In theory that's the more or less "clean" running time. Of course that assumes a perfect run, hence why you have 2 minutes of engineering allowance in every run.I’ve definitely been on trains which have managed 28 minutes in service with one stop. I used to travel quite frequently between the north east and Liverpool and we’d very often arrive up to six minutes early into Liverpool.
I remember my grandfather telling me that the LNWR used to advertise "Manchester to Liverpool - 40 miles, 40 minutes" but I don't know how frequently this ran and the conditions were very different.Prior to the route upgrade (2008) we did it in 35 minutes, Liverpool-Man Vic, albeit empty and at midnight.
None of the main routes was as long as 40 miles.I remember my grandfather telling me that the LNWR used to advertise "Manchester to Liverpool - 40 miles, 40 minutes" but I don't know how frequently this ran and the conditions were very different.
Stilton Fen and Embleton's Bog both seem to involve reductions to 100, which is rather better than the 75 of Chat Moss (assuming that the 60 of Astley is indeed down to signalling rather than condition of the formation). Wasn't the polystyrene solution used for the new curve at Nuneaton down from the Midland line to the LNW station some 20 years ago? I seem to recall reading that that had to be done because of the state of the ground there.Plenty of other examples, Stilton Fen and Embleton's Bog (Northumberland) on the ECML both have speed restrictions.
At Plas y Nant halt on the Welsh Highland (between Waunfawr and Rhyd Ddu), a modern Stephensonian solution was considered - small polystyrene balls packed in sacks. Apparently popular in the road building sector. But tipping lots of ballast won the day.
The dip through the halt is very obvious from the adjacent road, and passing trains still create a hubble bubble experience, but nowhere near as pronounced as on re-opening in 2003.