereby saving the costs and hazards of electrification in depots. Regular use of the diesel for movement within depots would ensure that the machinery is kept in good working order and does not fall into disuse. |
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4656
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All across the Great Western territory / Across the West / Re: Great Western Railway: on-board catering, buffets, Travelling Chef, Pullman - ongoing discussion
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on: September 18, 2012, 08:56:51
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Yes, they are not recently modified, but have been like that for years or maybe since new ?
Not meant to be on Pullmans, and yes they are known as "wendy houses" by the crew !
Properly known AFAIK▸ as a TRUB▸ (trailer, restaurant, unclassified, buffet)
Rather than as a TRUK▸ (trailer, restaurant, unclassified, kitchen)
The crew are to be commended for doing what they could with the inadeqaute facilities, rather than cancelling the service.
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4657
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All across the Great Western territory / Buses and other ways to travel / Re: Various 'open-top bus conversion' incidents, usually involving railway bridges
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on: September 17, 2012, 10:24:13
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I never use the upper deck of a double deck bus, if not on a bus route that regularly uses double deckers.
Regular doubler deck service, no problem ! if it went safely under the bridges yesterday, then it should still fit today.
Double decker bus on a rail replacement service, or a "one of" excursion, or scheduled route diverted for some reason, then downstairs only for me.
For similar reasons I avoid the end vehicles of trains under emergency or abnormal conditions.
Rail is normally a very safe mode of transport and normally I sit wherever convienient without regard to the minute risks.
If however single line working is in use, or engineering work taking place, or the weather is truly extreme, then I avoid the end vehicles.
A study of past railway accidents seems to suggest that accident is more likely when conditions are already abnormal as regards weather or other circumstances.
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4658
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All across the Great Western territory / Looking forward - after Coronavirus to 2045 / Re: Intercity Express Programme (IEP) - ongoing discussion
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on: September 16, 2012, 18:50:15
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The MTU▸ engines are indeed limited by the power input of the alternator / rectifier / traction motors they are attached to. The 16V4000R41 is in essence a 1800 rpm engine derated to produce the same BMEP at 1500 rpm to give the required power output. Furthermore below 40 mph the traction system is power limited even further in order to keep traction motor currents at a reasonable value, the more current you put through the motors the more heat is created in the motors themselves. You aren't putting anything like 1775 rail HP down until you hit 40 mph, the actual rail hp diminshes with speed below that speed value. It does on all diesel electric locomotives but it is more noticeable with HST▸ due to the higher mechanical axle gearing needed to achieve 125mph running without running the motors at ridiculous rpm figures.
43167-170 were trial fitted with Mirrlees MB190 engines set to 2400 flywheel bhp at 1500 rpm, a major rectifier fire caused the power output to be reduced back to the usual 2250 at 1500 rpm.
There are two other reasons why you may not run the MTU at 1800 rpm, one being the mechanical properites of the alternators themselves and the other being the three phase AC ETS▸ / Auxilary systems which will not accept current at 60 hz / 1800 rpm due to the mechanical /electrical properties of the various motors and devices fed from the supply on both the power cars and the trailers.
The engine speed would indeed have to be limited to about 1,500 RPM in order to produce 50 cycles AC for auxillary purposes. I wonder however if the engine speed could be slightly increased up to 1,560 RPM , that would produce AC at 52 cycles which should be acceptable for 50 cycle equipment, remembering that some grid systems and many generators vary that much. That would provide about 4% more HP, not that much, but it could make the difference between keeping time and not, with an extra coach. |
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4660
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All across the Great Western territory / Your rights and redress / Re: New Sprinter trains??
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on: September 11, 2012, 09:29:40
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In London we now have a number of hybrid drive buses which is an encouraging sign.
Buses are of course lighter in weight than DMUs▸ , and the technology is probably not directly transferable from buses to DMUs.
This does however show the potential of the idea.
There has been talk of adding a pantograph and transformer car to voyagers so as to permit of electric operation.
How about fitting 2 battery/motor coaches to a voyager.
That would give 2 much needed extra coaches of passenger space, with no loss of performance as the batteries would be used for acceleration and ascending inclines.
The batteries being charged when coasting, stopped, or proceeding at reduced power.
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4662
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All across the Great Western territory / Looking forward - after Coronavirus to 2045 / Re: Intercity Express Programme (IEP) - ongoing discussion
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on: September 09, 2012, 16:11:00
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I always thought that 2+9 was the max for an HST▸ set though I guess if the MTU▸ engines are more powerful than the previous Valentas that might not apply anymore?
Not certain what the ultimate limit is. It would depend on the route. An HST on one engine will still eventually reach 125 on level track, so presumably a lot more than 9 can be handled with both engines working. Whilst the new MTU engines have a greater potential output than the Valentas that they replaced, AFAIK▸ this does not help since the limiting factor is not the engine HP but the capacity of the main generator and traction motors that were retained. |
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4663
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All across the Great Western territory / Looking forward - after Coronavirus to 2045 / Re: Intercity Express Programme (IEP) - ongoing discussion
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on: September 09, 2012, 13:50:26
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A 2+8 HST▸ with both power cars running, but with one at reduced power output, seems to climb away from Totnes OK, so I would expect that a 2+9 would be fine with both engines at full power.
I remember one Christmas that a non standard* 2+9 set was on the 18-03, due to stop at Totnes, which it presumably did without incident.
As it appears that some HSTs are to remain in service for many years yet, I believe that serious consideration should be given to lengthening to 2+10.
Two power cars will easily move 10 coaches on level track at 125MPH, but acceleration and ascending inclines would be impaired.
This could be overcome by the fitting of a battery bank and traction motors in one coach, another 500HP would help considerably.
This tried on a prototype some years ago, and the idea sounds worth re-visiting.
*it had TWO coach "A"s, one at each end. So counting from the London end it was A,H,G,F,E,D,C,B,A. This was most perplexing for once a year travellers who thought that the coach A at the london end was the total for steerage, and not that five other vehicles were available.
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4664
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All across the Great Western territory / Looking forward - after Coronavirus to 2045 / Re: Intercity Express Programme (IEP) - ongoing discussion
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on: September 08, 2012, 19:07:45
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I think that one toilet per coach would just suffice provided that it was reliable and had ample flushing water and waste retention capacity.
It should be possible to reuse the only slightly dirty water from the hand wash basin for toilet flushing thereby reducing the total amount needed.
Another alternative would be 2 toilets, next to each other, and useing the same double size water tank.This being in alternate coaches only, so it is still one per coach average.
This should be cheaper, and also has the merit that if one toilet breaks, the whole of the water supply is available for the functioning one which should not run out despite the extra use.
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