Plymouth Christmas Market 1/12/18

Oh ye of little faith.

 

Very tricky departure out of Plymouth, couple of big slips upto Mutley tunnel. 5 minutes it took to reach the tunnel ! In regards to the northbound climb to Whiteball, the diesel was working a little as it stormed through Tiverton, but certainly no overkill !

 

Definitely shoved after Tiverton. Climb seemed believable upto then but Tiv Pway was passed at 68.5 and 174 at 65. As a side note Dainton Westbound was achieved in 4.40 (MP 215 to tunnel in) with tunnel in at 27. Rattery was 7 min 36 sec with a min speed of 26 (time for MP 223 to MP 227.5). Hemerdon was 6 min 50 sec and min was circa 16 (MP 242.5 to MP 238.5) Dainton Eastbound was 5 min 4 sec with tunnel in at 13.5 (MP 221.5 to Tunnel in)

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Manged to miss The A4 entering Temple Meads.

https://www.flickr.com/photos/16582147@N07/albums/72157704165886984

 

Something magical about steam at night. Great pictures.

 

I enjoyed the day out in the South West which enabled me to finally experience an A4 over the Devon Banks. I think the route showed the toll it can take on locomotives with large-diameter wheels, and things were not helped by the drizzle at the start of the return journey. Having got what I sought to achieve with this locomotive out of the way, I now look forward to the lap of honour to Edinburgh in March.

 

Ive already posted this in the Video thread but here it is on the correct thread..

 

My footage of No. 9 tackling the South Devon Banks possibly for the very last time. Filmed at Whiteball, Tigley and Hemerdon Loop in pitch darkness. She'll be sadly missed for sure. Enjoy.

 

Less than ideal conditions yesterday, especially near the top of Rattery, still plenty of drama on arduous climb out of Plymouth and the passage of Tiverton Parkway !

 

Nice to chat to you at Ashridge. Great video of the day.

 

Just in case it is No.9's last bash over the banks...or anyway after a (mostly) great day out...

The Plymouth Christmas Market, 1st December 2018 with 60009

Not great weather for No.9's possible final attack on the South Devon Banks. Wet on the drive to Bristol but it was due to blow through by the time we got to Taunton. 47832 was lurking around the station and didn't leave at 0804 as RTT showed. It was in P4 when we made an on time departure with Bill Monteith on the regulator. Recognised the face but had to be reminded of his name later. Didn't know Bill knew the road from Bristol to Taunton. No dramatic charge away from BTM, but a nice build up of speed to pass Bedminster at 33. The 'climb' to Flax Bourton starts at Parson Street, only the final 1/2 mile is above 1in180 but it's goods fun to get engines warm. Anything near 60 with a Class 8 with 9 is good and we did hear the chatter from No.9 over the last mile in the cutting back in Coach 8 of 9 as No. 9 strolled over the summit at 44.5 mph, well below what we expected from a thoroughbred A4 with only 9up.

We bowled down the 1in387/334 to pass Nailsea and Backwell at 66 and peaked at just under 70 before drifted into Yatton to pick up more passengers. On the level Bill made a gentle start, the first mile took 3mins 8 secs with a terminal speed of 38. Put this in as a reference for later. The run across the levels to Taunton is always a bit of fun and we generally get close to or beat even time. The chatter from No.9 drifted back as Bill opened the A4 up. We crossed Puxton and Worle LX, 3 1/2 miles out at 60, and reached 70 before Uphill Jn. We hit our max of 75 at mp139 1/2 and held around 75 through Highbridge; then Bridgwater, 77; and held 75 until mp156, the climb to Cogload. Even time looked possible and with good braking technique, not the usual crawl to the signal, Bill brought No.9 to a stop having taken 31m52s for the 32m 70ch run from Yatton.

Andy Taylor was on the station to take over for the assaults on the banks. Not raining but not shiny rail so Andy took the departure, 4 late due to the late XC, relatively gently. We came off the level at mp 163 3/4 at 27. It climbs gently up a mile and a half averaging 1in340 to victory LX, mp166 ish, passed at 53. Not the usual pick up over the mile and a half of 1in250 to Bradford and Tone LX, crossed at 51. Too far back to get Andy's view of the railhead but we weren't in a rush time wise. Normally we get a speed pick up on the 2 miles and a bit to Wellington but not today as speed was held around 50/51. A small pickup through Wellington, 53, but we only took 50.6 onto the serious part of the Climb to Whiteball.

Doing a bit of looking out of the vestibule window on the curves, the rails were wet and Andy wasn't going to risk slipping so we lost 10 mph to the mile of 1in90. Even 8 back, the lovely chatter of the A4 drifted back as it battled with the final mile and a half on the steepest part of the climb. Over the 3/4 of a mile of 1in86 our speed fell back to 38 and over the final 3/4 mile of 1in80 to 36.8 into the sanctuary of the tunnel, 15m 32.3s after leaving Taunton. We passed the summit at mp174 at 44.1 in 16m 51.24s. not in the usual time zone for a lightly loaded Class 8.

Over the top Andy rapidly got the train up to our max before mp176. We passed Tiverton Parkway at 74 and ran down the bank at a good 75 until mp191, the approach to Cowley Bridge, crossed at 42. We were held just outside Exeter St. Davids for a couple of minutes before rolling in to P6 for our water stop. Our average moving speed from Bristol was a decent 52 mph. Interesting we were in P6 as it was supposedly out of gauge in 2017 for the bigger steam engines. The tanker was in the roadway near the Signalling Centre as always.

We were away RT at 1034 for the run to Dawlish Warren where we were due to layover for a couple of service trains to pass. No chance of missing it out unless the XC to Plymouth was very late. So, would we get an 'Exminster Challenge' run over the generally level road to the site of the old Exminster Signal Box? Dashing through St. Thomas' at 35 was a good start, and a pick up to 57 by mp196 moreso. A mile further on with No.9 going like the thoroughbred it is, we hit 64 at mp197, then speed rose nicely for us to pass mp198 3/4 at dead on 70. Nice one Andy!! So would we stop at the Warren? Andy held No.9 at around 70 to mp201 after which our speed dropped slowly to the mid sixties before a double yellow signal for the Warren was visible. The XC and a single 153 local passed while we were in the platform for 17 minutes.

So around the sea wall in the mid 40s and out of the final tunnel of the 5, Parson's, at 49; through Teignmouth at 53 but a gentle run to Newton Abbot to make sure we had a green for the station and Aller leading on to the short but mighty Dainton Bank. Greens around the bend as we passed the racecourse and Andy really opened No.9 up to roar through the station at 55 and pass 215 1/4, the old Aller Jn post at 61. 3/4 of a mile in when reverse curves and the serious climb start with a gentle 1in98. Speed was already falling. We passed mp216 where the 1/2 mile of 1in57 starts at 57.6. we left that section at 49.9 at mp216 1/2. The gradient is ever changing and after the 1/4 mile at 1in71/46 we passed mp216 3/4 at 45.3; then after the 1/4 mile at 1in56/41 we passed mp217 1/4 at 35.4. We felt a short slip as we hit the steepest part of the climb, first, after a quarter of a mile at 1in41/49/36, we passed mp217 1/2 at 31.1. around the final tight curve with the tunnel in sight and after 1/4 mile at 1in 36/44, we passed mp217 3/4 at 26.2 and a few chains further on we entered the tunnel and the relief of the 1in86 at 25.9, 4m 53.04s after we passed mp214 on the face of the platform in Newton Abbot Station. An excellent climb in the conditions, and good of NR to have put new mileposts in where at an important 2 had succumbed to engineering work.

We were less than 8 mins behind the XC that was stopping at Totnes so as usual Andy had to judge the run down carefully not to be checked at Totnes as the end of the platform is basically the start of the nasty climb of Rattery Bank. The signal close to mp220 3/4 is key and Andy made sure they were ready to charge towards and through Totnes when the signal turned to green. He must have got it spot on as the noise level and speed rose on a bit of the 1in153/118/254 down to the level track through the station. In a mile we picked up from 28 to 55 and really accelerated through the middle road at Totnes to hit the bottom of the bank, the start of the 1in62 at mp223, at 62. The gradient eases a bit to 1/2 mile at 1in66 and we passed mp223 1/2 at 54.2. the grade eased a bit to 1in71 and we passed mp223 3/4 at 53. I was getting wet in the vestibule now as steady rain started to fall, just what you don't want. No.9 was going well up the 1/2 mile of 1in 47 and we passed mp 224 1/2 at 42.4. there's a bit of mixed gradients then.

After 1/4 mile at 1in50/56 the bank began to take its toll as speed fell to 39. The next 1/4 was 1in46/57 and we passed mp225 at 35.5. No.9 slipped unsurprisingly on the 1/4 mile of 1in52 as the rain continued and we passed the site of Tigley Box at mp225 1/2 at 28, then the change of gradient post from 1in52 to 1in74 at 26. Rattery isn't done with us yet. The gradient eased to 1 in 90 and our speed increased to 31 as it eased to 1/4 mile of 1in95 as we passed mp226 3/4. One further sting in the tail is a 1/4 mile of 1in95/65 but we weren't troubled by it and passed mp227 at 29.9. The change of gradient post to level track was passed at 32. A seriously good climb in shocking conditions. Could have done with wipers on my specs! Hats off to Andy. Time from Totnes mp223 to mp227 was 6m 38.56s. So, across the top we entered Marley Tunnel at 36.5 and crossed Wrangaton Summit at mp 232 at 46.

Then it was a charge across the top and through Ivybridge, 62, and then a bit of braking at Hemerdon Sidings to 56.3 and all the way down the fearsome bank. The short climb to Mutley was ruined by a signal check due to an HST leaving Plymouth so we struggled up into the tunnel before dropped down into North Road station at 1205, only 2 late.

So what to do in Plymouth for 5 hours? Avoid the market and take a taxi to the Barbican for lunch. Bad move as the Maritime Inn doesn't do food anymore the St. Austell Ship was a bit grotty. The fish places were more cafe style, so eventually we got a taxi across to Sutton Harbour and had excellent fresh fish meals at the Rockfish. No decent beer though but the wine went down well.

Back to the station by 1630 for me to grab the front vestibule of Coach F which was now the front of Coach 3. The light was failing fast and we were held a bit longer us as one of the rubbish new 802s struggled to get away then stopped in the bridge before Mutley. It got away and we left 13 down. I say left...it had started to mizzle and we had 5 slips on crossovers before we reached the portal of Mutley Tunnel in a smidgeon under 6 minutes!! The light from the train was decent enough to pick out the mileposts but it did help using the odometer reading 'calibrated' against mp245 3/4 located on the second upright on the bridge prior to Mutley Tunnel. So, how did No.9 do on the charge to the foot of Hemerdon?

Quite spectacularly. After we passed mp245 at 35, Andy charged down the grade past Lipson Jn at 59 and we passed mp242 3/4 in Tavistock Yard at 65. We took 64.7 to mp242 onto the 1/2 mile of 1in41. Speed fell inevitably to 58 at 241 1/4; to 46.8 at mo241 as we came off the 1/2 mile of 1in 47; then over the mile of 1in 42; quarters were: 3/4 41.2; 1/2 35.5; 1/4 29.5; 240 23.8; then over the quarter at 1in42/75 we passed mp239 3/4 at 17.7, the minimum on my GPS. We passed the change in gradient post to 1in89 at 18.1 and mp239 1/2 at the end of the 1in75 at 18.5. mp239 1/2 on the 1in630 in Hemerdon /siding was passed at 27.1. a very good climb in the conditions. So off across the top. 65 through Ivybridge and 53 at Wrangaton Summit. Then down Rattery in the high 50s/early 60s, braked firmly on. We charged through Totnes making a real racket at 63 and the safety valves howled as we passed mp222 at 56. They quietened down and Andy eased the big engine until the boiler could be refilled. Dainton eastbound is tricky because of the numerous reverse curves as well as the gradients that change more often than westbound; with the final half mile seriously difficult.

We hit the lower slopes at mp221 at 52.2. 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 52.4. It was very noisy with lots of gritty bits flying past the open window and into the vestibule as the A4 attacked the 1/4 mile of varying gradients, 1in86/206/76 over reverse curves, to blast past mp219 at 48.4. Then the really serious bit of the climb, the final mile+ over tight reverse curves up the steepest part of the climb into the tunnel. Over the 1/4 mile of 1in55 speed fell to 43.7 at mp218 3/4 and then the safety valves lifted hard. Andy told us at Exeter that the injectors couldn't keep up with the loss of water being ejected through them. This was shown by the speed drop over the next quarter of 1in65/38 to 35, then over the 1/4 mile at 1in38 to a nervous 25.4. Up the 1/4 mile+ at 1in43/37, we passed mp218 at only 15.6 and struggled up into the tunnel at 13.8. Well we got there!!! Totnes to the tunnel in 6m 23.53s.

Down the other side through Newton Abbot at 54; Teignmouth 57; Dawlish 62.9 and then a lovely noisy acceleration to flash through The Warren at 68.5; Starcross at 72.9 before being eased to Exminster 70, mp196 62; St Thomas 35.9 for a 6 mins late arrival at St Davids. There, as RTT suggested, the dreaded Class 47, 47832 arrived shortly after and coupled up to the rear coach. As always the driver said he wouldn't assist according to fellow passengers. Oh yeah? The train was running on air; the steam heat was working well; we had plenty of coal; the engine was steaming really well; load 13 and a bit on Whiteball is well within what an A4 is capable of hauling. The maximum gradient is only 1in115 after all.

We know from driver friends that a Class 47 doesn't need to be powered up at all to sit on the rear of an air braked train when ETH and assistance isn't necessary. So did the driver shut it off and ride on the cushions? Of course he didn't.

A Pacific not slipping leaving St Davids is as rare as a hen's tooth; but we didn't. We passed Cowley Bridge Jn at 41.2 and just over half a mile later up the 1in620 at mp192 we'd reached 54 and at mp191 56.8. With Clan Line and 10 on the Cornishmen we passed mp191 at 56.6. A big wheeled pacific against a small wheeled one and the bigger one wins on damp rail with a close to an 80 ton heavier load? Believable with no assistance? I think not. No doubt the arguments will continue but as I said earlier, there was no need for the Class 47 to be in power. Had all the makings of the old excuse 'to get the train to line speed faster', especially as that was it for rapid speed pickup.

Still, Stoke Canon LX was crossed at 60 and up the next 2 miles of 1in217/downgrade bits/mile of 1in343, our speed increased to 64 by mp188. After a bit of 313/534 down/level we crossed Hele and Bradnich LX at 68 and held that speed for over 4 miles at an average of 1in400 to Cullompton. Then over the mile and half speed fell steadily to 61.3. Oddly we didn't pick up speed on the lev/3/4 mile 1in324d to Tiverton Jn, but then picked up to 68 on the 1in216, a speed held up the 1in405 to Tiverton Parkway Station. Up the 3/4 mile at 1in 242/161 we picked up more to 69.5 at mp176 1/2. Then came the final mile and a half at 1in115 where speed only fell off to 65.3 past mp174 1/2. We passed summit mp174 after the 1/4 mile 1in212 at 64 and dived down into the tunnel at 65.8. time taken from Exeter St Davids 21m 46.05s. Discuss....

So we bowled down the bank in the mid to high 60s. We crossed Bradford-on-Tone LX at 69; Victory LX at 70 and arrived in Taunton in 33mins 32.53s.

So, the Taunton start. Again rarely a slip free zone....we didn't. In half a mile on the level we were past 38 mph and still accelerating. The target 70 with 12 up at Cogload was surpassed by our heavier train at 72.5 up the 1in572. That was time to leave the vestibule and have a coffee. Didn't bother timing much more. We flashed through Bridgwater at 70; got to 74 on the level about a mile after around mp150 and then blasted Highbridge at 76. Speed stayed in the mid 70s until Uphill then was eased back to 63 through Worle, 61 across the LX at Puxton before we rolled into Yatton 31m 14.07s after we left Taunton.

There's almost 2 miles of level track after Yatton followed by a mile of split 1in545/471 before we hit a long stretch of 1in334. Nailsea and Backwell is 4 miles away on the 1in334. We shot through the station at 66 and over the 1 1/4 miles at 1in334; then 3/4 mile at 1in387; 1/4 mile at 1in146 and 1/2 mile at 1in200 we left the tunnel at 58.2. we lost a few more mph to crest the summit after a further 1/2 mile of 1in200 and 1/4 mile 1in 234 at 55ish.We arrived at Temple Meads at 2003, a couple of minutes early.

I think everyone knows by now I hate diesels on the back of steam hauled trains. The driver had no conceivable reason not to shut it down from Exeter to Bristol.

So, a very good day out in difficult conditions with No.9 over the South Devon banks to Plymouth and back as far as Exeter. We can't seem to find the definitive date for the end of No.9's mainline ticket but I hope this wasn't the A4's last attack on the banks. There are a couple of Duchys in July which is one of the months we've heard is 'end' date and it would be great to have an unencumbered BT-PLY and return with this wonderful machine.

Many thanks to RTC for promoting the train and to the train manger and stewards; to a strange bloke in a red suit with white edging and his helpers who must have been there for some reason lost on we enthusiasts; to John Cameron for the use of No.9, and his Support Group for turning 60009 out in excellent mechanical condition; and I like the weatherworn look, so don't clean it; to WCR's Andy Taylor and Bill Monteith for their excellent driving of the A4 in difficult conditions - and to their firemen whose names we didn't get; tempered with no thanks for the imposition of 47832 on the rear of the train for the EXD-BRI part of the journey, 75 miles of the total of 255; and finally to NR for good regulation on the day with no issues of any consequence with pathing or signalling.

I'm sure I speak for us all when I hope No.9 'holds together' to work out the remainder of its' ticket in some style.

 

Amen to that sentiment!! And thank you for the totally absorbing level of detail of yesterday's run that you have chronicled. And the totally engaging/ informative viewpoint that you express in relation to the role of 47832 in the proceedings. All much appreciated !!

 

That would of been my dad ! I will pass on your regards.

 

Oh sorry.. Thank you.

 

Better performance than 60103 managed on the Farewell Alan Pegler tour outside Stoke Tunnel then

 

Onboard audio recording of Hemerdon.

 

A lot of us have been musing about whether or not this was No.9's final run over the banks or would UoSA be available for the first Royal Duchy on 21st July 2019. Think the answer was probably yes. Been hunting on the interweb, and on youtube, RTC's North Wales Coast Express on 22nd July 2012 was tagged 'First Railtour after overhaul', so the 7 year boiler ticket must have been granted weeks(?) earlier. No Plymouth's scheduled for 60009 or any other loco before the first Duchy.