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Pathfinder's Summer Cornishman with Tornado 23/06/19

Discussion in 'What's Going On' started by Where's Mazeppa?, Jun 18, 2019.

  1. free2grice

    free2grice Member

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    The chime whistle was certainly loud when Tornado arrived at Bristol Temple Meads last night !!

    The long deafening blast of the whistle reverberated under the station canopy. Marvellous stuff. :) <BJ>
     
  2. free2grice

    free2grice Member

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    A number of Tornado's DBC crews yesterday are based at Westbury. Their general day to day work consists of driving stone trains to and from the mendip quarries. At the end of the year the contract transfers to Freightliner. Hopefully the DBC drivers will have the opportunity to work for the new company. As Freightliner do not supply steam crews are we about to lose a group of highly competent steam men? <BJ>
     
    Last edited: Jun 24, 2019
  3. Michelliss

    Michelliss New Member

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    Return at Dainton Bank
     
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  4. 1020 Shireman

    1020 Shireman Well-Known Member Friend

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    Summer Cornishman 23/6/19

    Well, bit of a conundrum this 'ere reporting thing as I was expecting to be able to produce a comparison of Tornado's run with that of Clan Line's same train of last year. That was dashed by the disappointing sight of Tornado hauling only 9 carriages out of the carriage sidings at BTM to West Jc before setting the train back into P6. Another cloudy dull day but no rain. Made some enquiries and found out the reason was as suspected, a lack of bookings, something seen across many trains this year. We were tail end charlies on the outward and at least the timings on the brochure confirmed the outward water stop was going to be at Exeter. Talking to Richard and the A1 guys I also gleaned the information that the whole train was being towed back from Par to Laira for turning; so we'd probably be tail end charlies all day, losing the milepost side for the return.

    So back to a one-off train report with a few references to last year perhaps.

    At least as we left the station, the ontrain announcement confirmed passengers would be able to photograph Tornado in Exeter while it took water. On to the running of the train. Vince Henderson was our driver; Dave Proctor our fireman; Geoff Ewans our TI; so an excellent crew. Dave also had a trainee fireman with him, the hope being he would pass him out on the journey. Not a particularly rapid departure for the big Class 8 with such a light load but not a slow one either. Tornado accelerated the train up the first mile of 1in400 to pass through Bedminster at 35; and to 42 by mp120, 3/4 mile further on. From mp121, passed at 51, there's a bit of a bank to Flax Bourton Summit, just after mp123. Not steep, 3/4 mile at 1in428, start 51; end 54; then 3/4 mile of 1in234, left at 57; 1/2 mile of 1in180 left at 58; then 1/4 of 1in343 to the summit, topped at 59. Expected 60+ but rarely get it.

    3 miles of down grade to Nailsea and Backwell where speed rose to 73 before Vince eased back and let Tornado drift into Yatton. Quite a few passengers joined there and as we were also picking up in Weston-super-Mare nothing much happened up front on the level track to Worle Jc. Our maximum speed was 59. We left WSM a bit rapidly and joined the main at Uphill at 54 ish. The next 13 miles+ to Bridgwater in pan flat, a superb bit of engineering really. Speed didn't rise as rapidly as I expected. We passed Brent Knoll, 4 miles in at 67; held the speed cruising down to Highbridge, a further 3 miles on; crossed Huntspill at mp147 at 68 and didn't reach 70 until mp149 3/4. Bridgwater was passed at 71 and then 60163 was just allowed to drift up the 3/4 mile of 1in256, ended at 69.

    Then down 3/4 mile 1in340 only saw speed rise to 72. We heard the big engine a bit more on the 3 miles of level track as speed did rise to 74 by mp155 3/4. Then it got noisier 9 back up a mile 3/4 of 1in327/501/330 but we lost 4 mph before picking up to 75 down the mile of 1in572 to Cogload Jc. We held 75 for a mile or so before gentle braking for our pickup/pathing stop at Taunton. WSM-TAU in 29m 4.44s. Must admit to expecting much closer to even time, but we were right time. Vince said the coal was a bit dusty but OK; so we looked forward to a rapid climb of Whiteball; 50+ into the tunnel should have been easily achievable.

    Hardly an electrifying start, 33.9 at mp163 3/4, the end of the level track. Up the mile of 1in322 over Silk Mill with a nice bit of noise and up to 46.7. 3/4 mile lev/724 up to 52.5. Over the next mile of 1in369 things got noisier and speed rose to 56.5 as we crossed Victory LC. Up the next mile and a half of 1in203/338 to leave it at 60. Same over Bradford and Tone LC and 60163 gave nothing to the next mile and a quarter of 1in174. Looking better but over the 3/4 mile of level/288/133 through Wellington there wasn't the usual 3-4 mph pickup, our max being 62.5. Onto Whiteball proper, 61.2 onto the mile of 1in90. Plenty of noise but surprisingly we lost over 6 mph, down to 54.8. over the next 3/4 mile of 1in86 speed fell to take 48.2 onto the final 3/4 mile of 1in80. The big engine rallied and we entered the tunnel at 46.8; then passed the summit at mp174 on the easing 1in203 at almost 50. Bit below par as it were.

    Our dash down the 1in115 ended at 65 as we passed mp175 1/2. Dan, our journalist friend had been checking RTT and we were all surprised to see the Tiverton Loop water stop had been reinstated and sure enough we drifted through Parkway at 30 and then entered the loop. Onboard when we asked why we were told there were issues with hoses across platforms at the moment so we couldn't water at Taunton Station and we found out later Exeter going west wasn't possible as the yard is being relaid so there was no access for a water tanker. Rather confusing as the timings seemed to have reverted to the first set that we were assured had been replaced.

    Once released from the loop, we ran down the bank to Exeter. Not rapidly. We didn't hit 75 until mp184 1/4 and after that 60163 seemed to be just let run with speed falling to 69 by Stoke Canon LC. We ran into P6 at Exeter and saw why we weren't able to water there - there was no longer a path for a tanker to access the end of the platform due to the construction work related to the new depot being constructed. Once we had right of way we missed the normal 40+ through St Thomas, 39 and only got to 70 on the down grade. Odd that, but over the mile and a half of level track we did get to 74.3 by Exminster, 198 3/4 ish; and to 75 at mp199. Virtually level running for the next 6 miles but our speed fell to 60 by Starcross. Not sure why as there were no other trains around.

    Then we accelerated to pass the Warren at 68 before easing back to 60 just before Dawlish. Once we'd cleared the sea wall we accelerated away from Teignmouth, 60, to reach 67 by mp211 and 72 at mp212. Vince braked soon after for the curve at Newton Abbot. We passed through the station at 50.5 and expected some serious acceleration over the 1/2 mile of level track to Aller, mp215 1/4, and over the short 247d onto the foot of Dainton Bank. Didn't really happen and the max we managed was 60 at mp215 3/4.

    60163 hasn't really done a good climb of Dainton westbound with 10 so would 9 make much of a difference? The answer was yes. Onto the first steepening section, the 1/4+ mile 1in98 at 60.1 with what felt like a short slip - difficult to tell from the back of the train, then off the 1/2 mile+ of 1in57 at 53.5. The curves get tighter as the gradient increases to 1in46/56 for half a mile, left at 45. Reverse curves and ever steepening gradients, sound drifting back when 60163 was visible on the right hand curve, looking good but coming off the 1in41/49/36 quarter past mp217 1/2 at 37.9. Then the tunnel approach and tight curve at 1in36 easing to 1in44 with less of a fall in speed to 35.4 before the short 1in84 took us into the tunnel at 35. Tornado's quickest climb I believe, 4m 33.5s from Newton Abbot Station, and fastest speed into the tunnel. Last year, 35028 with 10 entered the tunnel at 34.2 in 4m 15s from Newton Abbot Station.

    Rattery Bank is the one least liked by the crews of big wheeled locomotives. It is 4 miles long with curves as tight as Dainton. The approach through Totnes is restricted to 60 and the 1in66 starts at mp223 just after the first bridge after Totnes Station. We ran middle road through the station 56.4 and hit the 1in66 at 55.8. 3/4 of a mile later we took 52 onto the 1/4 of 1in71, then 50.8 onto 1/2 mile+ of 1in47. Speed was not falling off a cliff and we left onto the slightly easing 1in50/56at 43.9. we heard the big engine back in coach 9 as we passed mp225 at 38 after the 1/4 of 1in46/57. Typically the bank then steepens as Tigley Spire comes into view and over the 1/2 mile+ of 1in52 speed was holding until one short slip took it back to 35.1.

    Vince recovered 60163 well and we passed the gradient change post from 1in52 to 74 close to mp 225 3/4 at a very decent 36.2. Then onto the 3/4 mile of 1in90 to the relief of the crew and speed rose to 42.3 and then on the 1/4 mile+ of 1in95 to 43.8. there's a scorpion like sting in the tail with a short section of 1in65 that took us back to 42.5 as we passed the 'climbing' summit at mp227. A very good climb. After rattling over Rattery Viaduct on the 1/4 mile of level track speed rose to 47.7. We came out of the 1/2 mile long 1in131 into Marley Tunnel at 48 and crossed the level 'summit' at 47.5. There's 3 more miles of gentler climbing to Wrangaton Summit. Up the mixed 1in380/909/166/775/388 60163 picked up to 54.3 at Brent. The next the next mile+ at an average of 1in260ish saw a slight fall to 52.8, despite a nice bit of noise from up front. Over the final 1/2 mile of 1in129/199/117 we entered Wrangaton Tunnel at 51 and crossed the summit after a short 1in470 at 53. A good performance for a big wheeler with 9 as we'd only taken 43m 21s to get to mp232, a mere 14 miles from Plymouth. Guarded thought that so the holy grail of a sub 60 minute run was in sight....but it had been on a number of occasions, all thwarted by the signallers.

    We passed Hemerdon GF at 51.7 with an elapsed time of 50m 49s with only 7 miles to go. Braking hard but doing 73 max off the 1in42d and 71 over off the 1in41d took us to just over 60 across the river bridge, and past mo242, 4 miles to go, time elapsed 53m 28s. We passed Tavistock Yard at 61 and rattled over Laira Jc at 59.7, now only 2 miles and a bit to go. Been there, done that, and red signals appeared. This time it looked all over as the brakes came on hard as the big green loco tackled the 1/2 mile of 1in77 and took 54.8 onto the 3/4 mile of 1in83 to Mutley Tunnel.

    Big sighs as the brakes came on hard and speed fell to 18.6 as we rumbled into the tunnel. Fingers and everything else crossed and, for once, no red signal! We passed mp243 3/4 under the road bridge in sight of the station at 19.1 and came to a stand in Plymouth North Road in 59m 33.91s on my stopwatch. At last a sub 60 minute run! As far as we know it was the first ever steam hauled sub 60 minute run from Exeter to Plymouth, as back the day there were permanent speed restrictions on the route. Typically for we western aficionados it was achieved by an Eastern not Great Western design; and a big wheeled Pacific at that!!! Ho-hum, such is life. At least 6024 still held the eastbound record at a lower 58m 6s. Personally I hoped this wouldn't be broken on the return!!

    We were let out early and climbed noisily up to Devonport, passed at 33.5. down to the royal Albert Bridge through Dockyard, 37.8; Keyham 44.5, and St Budeaux Ferry Road 35.4. We climbed up to the bridge at 14 and passed mp214 which is on the bridge at 12.6. We rolled around the tight curve through Saltash,18, before Vince opened 60163 up to tackle the run through Cornwall to Par. It's a very undulating route with some nice climbs. Over Forder Viaduct on the 1in200 at 52; into Wivelscombe Tunnel at 51 and half a mile later at mp255 we started the climb through St Germans to a summit at mp257 1/4. Up almost a mile of 1in144, left at 45.7; 46 after a short bit of 1in97 at mp256; then through St German's station on the 1/2 mile of 1in215 and 44.3 onto the 1/2 mile of 1in78, left at 37.4 onto the 3/4 mile of 1in68. Speed slowly fell to 35.4 at the 1in68/106 summit. Not bad at all as it was raining by now. Last year the smaller wheeled 35028 passed the summit at 37.3.

    As across the top in Devon, the line speed is 60 and on the undulating grades we ran in the mid 50s. After Coldrennick Viaduct, mp261 1/2, we hit the climb through Menheniot to the summit in the tunnel just after mp263 1/4. Nice climb this starting with a bit of 1in80 through the station, 56.1; up 1/2 mile of 1in95, left at 52.5; then 3/4 mile+ of 1in74 and a charge into the tunnel at 44.2 before the brakes came on for the run down to our set down at Liskeard. 35028's summit speed was 40.7 last year.

    A mile out of Liskeard there's a 1 1/2 mile climb to Doublebois Summit. It starts with a 1/2 mile of 1in60 at Moorswater. We hit the bottom of this section at 39.5 and took 30 onto the 1/2 mile of 1in74, left at 27.8. The rest of the climb are quarters at 1in58; 857 and 68 and speed fell to a min of 20.4. down grade to Lostwithiel, 43.6 where a climb to Treverrin Tunnel starts. Not a long climb. End of 1/4 mile+ 1in118, 43.2; bit of 1in57/72 to mp278, 40.7; 1/4 mile+ 1in72/level 37.6; 1/4 mile 1in 147, 39.2; then 1/4 mile mixed 1in64/85/62d, 35.1 and 33 into the tunnel. Then we trundled down through to Bodmin Parkway for our set down. On down to Lostwithiel, 43.6 and a short not insignificant climb to Treverrin Tunnel. Up the 1/4 mile+ 1in118/short bit of 1in57, 43.2; up 1/4 mile+ of 1in72, 37.6, then a 1/4 mile+ of mixed 1in64/85 and into the tunnel at 33.2. On our run into Par we were held for 2 mins to wait for a service train to come out of the station as we were going into Platform 2, the up road, to allow the Class 66 from St Blazey Depot to hook onto the front and take the train to Plymouth Friary to be serviced and turned before being brought back for the return.

    The train left at 1315 before our bus left for Charlestown. Unfortunately a couple of passengers had to use the barrow crossing down past the signal box to access the roadside as soon as there was a gap between trains. It was a long walk for them in the rain and rather an unfair situation caused by the seeming blanket ban on carriages in Freight Depots and Yards now in force.

    We'd booked a table in the Rashleigh Arms for 1345 and got there in plenty of time. Three of our party went for the Carvery, one for a Steak and Ale pie, and yours truly for a Smoked Haddock and Mozzarella Cheese Fish Cake starter followed by smoked mackerel fillets as the main. Love fresh fish dishes in Cornwall. The Proper Job IPA was excellent. Pigged out on desserts too!!

    Back at the station I looked up the 'turning' manoeuvre. The support crew only had a wholly inadequate 45 minutes to service 60163 at Friary. Not good, but at least the rain had stopped. Steve Mathews was our driver for the return with Tommy Rees TI. Didn't see the fireman.

    The whole consist had turned so no mileposts. Did try the first mile or so in the centre vestibule but it's a bit higher than a seated position and the mileposts were in the undergrowth as much as high up. I synced the GPS' odometer to mps 281 1/2 and 280 1/2 and used it for the return journey. Not an easy run out of Par up to Treverrin Tunnel, 2 miles+ of climbing. Starts with a 1/4 mile+ of level track, left at 24.9, straight on to almost 3/1 mile of 1in84, left at 29.4 noisily. Funny how we could hear the quiet locomotive 9 back!! Up an easier almost 3/4 mile of 1in109, left at 31.7 onto the much steeper close to a mile of 1in62 into and through Treverrin Tunnel, minimum 26.3 in; 30.5 out. Down grade to Lostwithiel, 42.9 and 44 onto foot of the almost 11 mile climb to Sperritt Tunnel, broken for us by the 1/2 the Bodmin Parkway pickup.

    Up the almost 1/2 mile of 160, left at 44.3. picked up to 49 over the 1/4 mile 278d and attacked the almost 1 1/2 miles of 1in389 at 49.2; came off it into Brownqueen Tunnel at 46.5. The gradient steepened to 1in71 for 1/4 mile+ to mp275, left at 51.9. Then the brakes came on for our pick up at Bodmin Parkway. Milepost 274 is on the platform so again I synced the GPS. Mixed 3/4 mile of level/1in65/85/148 leaving the station. It was dry and we didn't slip as Steve got us underway. We passed mp273 1/4 at 36.5 on the 1in80 and picked up to 44.6 down the 1/4 mile 1in81. Lots of gradient changes and viaducts on the next couple of miles between mps 272 3/4 and 270 3/4. The speeds are those we left the gradients at. First 1/4 of 1in94, 44.7; 1/2 mile of 1in69, 38.5; 1/4 1in58 to mp272, 38.1; 1/2 mile of 1in68 across Clinnick Viaduct, 36.7; 1/4mile of 1in426, 38.1; 1/4 past mp271 on Derrycombe Viaduct, 34.5; 3/4 mile of 1in70 across Draw Wood and West Largin Viaducts, 29.3; refuge on the single track, 1/4 of 159d, 33.3; over East Largin Viaduct, 1in159, 32.9. then there's a mile and a half slog of 1in90 over St Pinnock Viaduct, 32.3; Westwood Viaduct back on the double track, 31.6, and a minimum of 31.3. Decent enough. Then down the 1in53d into Sperritt Tunnel at 50.5, and down grade to Liskeard for our pick up.

    There's a half mile of 1in90 3/4 mile out, started at 35.2, left at 33.4, followed by 1/4 mile of 1in258, 37.2, before it's all down grade. We drifted through St Germans at 51 and hit a max of 63.3 at mp255. There's a mile of 1in200 up into and through Wivelscombe Tunnel, left at 61.3, then it's down to Saltash, 14. We climbed up the 1in81 onto the Royal Albert Bridge, mp251 passed at 17 and ran down to Keyham, 37.9. lost 3 mph to the 1/23 mile of 1in68 to Dockyard and a further 32 to the short 1in76 to Devonport approach, then picked up to 36.4 on the level through the station. All downhill to North Road. To help the timers, mp246.00 as been painted on the platform face, an excellent sync point for the GPS' odometer.

    After an 11 minute stop and no doubt a bit of fire tending, we set off for the beast that is Hemerdon Bank. The line speed is 60 so no fireworks even down the 1in83 to Lipson Jc, 57. We crossed Laira Jc at 60 and passed mp242 3/4 at the end of Tavistock Yard at 60.4. Over the Plympton River Bridge at regulation 60 and around the left hand curve onto the foot of the bank, actually the steepest part. We took 58 onto the 1/2 mile of 1in41 to mp241 1/2, and got worried a bit as we only left it at 48.7. The next 1/2 mile of 1in47 saw a fall to 33.3. Serious stuff. Onto the steeper mile+ of 1in42 with some trepidation, justified by a drop of 6/7 mph each quarter. 60163 didn't sound to be in trouble, just climbing very steadily and by mp240 we were down to 11.5, the minimum speed as the gradient eased to 1in75/89 and speed increased to 14.8. The gradient eased to 1in630 and the next quarter was passed at 21.2 with the summit passed at 28.9. Hemerdon and Tornado don't go well together!! We were wondering what Dainton would do to us...

    We gained speed up the gentle gradients to Ivybridge Viaduct, 51, where it steepened to 1in150 for 1/2 mile+, left at 48 through the station. The mile of 1in218 saw no fall off of speed but the mile of mixed 1in295/169/100/122 saw a drop to 42.3 with plenty of noise from up front. The 1/4 mile of level running saw a rise to 44 and the 1/2 mile of 1in307 and short bit of 1in120 saw speed rise to 47.4. All downhill then. We passed Tigley at 57and ran through Totnes at 59.1.

    On the level near mp222 we felt a slip but then it got noisier. It's all about the reverse curves and the pull back on the trains all the way to Dainton Tunnel. It is the most difficult direction due to the final 1/2 mile on really severe reverse curves over the steepest gradients of the climb. We roared through Totnes at 59 but lost a bit of speed on the level and hit the lower slopes at mp221 at 52.5. Over the next mile of mixed gradients, short sections being as steep as 1in86/78 and 1in76, we hit the serious part of the climb at 53.4. It was very noisy 9 back as 60163 attacked the 1/4 mile of varying gradients, 1in86/206/76, to blast past mp219 at 49.5. Then it's onto the final mile+ over tight reverse curves to the tunnel. Over the 1/4 mile of 1in55 speed fell to 45.8; then over the next quarter of 1in65/38 to 40, not bad at all. Onto the last 1/2 mile the severe reverse curves and gradients of 1in38, then 1in43/37 it went pear shaped as Tornado uncharacteristically suffered a series of slips, 5 or 6 we felt at the back of the train. Subsequently we passed mp218 1/4 at 34; then mp218 at 26.4 and climbed into the tunnel at just over 26. Shame about the slips as the climb was looking good.

    Out of the tunnel at 31 and down to Aller, 49. We accelerated through Newton Abbot at 52 and ran at just over 60 before easing to 56 through Teignmouth, always seem to do that. Speed held at 55 through the 5 tunnels and then picked up to 57.5 through Dawlish; 65.3 through the Warren; and 67 through Starcross now on the long level section. 75 through Exminster, almost 4 miles away was a possibility, and indeed just achieved. 60163 was being worked well and we approached Exeter River Jc at 65 before the brakes kicked in. We drifted through St Thomas at 27 and arrived for our set down only at Exeter in platform 5. There was an IET parked up in P6 so no opportunity to water from the Red Cow end. That's safe as the hoses go nowhere near the platform.

    Just like last year this was going to ruin the charge to Whiteball but it would be interesting to see how Steve tackled the climb. It was close to 15 miles to the old Junction Station, now long referred to as Tiverton Loop, so we'd have 12-13 miles to play with. This is the sort of bank well suited to big wheeled Pacifics. Steve charged away and we were up to 43.9 by Cowley Bridge Jc on the 1in620. So Steve was going to give it a charge. The 1in620 went on for another mile and a half to mp191, passed at 54.7. On the next 3/4 mile 1in217 speed rose to 59.1 at Stoke Canon LC.

    We left the section at 1in217 at 59, then the grade eased over 3/4 mile of 1in625d/274d/500d but we only got to 62. It got noisier at the back as Steve worked the big green engine harder and we left the 3/4 mile of 1in343 at 64.2, still below par for the load. Speed held over the next 1/2 mile of 1in 435 and the 1 1/4 miles of 1in243/219 and then there's 3/4 of a mile of 1in313d/534d/level to Hele and Bradnich LC, crossed at much better 69. We left the next mile of 1in523 at still at 69; 1/2 mile of 1in824 at 69; and passed mp183 after 1/2 mile of 1in333 at 71, a speed we held over the 1/2 mile of 1in279d/level the 1/2 mile of 1in316 to mp182. It felt like Steve just let 60163 run up the 1/2 mile of 1in284 through the old Cullompton Station, passed at 67 before the brakes kicked in for our visit to the loop to water 60163 and let one service train pass.

    There's still almost 5 miles of climbing to the summit and we wondered how Steve and his fireman would tackle it. Not long after the the IET had passed we left the loop and after the dip climbed the mile of 1in216 to pass mp177 3/4 at 38.4. Steve's fireman must have been working hard up the half mile of 1in405 as we dashed through Tiverton Parkway at 43.4. Speed rose to 47 up the next 3/4 mile at 1in242; and to 47 at the end of the 1/4 mile of 1in162 that took us onto the steepest section of the climb, the 2 1/4 miles at 1in115. Got a bit winded then it appeared as our speed fell slowly to 46 at mp176, and to 44.2 as we passed mp175 at Burlescombe. The gradient eased to 1in212 to mp174 1/4 under the trestle bridge, passed at 44.6, and speed had increased to 47.7 as we passed the summit at a clearly visible mp174. Down the short 1in203 we just broke 50, 50.6, as we dived down into Whiteball Tunnel. Nothing dramatic down the bank. We crossed Bradford-on-Tone LC at 72.2, and Victory LC at 69.3 before drifting into Taunton for a set down early so no chance to go up front for a chat with Steve.

    We had no idea what to expect for the run to Weston but got an idea after a smart start down the mile+ of 1in221/311 to mp162, passed at 43.6. by Creech Jc we were up to 56.4 and on the level got to 61 by mp160. By Cogload Jc speed had risen to 66 and we accelerated up the mile and a bit of 1in572 to 67. Down the almost 2 miles of 1in330/501/327 got us to 74. Then onto the almost 3 miles of level rail in the low 70sbut picking up to 74.5 as we hit the 3/4 mile 1in340, left at 73.1. down the 1in256 to Bridgwater, 74 after a gentle brake application and then onto the 10 1/2 miles of the levels. We had a good run and we crossed Huntspill at 73; flashed through Highbridge at 73; passed Brent Knoll at 72 and was only eased down from 71 at mp140 1/2, a mile or so from Uphill Jc. Into the loop and our set down at Weston-super-Mare. Bit of a dash around the loop this time, through Weston Milton at 45 before slowing to cross Worle Jc at 34. As we were setting down at Yatton we didn't expect much in the way of speed but we crossed Puxton and Worle LC at 54 and almost 2 miles further out, Huish LC at 64.1, our max before drifting in to Yatton for our set down.

    We wondered what the state of Tornado's fire was and if we'd get an attack on Flax Bourton. Crews often do, and Steve did. A mile out on the level we were up to 38 and accelerating. A mile further on we attacked the 1/2 mile of 1in545 at 53 and left it at 57. Up the 1/2 mile of 1in471 speed rose to 59 and we could hear the sound level rise from the back of the train. 3 miles next of 1in334. Half way through it we roared through Nailsea and Backwell Station at 65 and came off the section at 67.5.the gradient eased slightly to 3/4 of a mile of 1in387 and our speed peaked at 69 before dropping a bit up the 1in146 to 68 into the tunnel. After the tunnel there's 3/4 mile of 1in200, left at 68, with the summit after 1/4 mile of 234 being passed at 67.5. Rather an entertaining end to a long day out. We maxed at 71 at mp121 1/2 before drifting through Parson Street at 34 and Bedminster at 26 and arriving almost RT into Platform 5 at BTM.

    Trouble with travelling behind Tornado is it has set such high standards that a decent day out is almost disappointing. It's rare to see 60163 over the South Devon Banks and it's true to say it has never really flattened either Dainton or Hemerdon. Today with 9, the western run was its best to date and luck went our way with the straight run into Plymouth allowing the holy grail of 60 minutes from Exeter to be achieved at last.

    Really the King's 58m 6s eastbound run should have been threatened too but Hemerdon and Dainton put pay to that and we didn't even achieve the 66 mins booked time.

    Still a good day out and many thanks to Pathfinder for running and stewarding the Summer Cornishman; to the A1LST for letting us have the use of 60163; to their Support Crew who must have had a difficult day with so little time to service the locomotive in Plymouth; to DB for playing their part with the pathing of the train, though they must have wondered what was going to happen next at times; and to Network Rail for allowing us to run in decent paths on the big railway despite the increased summer services in Devon and Cornwall.

    Going to be intriguing to see how the Royal Duchys run as with their anticipated later arrival at Par there won't be enough time to tow the train to Plymouth, service it and get back for a 1730 departure.
     
  5. KristianGWR

    KristianGWR Member

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    A little late, as I was waiting on a new graphics card for the PC, but here's my footage of Sunday's run. Filmed at Parson Street, Tigley, Treboul and Hemerdon. I hope you enjoy it! :)
     
    Last edited: Jun 26, 2019
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  6. Romsey

    Romsey Member

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    Thanks for the detailed report.
    What issues over hoses across platforms? If imposed nationally that could cause difficulties for many tours.

    Cheers, Neil
     
  7. Sean Emmett

    Sean Emmett Member

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    Well here's my log of the outward run, including Exeter St Davids - Plymouth in 59m 35s.
    I was generally quite impressed by the starts, although there was obviously some difficulty leaving Weston.
    Whiteball a bit of a disappointment and Dainton solid rather than spectacular. But rather more effort up Tigley/Rattery, with the 4 miles averaging 1:64 covered at 42.3 mph average, worth 1,943 edhp. The effect of the 'mizzle' after St Germans is rather apparent from the log, and was to hamper the return between Bodmin Parkway and Doublebois. Return log to follow.
    Sean
     

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  8. free2grice

    free2grice Member

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    Steve mentioned that the boiler was full departing from Weston-S-Mare and Yatton and so the loco was driven with care. <BJ>
     
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  9. 1020 Shireman

    1020 Shireman Well-Known Member Friend

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    Apparently someone fell over a hose and is thought to be suing the GWR. There are always stands and notices and Support Crew and Stewards shouting warnings but people still manage to do this. What ever happened to everyone being responsible for their own actions under Health and Safety Laws? Hoses are inanimate and don't actually jump up at you!!!
     
  10. free2grice

    free2grice Member

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    Sorry for going off topic but when we visited Amsterdam I asked the tour guide about the problem of people falling into the canal due to the lack of fencing.
    He smiled and replied that the locals in the city realise that if they venture towards the edge of the canal they are likely to get very wet.

    It's called common sense. <BJ>
     
  11. Sean Emmett

    Sean Emmett Member

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    Now my log of the return. Good starts from Par and Bodmin Parkway, but slithered if not slipped a few times on the still wet rails and was not pressed up to Largin/Doublebois. Last year Clan Line held 40+ all the way up, with an extra coach.

    Then the enigma of Hemerdon. Usual tactic is to drop a tad below the 60 limit before Tavistock Jn, then open up round the curve to pass MP 243 bang on the 60 limit with the train accelerating hard and get into the mid 60s before the gradients bite around Plympton (MP 242). Instead we passed Plympton at only 58 with speed rapidly falling below 12 mph around MP 240, unrelated to slipping, before rallying a bit to pass under Sparkwell bridge (MP 239 1/2) at 19 mph, timed from the last coach.

    On arrival at Temple Meads a crew member was also perplexed at the loss of speed as he said they had Tornado opened up and cut off showing 55%?

    More confident over Dainton, power output reaching 1,859 edhp on the steepest 3/4 mile or so.

    But then nothing like last year's blast with Clan Line through Tiverton Parkway and on up to Whiteball.

    Cautious starts from Weston and especially Yatton due to high water level in the boiler as has already been said, but then a surprising turn of speed up to Flax Bourton, worth 1,600 edhp.

    All in all a very enjoyable day out. I really hope 'they' sort the issue with the sidings and access to turntable at Par for this year's Duchys and next year's Cornishman, assuming there will be one?
     

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  12. 1020 Shireman

    1020 Shireman Well-Known Member Friend

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    Not that cautious a start from Weston Sean. We don't often romp past Milton at 45 and then have to slow for the junction. Strange return in many ways.
     
  13. free2grice

    free2grice Member

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    No mention of the Cornishman headboard. I thought it was very smart. Well done to Pathfinders. <BJ>
     
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  14. Will RL

    Will RL Member

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    The fact it was on an Eastern loco will be the next argument...
     
  15. 1020 Shireman

    1020 Shireman Well-Known Member Friend

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    Never an argument. We're glad the Cornishman and Royal Duchys run at all. Whatever locomotives are available are fine by most of us.
     
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  16. Spamcan81

    Spamcan81 Resident of Nat Pres

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    I’m considering booking a Duchy or two but if the whole train gets turned then there’s a 50% chance of being at the back all day. Ok, there’s an equal chance of being at the front all day but it’s a long drive from Bedfordshire to find out I’m stuck at the back.
     
  17. 1020 Shireman

    1020 Shireman Well-Known Member Friend

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    Really don't think with their later start time the whole train turning can happen. More likely to be steam to Plymouth and diesel Plymouth-Par and return as happened with the Duchess on it's second run a few years ago.
     
  18. Spamcan81

    Spamcan81 Resident of Nat Pres

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    That's something I suppose. Devon Banks in each direction gives a chance of being at the front in one direction.
     

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