Heritage Railway Speed Limits

[headshot119]

First gen DMUs had twin pipe vacuum brakes to speed up the application and release of brakes, as they were intended for stop-start journeys, where the time for braking and moving off again are more critical than on a long distance train. Twin pipe, or not, vacuum, or air, a braking system link with a CDL system would not be as simple as Ryan may think. It would require actuators fitted into the brake system and controls in the cab/guards compartment. The whole thing is a pointless discussion as no line is going to spend the many thousands of pounds to fit a CDL system to heritage coaching stock just to go a little faster. Secondary locks are more than adequate on the mainline already (should they be required for 25+ as on the Esk Valley), but these do require stewards, though they would be volunteers so free. Main line Mk1 charters charge a lot of money for their services. so can pay for stewards, heritage railways don't, so can't.

Actually the CDL system fitted to 121032 (Ex ATW Bubble) was surprisingly simplistic in terms of components. It wasn't interlocked with the brakes, and it's possible to drive with a door open on it. Though I can imagine it still cost a fair bit to install.

 

[ffm]

Exactly............plus it needs to be remembered that it is a single car, so no linking required either

 

[gwr4090]

The West Somerset Railway is a Tourist railway and has no interest in becoming a viable through route otherwise they would have extended to Taunton years ago when it would have been relatively cheap and easy.
The fact they didnt was very telling at the time plus the fact they have just spent huge amounts of money on (effectively) 2 turning triangles at BL.

All you have to do is look at the Bluebell railway (another tourist line) to see what a difference a mainline connection could make to the number of passengers that the railway carries!

The possibility of extending WSR services to Taunton has been examined several times. The costs of using WSR stock simply don't stack up and application for grants to support such a service have not so far been successful. On the other hand extension of FGW services such as Cardiff-Taunton through to Bishops Lydeard is a distinct possibility and is being discussed with several ToCs for the next franchise renewal.

Incidentally the WSR handled over 700 through services last year - nearly all ballast and engineering trains. Interestingly the WSR LRO specifically permits dmus to operate at 40mph, although this has never been implemented. But the line does now have AWS installed throughout at distant signals.

David