Many thanks for your excellent camera work...especially the telephoto shots. I also enjoyed seeing one of the two webcams I subscribe to. Your telephoto shots of Parson’s tunnel was particularly interesting because I could see just how sharp the curve is. I normally watch the train headlights as they emerge from this tunnel using the main Dawlish webcam. Incidentally, I was most amused with the charter train equipped with four class 73 locos...my favourite modern loco. They were renowned for their speed and reliability on the old 0215/0235 hours newspaper trains from Waterloo to Weymouth (in the days when newspapers did go by trains!) when I worked at Woking and Eastleigh ECRs. Keep up the good work...I’ve subscribed to you. Regards, Rob.
Fantastic video. Can't help but think what a waste to have 2 `dead' 73s at the back adding to the load but I guess thats the only way to do it without the necessary wiring through the train for e.g. a class 205 `Thumper' power car (or un-motorised Class 205 Driving trailer) at the end of the train instead controlling the 73s at the other end of the train. If allowed and possible that would be quite an unusual sight 13:07
@@railfreightdrivergallagherGBRf I think you've misunderstood what I'm getting at. Class 73/1 weigh approx. 78 tonne each so the configuration shown in the video means having to tow 2 dead Class 73 locos ...... 156 tonnes. Were it possible to wire up the carriages suitably then 2 of the Class 73s could be dispensed with and a Class 205 power car or driving trailer be used at one end with considerable weight saving. N.B. Class 205 power car weighs approx. 56 tonne and Class 205 driving trailer weighs approx. 32 tonne.
@@Martindyna Not at all, being a driver at at GBRf! Like I said it is for operational reasons and within the loading capabilities of the locos. The whole idea was to have two leading locos each way, without the need to run round etc. What you suggested isn't viable or possible. HTH.
@@railfreightdrivergallagherGBRf What are the `operational reasons' (apart from not needing to run around)? I've already said that the necessary communication signal wiring is absent, hence the 4 loco approach instead of a 2 loco approach. With 11 carriages, all I guess braked, I would imagine that the available brake force is not the reason for the 4 loco approach. Pushing a large number of carriages on easy bends .... is that the problem although done elsewhere on the network ?
Many thanks for your excellent camera work...especially the telephoto shots. I also enjoyed seeing one of the two webcams I subscribe to. Your telephoto shots of Parson’s tunnel was particularly interesting because I could see just how sharp the curve is. I normally watch the train headlights as they emerge from this tunnel using the main Dawlish webcam. Incidentally, I was most amused with the charter train equipped with four class 73 locos...my favourite modern loco. They were renowned for their speed and reliability on the old 0215/0235 hours newspaper trains from Waterloo to Weymouth (in the days when newspapers did go by trains!) when I worked at Woking and Eastleigh ECRs. Keep up the good work...I’ve subscribed to you. Regards, Rob.
Thanks ever so much for your comments, have subscribed back :)
That age old thing where someone sees a man with a camera and says "Is there a steam train coming" ! 🙄
Awesomely Filmed Mate :)
Thanks :)
Awesome!
Fantastic video. Can't help but think what a waste to have 2 `dead' 73s at the back adding to the load but I guess thats the only way to do it without the necessary wiring through the train for e.g. a class 205 `Thumper' power car (or un-motorised Class 205 Driving trailer) at the end of the train instead controlling the 73s at the other end of the train. If allowed and possible that would be quite an unusual sight 13:07
Isn't a waste at all. It's to save run round etc and for operational reasons. That's why we do it.
@@railfreightdrivergallagherGBRf I think you've misunderstood what I'm getting at.
Class 73/1 weigh approx. 78 tonne each so the configuration shown in the video means having to tow 2 dead Class 73 locos ...... 156 tonnes.
Were it possible to wire up the carriages suitably then 2 of the Class 73s could be dispensed with and a Class 205 power car or driving trailer be used at one end with considerable weight saving.
N.B. Class 205 power car weighs approx. 56 tonne and Class 205 driving trailer weighs approx. 32 tonne.
@@Martindyna Not at all, being a driver at at GBRf! Like I said it is for operational reasons and within the loading capabilities of the locos. The whole idea was to have two leading locos each way, without the need to run round etc. What you suggested isn't viable or possible. HTH.
@@railfreightdrivergallagherGBRf What are the `operational reasons' (apart from not needing to run around)? I've already said that the necessary communication signal wiring is absent, hence the 4 loco approach instead of a 2 loco approach.
With 11 carriages, all I guess braked, I would imagine that the available brake force is not the reason for the 4 loco approach.
Pushing a large number of carriages on easy bends .... is that the problem although done elsewhere on the network ?
I love dawlish
Same
dawlish is lovely looking
nice !
Thank you :)