The Mayflower - 6/09/25

Julian Jones · 11 Sep 2025

Are we going to get a report from Mr Shireman? I’ve been looking forward to seeing something, we usually do…

Big Al · 11 Sep 2025

Julian Jones a spus: ↑

Are we going to get a report from Mr Shireman? I’ve been looking forward to seeing something, we usually do…
Click to expand...

I can do headlines for you as otherwise it may become a TLDR post!

Outbound it was lively from the start with a quick exit to Nailsea (77) and then the signal stop at Uphill Junction to let the St Davids service sneak out from Weston. But on time at Taunton.
A nice climb of Whiteball, much as in 2024 on the equivalent train. 52 minimum and gained three minutes on schedule.
Pacey down to St Davids and a great recovery to 71 by Exminster. Then the procession of trains to Newton Abbot.
31 up Dainton and the bonus of a pass of Totnes, albeit on the platform road so only 26 at the station. But then a bravura climb of Rattery with a pretty steady 31/32 followed by a good run to Plymouth.
Coming home the exit from Plymouth was electric with well under five minutes to Tavistock Junction in the low sixties and then, amazingly, under 10 minutes to Hemerdon Sidings with a min of 24.
Totnes was taken at pace and the climb of Dainton had the usual sting in the tail of the last mile that took about 20 mph off the climbing speed - min of 31 - but all well under control.
Whiteball would have been great given the start - 10.5 minutes to Hele - but we caught up Nunney and that was the end of that.
However, the exit from Taunton was something else with 74 reached by Cogload and when the rag was finally taken off the speedo we settled down to some steady running at around 70 and were well inside even time passing Uphill Junction. But then the mandatory 'follow the stopper' kicked in and that was the end of the day.

Given all the above, it was brilliant and so were the footplate crew and support crew. And we thought that something like this would never happen in 2025 but fortunately, the dead hand of (insert your loco depot of choice) was not at work although we should acknowledge that WCRC's Andy Taylor was his usual masterful self in support of VT.

Julian Jones · 11 Sep 2025

That’s really enjoyable reading Al, thank you, and good to meet you at Plymouth. I agree the start from Plymouth was memorable. Some of the on the day pathing decisions were a little frustrating - we could have passed the stopper on the outbound between Worle / Uphill without causing material delay and ditto with the stopper on the way back given it was also running later - could have passed it at Newton Abbot or Dawlish Warren with minimal impact to the stopper. But, as you say, grateful we can still experience unassisted steam on the main line at all in 2025.
Looking forward to Shap on the 27th - are you on that?

1020 Shireman · 13 Sep 2025

Been busy but finished tome now. Bit long but a Double Chimney Castle and the only Double Chimney jubilee is a rare combination. Might have fallen foul of Big Al's file size but it was an excellent day out.

Six go to Plymouth by Proper Steam

2025 has been another dire year for supporters of proper steam hauled excursions on the UK mainline. This the 2nd, both operated by Vintage Trains; though both 60007 and 60532 did unassisted runs 'out of the blue' for Saphos and Steam Dreams. We hopefully have a 3rd on 27th September when 7029 tackles Shap for Vintage Trains. By now in a 'normal' year we'd have done 15 or more towards our 20+ norm.

We love this route and though still not a great fan of double headers, this one should be interesting with the 3 cylinder Jubilee Bahamas and the 4 cylinder Castle, Clun Castle. The sound will be interesting to listen to when we can hear it. We booked our usual 4+4 'Safe Space' in Tourist Class.

We thought we'd be a full set as it were but John, my timing mate from Cardiff and his good lady wife couldn't make it due to childminding duties up north. Our no shows from last year, John and Judith and Phil were fit and well so we were a party of 5. Then Alan, Nat Pres' Big Al left booking until late and there were no seats available. He asked could he join us at the timing table which was fine by us all. No plans for dinner.

The Mayflower Saturday 6th September 2025

The Outward Journey

The train was booked to depart an hour earlier than last year so we left the house at 0540. Newport station car park was a bit chaotic with limited spaces due to there being no trains on the Marches Line to Shrewsbury due to planned engineering works in 5 places. We found a space and duly joined the 0644 Westbury 2-Car 158 and got to BTM at 0719. We wandered down to the Knights Templar for a decent breakfast.

Checks on RTT showed our train was near to right time and was so to Bristol East yard where the locomotives were to be added and the diesel(s) detached. Heard on the platform that the train had been hauled by a pair of Class 37s. Nice and noisy for the passengers.

John and Judith stayed overnight in the Premier Inn near Parkway. They met up with Phil who'd driven from Bridgend to Parkway in the morning. John texted to say all was well with them and Phil. When they joined the train their seats were occupied by diesel lovers. Bit of a mix up with seat occupancy apparently. We met Alan on Platform 15 at Temple Meads. The weather was fine and sunny if somewhat windy. A theme for the day. Clun led the immaculate looking pair in to Platform 15 on time. Bit of a tight clearance but no mishaps. We almost got trampled by the diesel enthusiasts leaving Coach G, now tail gunner, but had been directly behind the 37s from New street. A number of diesel lovers were on the train occupied 'empty seats' from New Street. Nice little earner for VT as they'd paid the full fare.

The consist was 9 + both VT's and BLS' POBs making load 11. Not bad for a Class 6 and Class 7 double header. Bit of a surprise to only find 3 Tourist Class TSOs in the consist this year; that's 128 passengers/enthusiasts less than the full 5 TSOs on the Mayflower last year. Heard odd comments about booking and some folk told us the Fare Harbour website wouldn't allow anymore Tourist Class bookings. No idea if that was true but it was surprising to 'lose' 128 'enthusiast' compared to last year. Hate their site and the 6% booking fee. We still book through the Tyseley office as I hate paying booking fees. It would have been £79.20 on our 4+4 booking.

We always have a Timers' Table, this time fully occupied by we men. Alan and I had the window seats to hopefully spot all the mileposts - oh yeah? Alan brought RPS sheets for other references points when the posts weren't found. The ladies, Diana and Judith had the other table to themselves on the best side for sightseeing, ideal for the estuaries, Dawlish sea wall and the views on the climb of Rattery and over the top; then along the estuary on Plymouth approach.

Here's the Timer's tale of a very rare proper steam hauled train over the scenic and challenging route through Somerset and Devon to Plymouth, including Whiteball Bank in both Somerset and Devon; and the famous South Devon Banks, Dainton and Rattery. The report is based on the timings, speeds and the chat from inside Coach G and other things.

The Outward Journey

Andy Taylor was in the driver's seat on 7029, Sam Perry his fireman and we thought we saw Alistair Meanley on the footplate too. Kevin Cronin was in the 'wrong side' driver's seat on 45596 with Mike Stevens firing for him.

We took our seats and set up our GPSs and timing sheets for the outward journey. Not going to hear much in the tail gunner carriage but we'd be 3rd carriage on the return.

As we did the same train last year I've put the speeds the 2 Castles' speeds in brackets o allow direct comparison. Turned out to be interesting.

Clun's whistle and Bahamas' Hooter sounded and we left right time at 0858. It was an excellent start with the cacophony of a loud even four cylinder beat and the more rapid three cylinder chatter from the Jubilee. We heard it in Coach 11. Pickup was decent and we dashed up the 400r through Bedminster, 3/4m out, at 28.3 (35). The 400r ends at mp120 by which time we were up to 39.1 (40 ish) through Parson Street and heading for a decent attack on Flax Bourton Summit speed. Our drivers had the locomotives running in sync rather well and the mix of sound drifted back nicely on the wind. Bit slower than last year, 39.1 (42.3). We passed mo122,234r, at 51.1 (54.7); then over the 3/4m of steeper 180r we got to 51.8 at mp122 3/4. Then on the 1/4m+ of easier 243r, we passed the summit at 56.1 (56.1).

Over the mile of 200f speed rose to 69 (70.4) at the site of the old Flax Bourton station. Then down the 387f/334f we roared through Nailsea and Backwell Station, mp126 33c) at 77 (74.5). Going rather well and hearing more sound than we expected. Down 9 miles of 334f/471f/545f speed settled in the low 70s. We passed mp128 3/4 where the 22 miles of level track commenced at 70.6 (72.5). Andy put the brake in and speed fell to 56.2 at mp129 3/4 where the brakes came in again and speed fell to 42.9 through Yatton Station. A new 40 mph restriction as last year we blasted through there at 70.2.

We didn't accelerate away as expected and at mp131 3/4, 54.9, the brakes came in again and we drifted across Huish LC at 34 (72). The brakes came off and we passed mp1332 1/2 under the M5 Overbridge at 51.7, and over Puxton and Worle LC at 53.2 (74.3). things got better with lots of smoke and noise as we ran through Worle Station at 57.3 (74). We crossed Worle Jn at 61.9 (75.3) and accelerated to 65.5 (75.2) just before mp136. Then there was a hard brake application and we came to a stand at a red signal between mps 137 1/4 and 1/2. A check showed we were due to pass Uphill Jn only 3 1/2 mins behind the Cardiff-Exeter Stopper - seriously? - so wouldn't have a chance at decent running for the rest of the leg to Taunton.

We were at a stand for close to 4 minutes. Noisy restart and speed was 38.1 at Uphill Jn (72). Despite the stop we were on time and Andy ran conservatively in the mid to high 50s, touching 61 at mp140 3/4 (72.6). We ran in the low 70s last year. Andy allowed speed fall to 51.6 at mp142 3/4 (73) and we approached Highbridge at just under 50 (73.7) after dropping to 44. Think the 50.7 (66.6) through Bridgwater was our slowest speed to date. Once clear of the station things improved and we heard the strange 4 cylinder/3 cylinder combination as speed rose to 62.2 (70.3) as we passed under another M5 overbridge. It quietened down and our max was 66.6 (73.8) at mp155 1/2, level. After mp156 there was a short climb up to Cogload Jn. Speed fell slowly to 61.3 then on the 572f passed the junction at 63.7 (73). After that Andy controlled the train in the high 50s before slowing for Taunton. We arrived RT having taken our booked hour. In truth a disappointing run after last year's. BRI to TAU took only 48m 24.2s. All one can say is it was a seriously poor path and we kept time.

Timing using the posts was worse than last year with vegetation encroaching ever closer to the 4 foot. Ivy was also trying to consume some of them. By next year it will hardly be worth the effort.

We were allowed off the train and wandered down to the front. Before we got there we were sent back as stewards thought they heard Any say we'd be allowed out much earlier. It was that sort of day as it was a misheard comment. We did get a green to leave at 1020 and left at 1021, only 6 early.

Nothing in our way so we were looking forward to a good climb to Whiteball Tunnel and then Summit. Again, last year's speeds are in brackets. Not a direct comparison as last year we were non-stop through Taunton, albeit only at 20 mph.

Plenty of noise and smoke as we were on the right track to avoid crossovers. By mp163 3/7 speed was 36.4 (40); then passed mp164, Fairwater Yard where the climb began on the 322r at 40.7 (43.9). interesting. The lower stretch of Whiteball is quite gradual allowing speed to build up rapidly. After a mile of 724r, we passed under Norton Fitzwarren Footbridge at 50 (60). We commenced the mile+ of 369r at 56.8 (62) and came off it at Victory LC at 59.5 (65). Gap decreasing. We then hit a mile of 203r where we got to 60.5 (64.7). We crossed Bradford-on-Tone LC, short 222r, at 63.4 (65.4). Gap closed; and we were faster by mp168 3/4, after a mile of 174r, 63.4 (62.3).

Then came the mixed grades 667r/171r/850r/lev to mp170, 64 (63.9) back on par; then we roared very noisily through Wellington, mp170 1/2, 288r/133r at 65.6 (65.8). As last year, this was our fastest speed on the climb. In Devon now and at mp170 3/4 we hit the mile+ of 90r. We left it at mp171 3/4, 90r/86r at 58.2 (59.2). bit slower. After close to a mile of 86r to mp172 1/4, speed had fallen to 55.5 (56.8). Fantastic sound reverberated around the cutting as we climbed the 80r to mp173, 80r/127r, passed at 51.8 (53.9). The Castle and Jubilee roared into the tunnel, weird syncopation, at 51.8 (54.2) and after the 127r though the tunnel burst out into daylight at 52.9 (56.5). A short hop to the summit at mp174, 203r/212f at 54.8 (57.3). A good climb but missing the extra 'grunt' of a second Castle. 1-0 to the Castles.

Elapsed times were: Taunton to the tunnel: 11m 58s (11m 24.48s 20 through station): to the summit at mp174, 12m 54.31s (11m 38.61s).

Then it was down the 115f to a max of 66 at mp176 1/4; (69 at mp177). Andy eased the train through Tiverton Parkway, 49.2 (53.5) and let it run down into Tiverton Loop, the old Junction Platform, for our water stop 8 minutes early. Very professional driving and firing from both crews. Pretty much as we expected 7029+45596+11 was fairly equivalent to 5042+7029+12. The pair of Castles have more sheer grunt but today's locomotives performed well on the climb.

5029 on the English Riviera Express passed us while we were taking water. First time we'd seen her since her return to steam. Preferred the Collett Tender not the Collett frame topped off by a Hawksworth Style Flat Sided Tank. The lettering looked a shade high.

Signal turned green RT 1136. We passed mp179, lev, at 7.9 (21), then down the 155f speed rose to 46.1 (49) at mp180; 61.9 (66 ) at mp181, and 69.6 (76) at mp184. Tends to suggest the Castles were freer running. Next came a mile or so of 523f/292f just before we crossed Hele and Bradnich LC at 73 (76.7). The rest of the run down to Exeter St Davids are mostly falling grades with short rises and level bits to Cowley Bridge Jn. We passed mp186,313r, 71.1 (74.8); mp187,243f, 75 (76.6); mp188,343f, 76.9 (77.3); mp189,271r, 75.6 (74.9); mp190, 217f, 77.9 (77); Stoke Canon LC,217f, 78.4 (77.6). Andy put the brake in firmly on the approach to Cowley Bridge Jn, 300f, 45.7 (56). Greens to the station, passed at a slow 20.5 (30.5). might have been a restriction this year. We passed the Panel Box, mp174, 286r, at 18.7 (33.9).

The timing fraternity look to the target of reaching the site of the old Exminster Signal Box at mp198 3/4, lev, at 75 to amuse ourselves. Didn't look optimistic as we were only doing 34.5 (48) at St Thomas. No better at City Basin Jn, 45.8 (60); better by Marsh Barton Station, mp196, 57.1 (63.9). 2 3/4 miles to go with mileposts notoriously difficult to spot. Alan and I didn't pick one out until 197 1/2, by which we were roaring along at 67.8 ( ). We found mp198, lev, 69.8 (69.3); and also the important mp198 3/4, Exminster, at 71.4 (68.7). Very creditable that.

It's level track for a while with posts more difficult to find. We passed mp200 1/4 at 68.3 (64.1); mp201, 62.2 (59). At mp201 3/4, passed at 54.8 the brakes came in for what seemed a 30 mph restriction through Starcross, mp202 1/2, lev, 29.7 (31). We had a feeling there were issues with the signals as we drifted into the Warren at only 22.5 (54.8). The Riviera Express should have been 4 minutes ahead of us but when we came around the curve at Langstone Rock we saw Nunney and her train still a bit away from the new Shelter. Theme of the day being slowed. We saw Nunney through the carriage windows slowly go out of sight.

We plodded along; 17.3 (32.8) through Dawlish, then down 339f, through Kennaway and Coryton tunnels, 17 and 16.3 respectively. Worse was to come as we crawled through Philot Tunnel at 8.5. Slow Must have had a green signal as the sound increased through Clerks Tunnel as we picked up speed to 17.2 up the 172r. Fascinating sound. Normal service seemed to be resumed and we accelerated to 22.7 at mp207, still 172r. We ran under the new 'avalanche shelter' at 29; through Parson's Tunnel, 367f, at 30.5. last year we blasted through the 5 tunnels at 47 ish.

Serious working now up front and we shot past mp208, 182r/173f at 46.8; mp208 1/2, level, 54.1 (56) and Teignmouth Station, level, at 54.5 (55). Mileposting is always a nightmare for the next mile or so and we didn't find any this year. We were running towards Newton Abbot at 56 (10.7), mp210 3/4, service train free this year. Andy eased 7029 for us to pass mp213, a mile from the station at 50.2 (27) and speed fell through Newton Abbot, mp214, level, 32.6 (30.3). We gathered from this that there was a platform restriction for the Castle westbound through the station.

Not good a mile and a half from the serious start of Dainton Bank. A check on RTT showed the York-Plymouth XC was barely 4 minutes ahead but able to climb the bank far quicker than us. That said, we didn't get the rapid acceleration we expected. We passed the West Jn, mp214 1/2, 259r, at 41.9 (36.2); mp215, lev, 47.4 (49.5) and the site of the old Aller Box at 53.3 (52.5). We missed mps215 /12&3/4 but saw mp216, 57r, 52.45 (54.6), from here the climb is on is a series of tight reverse curves to the tunnel that increases the drag on the train. Looking for posts facing and back we still missed one on the noisy, smoky and wheel squealing ascent. Quarters were: mp216 1/4,57r, 49 (54.6); mp216 1/2,71r/46r, 46.7 (49); mp216 3/4,46r/56r, 43.9 (46.1); then it really steepened; mp217,41r, 40.3 (42.4); we missed mp217 1/4,41r/38r, (38.2); mp217 1/2;36r/44r/84r, 31.5 (32.9); mp217 3/4,84r, 34 (32); tunnel mouth right in front of us; Dainton Tunnel, 84r, 34 (32). A stunning climb, besting the 2 Castles speed into Dainton Tunnel. The equalizer, now 1-1.

Time from Newton Abbot to the tunnel was: 5mins 20.42secs (5mins 10.4secs); Mp215 to the tunnel: 3mins 48.82secs (3mins 37.35secs). Any run with a speed of 30+ into the tunnel is seriously good, as is under 4 minutes from mp215.

We digested the excellence of the climb as we ran down towards Totnes. Our planned stop there had been taken from the schedule a few days ago due to a signalling/points problem in the area. The middle roads were rather rusty implying the problem had lasted days. Should be good for us as we had the chance of a speedy run through the station onto the trickiest of the 2 South Devon Banks to Tigley and Rattery. Sadly we didn't get the high speed run through the station road; far from it. We ran down the steeply falling grades to mp219 1/2, start of the level section, close to 50mph; OK. But then Andy eased 7029 and we slowed towards the last signal before the station, close to mp222, level, at only 29.1, with worse to come at mp222 1/4, level, 19.1. We crossed the River Dart, mp222 50c, lev, at only 18.9 before the signal after the station turned to green. Now we had a real challenge on our hands.

Andy opened 7029 up with Kevin doing the same with 45596 but we only roared very loudly through the station at 25.7 (59), with a chorus of whistles, hooter and a lot of smoke. In about 100 yards around a right hand curve, the line steepens dramatically to 66r at mp223, 28 (55.1). Sadly, as last year, we failed to see posts until mp224, 71r/47r, 34.1 (51.5). Going to be a struggle over the reverse curves and through a damp cutting, but at least the air was dry. Very noisy as we passed mp224 1/2; 50r/56r 30.9 (44.6) and then mp225; 57r/52r, 31.2 (37.4). Superb solid climbing as the Tigley Church Steeple came into sight. It was really something hearing the Castle's sharp and even four cylinder notes then the more rapid, softer 3 cylinder notes on such a steep climb on severe reverse curves.

We passed the site of the old Tigley Signal Box, mp225 1/2; 52r/74r, 31.9 (35.9), considered an easing grade point; then on an easier 90r for 3/4m to mp226, an excellent pick up to 38.9 (38.4). 1/2m of 95r to mp226 3/4, took us to 40.7 (40.5). The gradient has a sting in the tail with 1/4m of 65r but as despite many years of trying, we couldn't see mp227, the summit post, going west. The speed on the GPS was 39. After a slip last year the Castles lowest speed was the same. That was the major climbing over for the morning. An excellent climb after such a slow speed through Totnes. Still 2-1 to the Castles.

Elapsed time from Totnes to mp226 3/4 (missed mp227 both times) was 7m 23.7s (5m 23s). Score still 1-1.

We crossed Rattery Viaduct, just before mp227 1/2, lev, at 46.7 (42.6) and began our run 'across the top' to Hemerdon. It's a 4 1/2 mile run over undulating gradients with hardly any level track. Most significant is the climb away from Rattery, 1/4m at 200r followed by a over a mile and a half of 131r into Marley Tunnel. Speed fell a bit to 45.3 at mp227 3/4 then rose to 50.4 (43.7) before we entered the tunnel. Gradients range from short 166r to 909r on the 2 miles and a bit to mp230, 124r/243r, 55.8, just after Brent Mill Viaduct. We heard Aish Emergency Crossover under the wheels, mp230 1/2 ish, 243r, at 55.2 (51.8). after crossing Glazebrook Viaduct, 400r, 54.6 we climbed a mile averaging 125r to Wrangaton Tunnel, blink and you miss it as it's only 45m long, 140/120r, at 51 before passing the summit alongside a horrible Radio/Mobile Mast, mp232, 307r, at 54.6 (54.9).

That was it for the minor climbing. We crossed Bittaford Viaduct, mp233, lev/122f at 58.6; ran through Ivybridge, 295f, at 38.9 - slowed from 60.6 due to a platform restriction then ran in the mid 50s across a few viaducts, Ivybridge at 44.6; Blatchford at 57.6 and Slade at 57.3. We passed Hemerdon Sidings at 52 and a mile or so later we ran down the seriously steep 2 miles at mostly 42r, a fearsome climb on the return. Andy had the brake in quite firmly to hold the train in the mid to high 60s. Eyes were peeled to spot the mileposts in the ever growing encroaching trackside vegetation. We picked out 6 of the 9 but doubted many would be visible when we were up close and personal on the down road on the return as many were low and we're not allowed to put heads out of windows like the old days to see them.

We ran over Laira Jn, 52.6; Lipson Jn, mp244 1/2ish, 40ish where a mile+ of 83r, mid-point mp244 3/4, 39, then up 1/4m+ of 72r into Mutley Tunnel, 18.7 with the odd sound combination drumming off the roof. After Mutley we dropped down into Platform 4 at Plymouth North Road 31 minutes early at 1311.

Elapsed time from Tiverton loop was 90m 30.78s (86m 14.2secs); from Exeter St Davids, 20 (30) pass to North Road was covered in 78m 43.4s (70m 59.6s). We look at these times as on 2 occasions trains have done the EXD-PLY in just under 60 minutes. Both years Mayflowers had issues on the day that made this impossible.

Double headers aren't straightforward to drive, moreso with locos of different types and power. We noted a few slips on the outward run as they momentarily got out of sync. They weren't long or at critical times on the climbs fortunately.

Dinner at the Gog and Magog

Alan didn't come with as he set off to find out who was driving and firing on the outward, and later on the return. Took us nearly 15 minutes to get a taxi down to the Barbican. No-one wanted to go to the Rockfish this year and there was the convenient 'spoons Gog and Magog close by. It was a bit busy with the usual annoying one customer hogging tables for 4. We finally found a table for 4 and added a fifth chair. We used the App to order as there were so few staff around. The food was OK. John and I had a couple of pints of Beartown Skinful, a very tasty session ale.

A real 'come down' after the quality of food at the Rockfish though. Must go there if there's a Mayflower next year.

Dire place the Barbican. The taxi rank doesn't have taxis until 2100. We tried to book one and were quoted a 20-30 minute wait but that wasn't guaranteed. It was sunny with a gusty wind but we youngsters battled back to the station. We met Alan on the way back. It took us 40 mins or thereabouts. The mess they are making of the walkway they trashed a few years ago is unbelievable. What they are doing involves tons of concrete and, who knows what. We might find out next year.

Onto the station and the growling 37s were just returning the stock to Platform 4. As last year, the locomotives and POBs were still in the servicing bay alongside the road. Control pushed their luck by letting a XC to Leeds out of the refuge sidings and back into Platform 6 before signalling it away at 1629. We were due to depart at 1638 so by the time the sidings signal changed to green we barely had 6 minutes to run to the crossover, drop back onto the train, and carry out the brake test to be ready for departure. The stock wasn't unlocked very early either.

We hoped we'd get close to 30 at Hemerdon Summit; mid to high 30s into Dainton Tunnel; then high 60s at Whiteball Summit as it forecast a sunny if rather windy evening so we should have dry rails all the way.

The Return Journey

All in all it was amazing we were despatched away at 1645, only 7 minutes late. Andy was still on Clun at the head of the train though it was mentioned that Alistair was there too. Kevin was still in charge of Bahamas. Sam was still our fireman on 7029; Steve Mathews was fireman on 45596.

The Castle whistled and Bahamas 'hooted' as we left the station. A slip free start on the 264r; past mp245 3/4 under the bridge at 17.3; then up the 109r under the elevated car park, 20.1 and into Mutley Tunnel, 109r, 18.5 (8.5). Excellent start. Once out of the tunnel, Andy and Kevin set about getting us to the maximum speed possible for the attack on Hemerdon Bank. They charged down the 83f past mp245 at 48.3 (34); crossed Lipson Jn, mp244 1/4ish at 64 (50.2) and Laira Jn at 63 (58). Down 1/2m of 740f we crossed the River Plym, level, at 61 (61). Think it's 60 across it. After Tavistock Yard we roared past mp242 1/2, 240r/lev at 64.5 and hit a max of 65.1 just after. At mp242, 660r/111r, the hurt began gently at first, 63.9 (64.1). Not sure if the 241 3/4, 41r, at 59.8 was genuine and we missed mp241 1/2. Didn't see it on the way down either.

The locos sounded superb with the different beats echoing around the valley. Just about picked out the ivy covered mp241 1/4, 41r/47r, 54 (49) and the sound went up another notch but I missed mp241, the start of the 42r. We passed mp240 3/4, at 41.5 (40.2); think I got mp240 1/2, 35.6. Then we climbed past mp240 1/4, bank now biting hard at 32.7 (31.9); followed by mp240, 29.9 (28.6). Then there are 2 original Gradient Posts between mileposts and we passed the 42r/51r at 26.4; the 51r/89r at 25.2. We then barked past mp239 3/4 at 25.9 (24.7); and the summit, 239 1/2 under the bridge, just 630r, at 26.1 (26.6). Some climb that. The GPS showed our slowest speed was 25.2. By mp239 1/4, 197f, in Hemerdon sidings, speed had already risen to 36 (35.4). A remarkable climb as the elapsed time to the summit was an extraordinary 9m 26.1s (10m 44.4s); to mp239 1/4 in Hemerdon Sidings, 9m 59.7s (11m 17.3s). We rarely get a sub 11 minute let alone a sub 10 minute climb. Brilliant jobs by both firemen who must have kept both locos 'on the mark'; and by Andy and Kevin drivers who used the steam expertly and some. Score now 2-1 to the Castles.

A bit stunned by that and the conversation around the tables and I missed a few posts on the gently rising gradients. Got back on track and after 1/2m of 166r we crossed Slade Viaduct, just after mp238, at 50.7 (46.3); Blatchford Viaduct, 515r, 50.7 (47.8); mp237, 170r/375r, 48.8 (48.1); and Ivybridge Viaduct, 150r, eased at 25.3 (40.6) as there was the restriction through Ivybridge Station. Things got a bit out of sync and we felt and heard 4 short slips before we crawled through the station, 295r, at 15 (33.2). We soon got going again and 3/4 miles later, average gradient around 145r, we crossed Bittaford Viaduct, mp233 on it, 122r/lev, at 39.9 (39.4). I failed to pick out any posts then for a while and we passed Wrangaton Summit, tall mast indicating it, at 52.1 (49). That was it then for any kind of climbing 'across the top' which was just as well as I hardly saw a post for miles. They'd succumbed to the ever encroaching vegetation, bushes etc. So I resorted to timing at 'features' for a while.

The locos must have been 'wide open' as we surged down the mile of 199f/129f/400f to cross Glazebrook Viaduct at 67.5 (50.4). We crossed Aish Emergency Crossover, 243f, at 65.9 (49.7); found mp230, 123f/222f, 64.3 (49.5) and then mp229 1/4, 909f, 62.5 (49.8). We dived down the 1/2m of 131f into Marley Tunnel, mp228 1/4, at 57.2 (50.) and crossed Rattery Viaduct, lev, at 60.4 (50.9) where we expected the brakes to come in hard, but not quite as we passed mp227, 65f, at 64.6 (57). Too close to the posts that were in shadow by now but I picked out mp226, 90f, at 57, brakes on; and passed Tigley Old SB site, mp225 1/2, back up to 64.9 (59.1). Very surprising this which is why it's in this report. We passed mp224, 71f, at 64.6 (58.4)and came off the bank on the curve past mp223, level, at 67 (56.1). The most exhilarating descent of the bank I've ever witnessed.

We fair blasted through Totnes, this time on the shiny middle road, obviously issues solved, lev, at 67.1 (55.3). Now the crews were faced with 2 3/4 miles on the level to prepare for their attack on the quite vicious Dainton Bank, the final 1/2 mile considered by crews to be the most difficult of any bank due to the severe reverse curves and sheer steepness. How did they do?

Bit of fire sorting and preparation involved so no spectacular speeds. Not all drivers favour a high speed charge to the foot of a bank. All on the level and we passed mp222 at 63.6 but then speed fell markedly to 50.6 (54.6) at mp221 1/2; increased a little to 51.2 (53) at 221; then 51.7 (52.3) at mp220 1/2.The end of the level was mp220, an encouraging 55.8 (56.7). Missed mp219 3/4, 260r; got mp219 1/2, 76r/105r, 56 ; next seen was mp219, steepening 55r, 53.7 (51.4); then over the reverse curves at Coombe Fishacre, mp218 1/2, 38r/43r, 36.9 (41.1), lots of wheel squeal . Then on the worse section to the tunnel only got mp218, 37r, 31.2 (32.9) before we climbed into the tunnel at 30.1 (31.6). Anything over 30 is a good climb. Score now 3-1 to the Castles.

Elapsed time from Totnes to the tunnel was 5m 36s (5m 47.65s).

Down the bank to Aller saw speed held checked in the mid to high 50s, with a max of 61.5 at mp216 1/2. We rounded the curve at Aller, mp215 1/4, lev, at 54.7 (48.3) and accelerated towards Newton Abbot Station. We passed the West Jn, mp214 1/2 at 59.3 (51) and roared through the station at 62.6 (53), very different from the morning. We crossed the River Teign at 64.6 (55.5)and passed mp213 1/2 at 64 (56.2) then mp213,270f, at 60.6 (56.3). Line speed of 60 was more or less observed but Andy put the brakes in hard as we approached Teignmouth. We guessed the Paignton-Exmouth Stopper curse struck again. W only passed mp209 1/4, lev/144r at 18.6 (55) but noisily ran through the station at 34.6 54.6). We only got to 40 (54.4) at mp208, lev/229r, then dropped to 35.9 (50.8) into Parson's Tunnel before crawling through the tunnels as on the outward, a low of 11 (51) in Coryton. Andy accelerated to 24 (57.7) through Kennaway but dropped to 27.6 (58.9) through Dawlish Station.

Didn't happen but we saw the wild sea at high tide at close quarters. Some sight. White horses galore with spray coming over the new wall onto the rails. We had a series of short slips, we counted 5 before we reached the 'sanctuary' of Langstone Rock on the curve. Andy and us hoped Exeter Panel would let us through when the service was in Dawlish Warren Station, 9 minutes late and stopping at Starcross, Marsh Barton and St. Thomas. Very poor train regulation. No service train. Worse, a 4 minute stop at the signal close to mp204 (64). Signal green and Andy and Kevin accelerated the train to pass Cockwood Harbour at 41.7 (63.5). We roared around through Starcross at 51.6 (64.3) and on the level noisily got to 44 at the Powderham Overbridge. Over 4 miles of level to Exminster, target 75 on the return. Superb performance from the locos as we got close as we passed Exminster, mp198 3/4, lev, at 74.3 (64.3).

Green signals all the way and under the M5 Overbridge just after mp198 at 69 (63). No let up through Marsh Barton, 70 (58.3). Then Andy had to put the brake in and speed fell to 32.8 (30.6) through St Thomas. We drifted past Exeter Panel, mp194, 286f, 9.1 (10.3) and rolled into Platform 6 at Exeter St. Davids at 1752, now some 11 minutes down. Thanks a lot Control. Water was taken as quickly as possible. Annoyingly we didn't even get to see 5029 on the Riviera Express pass as there was an out of service 80x in platform 5.

For the 'record', Plymouth to Exeter St. Davids took us a very long 77m 17.3s (64m 26.8).

We were let out at 1837, now 20 minutes late with a XC to Leeds expected to be 8 minutes behind us. No hanging around then. There's a 19 mile long climb to Whiteball Summit from EXD, not onerous gradients but nearly 2 miles of 155r above Cullompton and 2 1/4m of 115r to the summit. A real test of the firemen's stamina! Usually a fun climb. Steady start across Red Cow LC at 12 and the exit of Riverside Yard, 192 3/4, 300r at 36.1, then Cowley Bridge Jn at 38.2 (40.9). The sun was down and the shadows difficult for mileposting. Got mp192, 620r, 49.4 (48.7). using any visible feature and the inner GPS track from there. We roared across Stafford's Bridge Viaduct, mp191 1/2ish, 620r, at 50.9 (52) then across Stoke Canon LC, mp190 1/4, 217r, at 60.8 (59.) at mp189 3/4, 217r, 61.3.

Gradients averaged around 375r for the next 4 miles with speed picking up to close to our max of 75mph, firemen working very hard. Milepost Speeds for a while from the internal GPS: mp189, 271f, 68.2; mp188, 435r, 70.5; mp187, 243r/219r, 70.9. then we crossed Hele and Bradnich LC at a very rapid 75.4 (66.4). Back to the GPS and we passed mp185. 523r, at 76.2 (65.6); mp184, 306r, 77.1; mp183, 333r/212r, a rapid 78 (66.1). Very noisy from the front with lots of gritty bits on the table and in my hair as I was 'facing'. We passed mp182, 316r, at 73 (67.5); then Cullompton, lev/284r at 40.9 after firm braking. No idea why as we weren't expecting any restrictions. There went the sub 20 minutes 'target'. We were even slower past mp181, 155r, 37. A noisier note now and we passed mp180, still on the 155r at 40.3 accelerating on the 'respite' 324f to 53 past the entry to Tiverton Loop and 51.9 at mp179, 207f. Still 5 miles to go and hopes of a good summit speed.

Promisingly it got very noisy again and speed rose up the mile+ of 216r to mp177 3/4, 216r, 61. We roared through Tiverton Parkway, 405r, at 60.6 and passed mp176 3/4, 242r, at 61.7. saw milepost 176, 1/4m into the 115r, 59.3 but shortly after the brakes were felt again and speed fell rapidly to 21 at mp175; a miserable 14 at mp214 1/4 under the Trestle Bridge and then 18 at the summit, mp174, 212r/203f. We drifted down into Whiteball Tunnel at 35.8 and left at 55 on the 127f. RTT didn't show what the braking was about as there was nothing in front of us.

Elapsed time from Exeter to Whiteball Summit was 25m 13.43s (21m 42s); to Whiteball Tunnel 25m 43.8 (21m 55.6). Technically 4-1 to the Castles.

A rapid run down Wellington Bank; past Wellington at 71.4 (63.3) but then easing down to 65.4 (59.3) across Bradford and Tone LC, then 62 (57.3) across Victory LC. We drifted into Platform 4 at Taunton at 1914, 12 down. Elapsed time from Exeter to Taunton was 37m (33m 11s - non-stop through the station).

Andy left the train at Taunton and was replaced in the driver's seat of 7029 by Alistair. Martyn Fake relieved Kevin on 45596 and Steve Mathews relieved Mike.

The Plymouth-Leeds XC came in a few minutes later also 12m down. It had lost 13 minutes between Dawlish Warren and Starcross apparently due to 5029 and the English Riviera Express being 20 minutes late. Problems in that area for a while. We were given a green at 1920, still 20mins down. Alan had his RPS printout to help find us reference points for the rest of the journey once posts were too difficult to spot. They were mainly over bridges with the nearest 1/4 post included. Under bridges were impossible to pick out.

Did some post finding for a mile or so. A good start got us past mp163, 321f, at 15.8 (26.7) and rapid acceleration down the 221f/311f got us to 36.5 (41.7) at mp162 1/2. We came off the 311f at mp162, 48.6 (51.4) and got the impression we might get to 75 by Cogload Jn. Showers of grit came through the toplight as we got to 61.1 (66.6) at the M5 Overbridge, mp161ish. Roaring and chattering away we passed mp160 on the level at 69 (69.1) and broke 70, 71, at mp159 1/2. Mp159, 288f, was passed at 74.3 and we crossed Cogload Jn, mp158 23c at 75.1 (70.3). Superb stuff. Alistair and Martyn seemed to be in a hurry and the firemen had to work hard to feed the beasts. Not sure if I should post some speeds but there's a sort of rule you can go 10% over the 75 mph max if you're late. We were and mp157 and mp156 1/2 aren't reportable. Generous 75s. Alistair eased back and we passed mp155, lev, at 68.2 (73); mp154 at 66.5. Back in the day we'd roar through Bridgwater at 75 and today we achieved a sprightly 69.2 (70).

We were now on the 20m+ run over the levels. Not interesting usually but Speed remained around 75 for miles. We passed mp149 at 76.2 (70); mp148 at 69 (70). We crossed Huntspill, mp147 at 69 (71.5); through Highbridge at 69 (71) and then ran around 70 all the way to Uphill Jn approach. What? No red signal? Far from it, passed at 74 (40) at 1944; and 1/2m further on still 69.5. Then the dreaded hard braking to only pass mp136 at 18. Control had let the Exeter-Gloucester out of the Weston-Super-Mare loop at 1944. It was due to stop all stations to Nailsea and Backwell sadly, but we guess the road at Worle Jn had been set for the service. Shame as we're sure we could have cleared Worle Jn causing little delay to 2C87. At least it was a rapid 800019.

We followed 2C87 then. We crossed Puxton and Worle LC at 31.5 (60.2); Huish LC at 29 (39.5); Yatton at 30.5 (48). Back into the 40s, 48.5 (35.3) through Nailsea and Backwell, 334r and we charged the short climb to Flax Bourton Summit. We passed the old station, 200r, at 53.6; mp124 noisily, 200r, 52.5, roared into the tunnel at 53.6 (46) and crested the summit at 51.8. not bad at all. Alistair was enjoying himself and so were we.

Surprisingly speed stayed around 50 past South Liberty Sidings, lev, but fell to run through Parson's street at 39.3 (24.5); then Bedminster, 440f, 31.2 (9.8). I looked forward and saw we had a double amber with P5 showing and we duly ran straight into the station. We arrived at 2016, some 26m down.

Some dodgy train regulation and signalling issues ruined what could have been truly remarkable outward and return journeys.

The double chimney Castle/Jubilee combination proved to be an excellent one. The pair with a combined tractive effort of 58, 235lbf with approx. 420 tons, 138.65 lbf/ton was a fair match to the pair of Castles with a combined tractive effort of 63,250lbf with approx. 455 tons, 139 lbf/ton.

Thank goodness Vintage Trains are prepared to run unassisted steam on the mainline in 2025. Pity the number of trains is so low compared to tours with the dreaded sometime assisting diesel on the rear.

Many thanks to Michael and all the team at Tyseley Loco Works for turning out 7029 is such superb condition. Special thanks to the Bahamas Locomotive Society for making their immaculate looking and superb performing 45596 available to VT to make the double header possible. Despite being a Western Man our party do love Bahamas. The VT Stock still has carriages with opening toplights that we love, though not even being albeit to look out to pick out posts when the trackside in clear of vegetation in the evening seems overkill.

The load was a good test for the locomotives and they performed impeccably all day. The crews, our drivers, Andy and Kevin; and Alistair and Martyn who relieved Andy and Kevin at Taunton on the return, were excellent as always. Special thanks to our hard working firemen, Sam on 7029; Mike on 45596 to Plymouth on the outward; Mike on the return, who fed the beasts well all day, providing the steam needed.

Thanks to our guard(s), stewards, Buffet and Catering folk who did a good job all day.

Thanks to Network Rail for letting us out on the South West Mainline. Pity about the signalling issues and lack of sympathetic Controllers.

We wish the BLS best of luck with the overhaul and hope to see the immaculate machine back in a reasonable time.

Needless to say we're booked on The Shap Mountaineer and are looking forward to seeing 7029 let loose unassisted on Grayrigg and Shap. A bit foolishly we're also booked on the 1st Novembers but where or if we will join the train depends on the final routing and timings. Might do the A1 to York on the 10th December. Got to find out about hotels and the like.

Our Newport train wasn't due until 2057 so we were able to watch 7029 and 45596 with their POBs come off the train. Shortly after the Class 37s backed on with the Loram unit leading and we waited to listen to the pair of Class 37s departing. Amusingly after setting the train up the driver of the Class 166 Weymouth Service due to leave at 2045 rushed to the end of Platform 13 and recorded the smoky, growling departure on his mobile. I asked him if he liked the 37s and said he'd love to have been driving one of them rather than the crappy 166. He left dead on 2045. Ours was on time too and we had an uneventful drive home.

acorb · 13 Sep 2025

Great report as always, thanks for sharing.

andyjhatton · 13 Sep 2025

The very detailed account of the day by 1020 Shireman reminded me of the slightly pissy announcement over the station PA at Exeter on the way back, blaming the fairly late notice platform change for the service that was due to be using our platform.
"...because of the steam train occupying the platform" is if I remember correctly more or less what he said.
As far as I know we were slightly late in, then late out, due to other services around us being delayed.
Very convenient to blame "the steam train"

Charles Smythe · 13 Sep 2025

andyjhatton a spus: ↑

The very detailed account of the day by 1020 Shireman reminded me of the slightly pissy announcement over the station PA at Exeter on the way back, blaming the fairly late notice platform change for the service that was due to be using our platform.
"...because of the steam train occupying the platform" is if I remember correctly more or less what he said.
As far as I know we were slightly late in, then late out, due to other services around us being delayed.
Very convenient to blame "the steam train"
Click to expand...

I think it was mostly caused by the failed IET in platform 5 as that is what caused Nunney to have to run through on 4.

The whole Exeter area was affected by the failure.

dublo6231 · 13 Sep 2025

I'm aware I've asked already - but feel it needs to be asked again (apologies for being persistent) but I'm trying to work out how often a sub 10 minute start to pass of Hemerdon has been achieved.
I've looked back through the limited runs I've made over that section and can't find any at all - so a question for the serious timers (of which there were a number on here in the past) is it just my limited experiences or was that rather good?

RalphW · 13 Sep 2025

andyjhatton a spus: ↑

The very detailed account of the day by 1020 Shireman reminded me of the slightly pissy announcement over the station PA at Exeter on the way back, blaming the fairly late notice platform change for the service that was due to be using our platform.
"...because of the steam train occupying the platform" is if I remember correctly more or less what he said.
As far as I know we were slightly late in, then late out, due to other services around us being delayed.
Very convenient to blame "the steam train"
Click to expand...

It was ever thus.

Julian Jones · 13 Sep 2025

1020 Shireman a spus: ↑

Been busy but finished tome now. Bit long but a Double Chimney Castle and the only Double Chimney jubilee is a rare combination. Might have fallen foul of Big Al's file size but it was an excellent day out.

Six go to Plymouth by Proper Steam

2025 has been another dire year for supporters of proper steam hauled excursions on the UK mainline. This the 2nd, both operated by Vintage Trains; though both 60007 and 60532 did unassisted runs 'out of the blue' for Saphos and Steam Dreams. We hopefully have a 3rd on 27th September when 7029 tackles Shap for Vintage Trains. By now in a 'normal' year we'd have done 15 or more towards our 20+ norm.

We love this route and though still not a great fan of double headers, this one should be interesting with the 3 cylinder Jubilee Bahamas and the 4 cylinder Castle, Clun Castle. The sound will be interesting to listen to when we can hear it. We booked our usual 4+4 'Safe Space' in Tourist Class.

We thought we'd be a full set as it were but John, my timing mate from Cardiff and his good lady wife couldn't make it due to childminding duties up north. Our no shows from last year, John and Judith and Phil were fit and well so we were a party of 5. Then Alan, Nat Pres' Big Al left booking until late and there were no seats available. He asked could he join us at the timing table which was fine by us all. No plans for dinner.

The Mayflower Saturday 6th September 2025

The Outward Journey

The train was booked to depart an hour earlier than last year so we left the house at 0540. Newport station car park was a bit chaotic with limited spaces due to there being no trains on the Marches Line to Shrewsbury due to planned engineering works in 5 places. We found a space and duly joined the 0644 Westbury 2-Car 158 and got to BTM at 0719. We wandered down to the Knights Templar for a decent breakfast.

Checks on RTT showed our train was near to right time and was so to Bristol East yard where the locomotives were to be added and the diesel(s) detached. Heard on the platform that the train had been hauled by a pair of Class 37s. Nice and noisy for the passengers.

John and Judith stayed overnight in the Premier Inn near Parkway. They met up with Phil who'd driven from Bridgend to Parkway in the morning. John texted to say all was well with them and Phil. When they joined the train their seats were occupied by diesel lovers. Bit of a mix up with seat occupancy apparently. We met Alan on Platform 15 at Temple Meads. The weather was fine and sunny if somewhat windy. A theme for the day. Clun led the immaculate looking pair in to Platform 15 on time. Bit of a tight clearance but no mishaps. We almost got trampled by the diesel enthusiasts leaving Coach G, now tail gunner, but had been directly behind the 37s from New street. A number of diesel lovers were on the train occupied 'empty seats' from New Street. Nice little earner for VT as they'd paid the full fare.

The consist was 9 + both VT's and BLS' POBs making load 11. Not bad for a Class 6 and Class 7 double header. Bit of a surprise to only find 3 Tourist Class TSOs in the consist this year; that's 128 passengers/enthusiasts less than the full 5 TSOs on the Mayflower last year. Heard odd comments about booking and some folk told us the Fare Harbour website wouldn't allow anymore Tourist Class bookings. No idea if that was true but it was surprising to 'lose' 128 'enthusiast' compared to last year. Hate their site and the 6% booking fee. We still book through the Tyseley office as I hate paying booking fees. It would have been £79.20 on our 4+4 booking.

We always have a Timers' Table, this time fully occupied by we men. Alan and I had the window seats to hopefully spot all the mileposts - oh yeah? Alan brought RPS sheets for other references points when the posts weren't found. The ladies, Diana and Judith had the other table to themselves on the best side for sightseeing, ideal for the estuaries, Dawlish sea wall and the views on the climb of Rattery and over the top; then along the estuary on Plymouth approach.

Here's the Timer's tale of a very rare proper steam hauled train over the scenic and challenging route through Somerset and Devon to Plymouth, including Whiteball Bank in both Somerset and Devon; and the famous South Devon Banks, Dainton and Rattery. The report is based on the timings, speeds and the chat from inside Coach G and other things.

The Outward Journey

Andy Taylor was in the driver's seat on 7029, Sam Perry his fireman and we thought we saw Alistair Meanley on the footplate too. Kevin Cronin was in the 'wrong side' driver's seat on 45596 with Mike Stevens firing for him.

We took our seats and set up our GPSs and timing sheets for the outward journey. Not going to hear much in the tail gunner carriage but we'd be 3rd carriage on the return.

As we did the same train last year I've put the speeds the 2 Castles' speeds in brackets o allow direct comparison. Turned out to be interesting.

Clun's whistle and Bahamas' Hooter sounded and we left right time at 0858. It was an excellent start with the cacophony of a loud even four cylinder beat and the more rapid three cylinder chatter from the Jubilee. We heard it in Coach 11. Pickup was decent and we dashed up the 400r through Bedminster, 3/4m out, at 28.3 (35). The 400r ends at mp120 by which time we were up to 39.1 (40 ish) through Parson Street and heading for a decent attack on Flax Bourton Summit speed. Our drivers had the locomotives running in sync rather well and the mix of sound drifted back nicely on the wind. Bit slower than last year, 39.1 (42.3). We passed mo122,234r, at 51.1 (54.7); then over the 3/4m of steeper 180r we got to 51.8 at mp122 3/4. Then on the 1/4m+ of easier 243r, we passed the summit at 56.1 (56.1).

Over the mile of 200f speed rose to 69 (70.4) at the site of the old Flax Bourton station. Then down the 387f/334f we roared through Nailsea and Backwell Station, mp126 33c) at 77 (74.5). Going rather well and hearing more sound than we expected. Down 9 miles of 334f/471f/545f speed settled in the low 70s. We passed mp128 3/4 where the 22 miles of level track commenced at 70.6 (72.5). Andy put the brake in and speed fell to 56.2 at mp129 3/4 where the brakes came in again and speed fell to 42.9 through Yatton Station. A new 40 mph restriction as last year we blasted through there at 70.2.

We didn't accelerate away as expected and at mp131 3/4, 54.9, the brakes came in again and we drifted across Huish LC at 34 (72). The brakes came off and we passed mp1332 1/2 under the M5 Overbridge at 51.7, and over Puxton and Worle LC at 53.2 (74.3). things got better with lots of smoke and noise as we ran through Worle Station at 57.3 (74). We crossed Worle Jn at 61.9 (75.3) and accelerated to 65.5 (75.2) just before mp136. Then there was a hard brake application and we came to a stand at a red signal between mps 137 1/4 and 1/2. A check showed we were due to pass Uphill Jn only 3 1/2 mins behind the Cardiff-Exeter Stopper - seriously? - so wouldn't have a chance at decent running for the rest of the leg to Taunton.

We were at a stand for close to 4 minutes. Noisy restart and speed was 38.1 at Uphill Jn (72). Despite the stop we were on time and Andy ran conservatively in the mid to high 50s, touching 61 at mp140 3/4 (72.6). We ran in the low 70s last year. Andy allowed speed fall to 51.6 at mp142 3/4 (73) and we approached Highbridge at just under 50 (73.7) after dropping to 44. Think the 50.7 (66.6) through Bridgwater was our slowest speed to date. Once clear of the station things improved and we heard the strange 4 cylinder/3 cylinder combination as speed rose to 62.2 (70.3) as we passed under another M5 overbridge. It quietened down and our max was 66.6 (73.8) at mp155 1/2, level. After mp156 there was a short climb up to Cogload Jn. Speed fell slowly to 61.3 then on the 572f passed the junction at 63.7 (73). After that Andy controlled the train in the high 50s before slowing for Taunton. We arrived RT having taken our booked hour. In truth a disappointing run after last year's. BRI to TAU took only 48m 24.2s. All one can say is it was a seriously poor path and we kept time.

Timing using the posts was worse than last year with vegetation encroaching ever closer to the 4 foot. Ivy was also trying to consume some of them. By next year it will hardly be worth the effort.

We were allowed off the train and wandered down to the front. Before we got there we were sent back as stewards thought they heard Any say we'd be allowed out much earlier. It was that sort of day as it was a misheard comment. We did get a green to leave at 1020 and left at 1021, only 6 early.

Nothing in our way so we were looking forward to a good climb to Whiteball Tunnel and then Summit. Again, last year's speeds are in brackets. Not a direct comparison as last year we were non-stop through Taunton, albeit only at 20 mph.

Plenty of noise and smoke as we were on the right track to avoid crossovers. By mp163 3/7 speed was 36.4 (40); then passed mp164, Fairwater Yard where the climb began on the 322r at 40.7 (43.9). interesting. The lower stretch of Whiteball is quite gradual allowing speed to build up rapidly. After a mile of 724r, we passed under Norton Fitzwarren Footbridge at 50 (60). We commenced the mile+ of 369r at 56.8 (62) and came off it at Victory LC at 59.5 (65). Gap decreasing. We then hit a mile of 203r where we got to 60.5 (64.7). We crossed Bradford-on-Tone LC, short 222r, at 63.4 (65.4). Gap closed; and we were faster by mp168 3/4, after a mile of 174r, 63.4 (62.3).

Then came the mixed grades 667r/171r/850r/lev to mp170, 64 (63.9) back on par; then we roared very noisily through Wellington, mp170 1/2, 288r/133r at 65.6 (65.8). As last year, this was our fastest speed on the climb. In Devon now and at mp170 3/4 we hit the mile+ of 90r. We left it at mp171 3/4, 90r/86r at 58.2 (59.2). bit slower. After close to a mile of 86r to mp172 1/4, speed had fallen to 55.5 (56.8). Fantastic sound reverberated around the cutting as we climbed the 80r to mp173, 80r/127r, passed at 51.8 (53.9). The Castle and Jubilee roared into the tunnel, weird syncopation, at 51.8 (54.2) and after the 127r though the tunnel burst out into daylight at 52.9 (56.5). A short hop to the summit at mp174, 203r/212f at 54.8 (57.3). A good climb but missing the extra 'grunt' of a second Castle. 1-0 to the Castles.

Elapsed times were: Taunton to the tunnel: 11m 58s (11m 24.48s 20 through station): to the summit at mp174, 12m 54.31s (11m 38.61s).

Then it was down the 115f to a max of 66 at mp176 1/4; (69 at mp177). Andy eased the train through Tiverton Parkway, 49.2 (53.5) and let it run down into Tiverton Loop, the old Junction Platform, for our water stop 8 minutes early. Very professional driving and firing from both crews. Pretty much as we expected 7029+45596+11 was fairly equivalent to 5042+7029+12. The pair of Castles have more sheer grunt but today's locomotives performed well on the climb.

5029 on the English Riviera Express passed us while we were taking water. First time we'd seen her since her return to steam. Preferred the Collett Tender not the Collett frame topped off by a Hawksworth Style Flat Sided Tank. The lettering looked a shade high.

Signal turned green RT 1136. We passed mp179, lev, at 7.9 (21), then down the 155f speed rose to 46.1 (49) at mp180; 61.9 (66 ) at mp181, and 69.6 (76) at mp184. Tends to suggest the Castles were freer running. Next came a mile or so of 523f/292f just before we crossed Hele and Bradnich LC at 73 (76.7). The rest of the run down to Exeter St Davids are mostly falling grades with short rises and level bits to Cowley Bridge Jn. We passed mp186,313r, 71.1 (74.8); mp187,243f, 75 (76.6); mp188,343f, 76.9 (77.3); mp189,271r, 75.6 (74.9); mp190, 217f, 77.9 (77); Stoke Canon LC,217f, 78.4 (77.6). Andy put the brake in firmly on the approach to Cowley Bridge Jn, 300f, 45.7 (56). Greens to the station, passed at a slow 20.5 (30.5). might have been a restriction this year. We passed the Panel Box, mp174, 286r, at 18.7 (33.9).

The timing fraternity look to the target of reaching the site of the old Exminster Signal Box at mp198 3/4, lev, at 75 to amuse ourselves. Didn't look optimistic as we were only doing 34.5 (48) at St Thomas. No better at City Basin Jn, 45.8 (60); better by Marsh Barton Station, mp196, 57.1 (63.9). 2 3/4 miles to go with mileposts notoriously difficult to spot. Alan and I didn't pick one out until 197 1/2, by which we were roaring along at 67.8 ( ). We found mp198, lev, 69.8 (69.3); and also the important mp198 3/4, Exminster, at 71.4 (68.7). Very creditable that.

It's level track for a while with posts more difficult to find. We passed mp200 1/4 at 68.3 (64.1); mp201, 62.2 (59). At mp201 3/4, passed at 54.8 the brakes came in for what seemed a 30 mph restriction through Starcross, mp202 1/2, lev, 29.7 (31). We had a feeling there were issues with the signals as we drifted into the Warren at only 22.5 (54.8). The Riviera Express should have been 4 minutes ahead of us but when we came around the curve at Langstone Rock we saw Nunney and her train still a bit away from the new Shelter. Theme of the day being slowed. We saw Nunney through the carriage windows slowly go out of sight.

We plodded along; 17.3 (32.8) through Dawlish, then down 339f, through Kennaway and Coryton tunnels, 17 and 16.3 respectively. Worse was to come as we crawled through Philot Tunnel at 8.5. Slow Must have had a green signal as the sound increased through Clerks Tunnel as we picked up speed to 17.2 up the 172r. Fascinating sound. Normal service seemed to be resumed and we accelerated to 22.7 at mp207, still 172r. We ran under the new 'avalanche shelter' at 29; through Parson's Tunnel, 367f, at 30.5. last year we blasted through the 5 tunnels at 47 ish.

Serious working now up front and we shot past mp208, 182r/173f at 46.8; mp208 1/2, level, 54.1 (56) and Teignmouth Station, level, at 54.5 (55). Mileposting is always a nightmare for the next mile or so and we didn't find any this year. We were running towards Newton Abbot at 56 (10.7), mp210 3/4, service train free this year. Andy eased 7029 for us to pass mp213, a mile from the station at 50.2 (27) and speed fell through Newton Abbot, mp214, level, 32.6 (30.3). We gathered from this that there was a platform restriction for the Castle westbound through the station.

Not good a mile and a half from the serious start of Dainton Bank. A check on RTT showed the York-Plymouth XC was barely 4 minutes ahead but able to climb the bank far quicker than us. That said, we didn't get the rapid acceleration we expected. We passed the West Jn, mp214 1/2, 259r, at 41.9 (36.2); mp215, lev, 47.4 (49.5) and the site of the old Aller Box at 53.3 (52.5). We missed mps215 /12&3/4 but saw mp216, 57r, 52.45 (54.6), from here the climb is on is a series of tight reverse curves to the tunnel that increases the drag on the train. Looking for posts facing and back we still missed one on the noisy, smoky and wheel squealing ascent. Quarters were: mp216 1/4,57r, 49 (54.6); mp216 1/2,71r/46r, 46.7 (49); mp216 3/4,46r/56r, 43.9 (46.1); then it really steepened; mp217,41r, 40.3 (42.4); we missed mp217 1/4,41r/38r, (38.2); mp217 1/2;36r/44r/84r, 31.5 (32.9); mp217 3/4,84r, 34 (32); tunnel mouth right in front of us; Dainton Tunnel, 84r, 34 (32). A stunning climb, besting the 2 Castles speed into Dainton Tunnel. The equalizer, now 1-1.

Time from Newton Abbot to the tunnel was: 5mins 20.42secs (5mins 10.4secs); Mp215 to the tunnel: 3mins 48.82secs (3mins 37.35secs). Any run with a speed of 30+ into the tunnel is seriously good, as is under 4 minutes from mp215.

We digested the excellence of the climb as we ran down towards Totnes. Our planned stop there had been taken from the schedule a few days ago due to a signalling/points problem in the area. The middle roads were rather rusty implying the problem had lasted days. Should be good for us as we had the chance of a speedy run through the station onto the trickiest of the 2 South Devon Banks to Tigley and Rattery. Sadly we didn't get the high speed run through the station road; far from it. We ran down the steeply falling grades to mp219 1/2, start of the level section, close to 50mph; OK. But then Andy eased 7029 and we slowed towards the last signal before the station, close to mp222, level, at only 29.1, with worse to come at mp222 1/4, level, 19.1. We crossed the River Dart, mp222 50c, lev, at only 18.9 before the signal after the station turned to green. Now we had a real challenge on our hands.

Andy opened 7029 up with Kevin doing the same with 45596 but we only roared very loudly through the station at 25.7 (59), with a chorus of whistles, hooter and a lot of smoke. In about 100 yards around a right hand curve, the line steepens dramatically to 66r at mp223, 28 (55.1). Sadly, as last year, we failed to see posts until mp224, 71r/47r, 34.1 (51.5). Going to be a struggle over the reverse curves and through a damp cutting, but at least the air was dry. Very noisy as we passed mp224 1/2; 50r/56r 30.9 (44.6) and then mp225; 57r/52r, 31.2 (37.4). Superb solid climbing as the Tigley Church Steeple came into sight. It was really something hearing the Castle's sharp and even four cylinder notes then the more rapid, softer 3 cylinder notes on such a steep climb on severe reverse curves.

We passed the site of the old Tigley Signal Box, mp225 1/2; 52r/74r, 31.9 (35.9), considered an easing grade point; then on an easier 90r for 3/4m to mp226, an excellent pick up to 38.9 (38.4). 1/2m of 95r to mp226 3/4, took us to 40.7 (40.5). The gradient has a sting in the tail with 1/4m of 65r but as despite many years of trying, we couldn't see mp227, the summit post, going west. The speed on the GPS was 39. After a slip last year the Castles lowest speed was the same. That was the major climbing over for the morning. An excellent climb after such a slow speed through Totnes. Still 2-1 to the Castles.

Elapsed time from Totnes to mp226 3/4 (missed mp227 both times) was 7m 23.7s (5m 23s). Score still 1-1.

We crossed Rattery Viaduct, just before mp227 1/2, lev, at 46.7 (42.6) and began our run 'across the top' to Hemerdon. It's a 4 1/2 mile run over undulating gradients with hardly any level track. Most significant is the climb away from Rattery, 1/4m at 200r followed by a over a mile and a half of 131r into Marley Tunnel. Speed fell a bit to 45.3 at mp227 3/4 then rose to 50.4 (43.7) before we entered the tunnel. Gradients range from short 166r to 909r on the 2 miles and a bit to mp230, 124r/243r, 55.8, just after Brent Mill Viaduct. We heard Aish Emergency Crossover under the wheels, mp230 1/2 ish, 243r, at 55.2 (51.8). after crossing Glazebrook Viaduct, 400r, 54.6 we climbed a mile averaging 125r to Wrangaton Tunnel, blink and you miss it as it's only 45m long, 140/120r, at 51 before passing the summit alongside a horrible Radio/Mobile Mast, mp232, 307r, at 54.6 (54.9).

That was it for the minor climbing. We crossed Bittaford Viaduct, mp233, lev/122f at 58.6; ran through Ivybridge, 295f, at 38.9 - slowed from 60.6 due to a platform restriction then ran in the mid 50s across a few viaducts, Ivybridge at 44.6; Blatchford at 57.6 and Slade at 57.3. We passed Hemerdon Sidings at 52 and a mile or so later we ran down the seriously steep 2 miles at mostly 42r, a fearsome climb on the return. Andy had the brake in quite firmly to hold the train in the mid to high 60s. Eyes were peeled to spot the mileposts in the ever growing encroaching trackside vegetation. We picked out 6 of the 9 but doubted many would be visible when we were up close and personal on the down road on the return as many were low and we're not allowed to put heads out of windows like the old days to see them.

We ran over Laira Jn, 52.6; Lipson Jn, mp244 1/2ish, 40ish where a mile+ of 83r, mid-point mp244 3/4, 39, then up 1/4m+ of 72r into Mutley Tunnel, 18.7 with the odd sound combination drumming off the roof. After Mutley we dropped down into Platform 4 at Plymouth North Road 31 minutes early at 1311.

Elapsed time from Tiverton loop was 90m 30.78s (86m 14.2secs); from Exeter St Davids, 20 (30) pass to North Road was covered in 78m 43.4s (70m 59.6s). We look at these times as on 2 occasions trains have done the EXD-PLY in just under 60 minutes. Both years Mayflowers had issues on the day that made this impossible.

Double headers aren't straightforward to drive, moreso with locos of different types and power. We noted a few slips on the outward run as they momentarily got out of sync. They weren't long or at critical times on the climbs fortunately.

Dinner at the Gog and Magog

Alan didn't come with as he set off to find out who was driving and firing on the outward, and later on the return. Took us nearly 15 minutes to get a taxi down to the Barbican. No-one wanted to go to the Rockfish this year and there was the convenient 'spoons Gog and Magog close by. It was a bit busy with the usual annoying one customer hogging tables for 4. We finally found a table for 4 and added a fifth chair. We used the App to order as there were so few staff around. The food was OK. John and I had a couple of pints of Beartown Skinful, a very tasty session ale.

A real 'come down' after the quality of food at the Rockfish though. Must go there if there's a Mayflower next year.

Dire place the Barbican. The taxi rank doesn't have taxis until 2100. We tried to book one and were quoted a 20-30 minute wait but that wasn't guaranteed. It was sunny with a gusty wind but we youngsters battled back to the station. We met Alan on the way back. It took us 40 mins or thereabouts. The mess they are making of the walkway they trashed a few years ago is unbelievable. What they are doing involves tons of concrete and, who knows what. We might find out next year.

Onto the station and the growling 37s were just returning the stock to Platform 4. As last year, the locomotives and POBs were still in the servicing bay alongside the road. Control pushed their luck by letting a XC to Leeds out of the refuge sidings and back into Platform 6 before signalling it away at 1629. We were due to depart at 1638 so by the time the sidings signal changed to green we barely had 6 minutes to run to the crossover, drop back onto the train, and carry out the brake test to be ready for departure. The stock wasn't unlocked very early either.

We hoped we'd get close to 30 at Hemerdon Summit; mid to high 30s into Dainton Tunnel; then high 60s at Whiteball Summit as it forecast a sunny if rather windy evening so we should have dry rails all the way.

The Return Journey

All in all it was amazing we were despatched away at 1645, only 7 minutes late. Andy was still on Clun at the head of the train though it was mentioned that Alistair was there too. Kevin was still in charge of Bahamas. Sam was still our fireman on 7029; Steve Mathews was fireman on 45596.

The Castle whistled and Bahamas 'hooted' as we left the station. A slip free start on the 264r; past mp245 3/4 under the bridge at 17.3; then up the 109r under the elevated car park, 20.1 and into Mutley Tunnel, 109r, 18.5 (8.5). Excellent start. Once out of the tunnel, Andy and Kevin set about getting us to the maximum speed possible for the attack on Hemerdon Bank. They charged down the 83f past mp245 at 48.3 (34); crossed Lipson Jn, mp244 1/4ish at 64 (50.2) and Laira Jn at 63 (58). Down 1/2m of 740f we crossed the River Plym, level, at 61 (61). Think it's 60 across it. After Tavistock Yard we roared past mp242 1/2, 240r/lev at 64.5 and hit a max of 65.1 just after. At mp242, 660r/111r, the hurt began gently at first, 63.9 (64.1). Not sure if the 241 3/4, 41r, at 59.8 was genuine and we missed mp241 1/2. Didn't see it on the way down either.

The locos sounded superb with the different beats echoing around the valley. Just about picked out the ivy covered mp241 1/4, 41r/47r, 54 (49) and the sound went up another notch but I missed mp241, the start of the 42r. We passed mp240 3/4, at 41.5 (40.2); think I got mp240 1/2, 35.6. Then we climbed past mp240 1/4, bank now biting hard at 32.7 (31.9); followed by mp240, 29.9 (28.6). Then there are 2 original Gradient Posts between mileposts and we passed the 42r/51r at 26.4; the 51r/89r at 25.2. We then barked past mp239 3/4 at 25.9 (24.7); and the summit, 239 1/2 under the bridge, just 630r, at 26.1 (26.6). Some climb that. The GPS showed our slowest speed was 25.2. By mp239 1/4, 197f, in Hemerdon sidings, speed had already risen to 36 (35.4). A remarkable climb as the elapsed time to the summit was an extraordinary 9m 26.1s (10m 44.4s); to mp239 1/4 in Hemerdon Sidings, 9m 59.7s (11m 17.3s). We rarely get a sub 11 minute let alone a sub 10 minute climb. Brilliant jobs by both firemen who must have kept both locos 'on the mark'; and by Andy and Kevin drivers who used the steam expertly and some. Score now 2-1 to the Castles.

A bit stunned by that and the conversation around the tables and I missed a few posts on the gently rising gradients. Got back on track and after 1/2m of 166r we crossed Slade Viaduct, just after mp238, at 50.7 (46.3); Blatchford Viaduct, 515r, 50.7 (47.8); mp237, 170r/375r, 48.8 (48.1); and Ivybridge Viaduct, 150r, eased at 25.3 (40.6) as there was the restriction through Ivybridge Station. Things got a bit out of sync and we felt and heard 4 short slips before we crawled through the station, 295r, at 15 (33.2). We soon got going again and 3/4 miles later, average gradient around 145r, we crossed Bittaford Viaduct, mp233 on it, 122r/lev, at 39.9 (39.4). I failed to pick out any posts then for a while and we passed Wrangaton Summit, tall mast indicating it, at 52.1 (49). That was it then for any kind of climbing 'across the top' which was just as well as I hardly saw a post for miles. They'd succumbed to the ever encroaching vegetation, bushes etc. So I resorted to timing at 'features' for a while.

The locos must have been 'wide open' as we surged down the mile of 199f/129f/400f to cross Glazebrook Viaduct at 67.5 (50.4). We crossed Aish Emergency Crossover, 243f, at 65.9 (49.7); found mp230, 123f/222f, 64.3 (49.5) and then mp229 1/4, 909f, 62.5 (49.8). We dived down the 1/2m of 131f into Marley Tunnel, mp228 1/4, at 57.2 (50.) and crossed Rattery Viaduct, lev, at 60.4 (50.9) where we expected the brakes to come in hard, but not quite as we passed mp227, 65f, at 64.6 (57). Too close to the posts that were in shadow by now but I picked out mp226, 90f, at 57, brakes on; and passed Tigley Old SB site, mp225 1/2, back up to 64.9 (59.1). Very surprising this which is why it's in this report. We passed mp224, 71f, at 64.6 (58.4)and came off the bank on the curve past mp223, level, at 67 (56.1). The most exhilarating descent of the bank I've ever witnessed.

We fair blasted through Totnes, this time on the shiny middle road, obviously issues solved, lev, at 67.1 (55.3). Now the crews were faced with 2 3/4 miles on the level to prepare for their attack on the quite vicious Dainton Bank, the final 1/2 mile considered by crews to be the most difficult of any bank due to the severe reverse curves and sheer steepness. How did they do?

Bit of fire sorting and preparation involved so no spectacular speeds. Not all drivers favour a high speed charge to the foot of a bank. All on the level and we passed mp222 at 63.6 but then speed fell markedly to 50.6 (54.6) at mp221 1/2; increased a little to 51.2 (53) at 221; then 51.7 (52.3) at mp220 1/2.The end of the level was mp220, an encouraging 55.8 (56.7). Missed mp219 3/4, 260r; got mp219 1/2, 76r/105r, 56 ; next seen was mp219, steepening 55r, 53.7 (51.4); then over the reverse curves at Coombe Fishacre, mp218 1/2, 38r/43r, 36.9 (41.1), lots of wheel squeal . Then on the worse section to the tunnel only got mp218, 37r, 31.2 (32.9) before we climbed into the tunnel at 30.1 (31.6). Anything over 30 is a good climb. Score now 3-1 to the Castles.

Elapsed time from Totnes to the tunnel was 5m 36s (5m 47.65s).

Down the bank to Aller saw speed held checked in the mid to high 50s, with a max of 61.5 at mp216 1/2. We rounded the curve at Aller, mp215 1/4, lev, at 54.7 (48.3) and accelerated towards Newton Abbot Station. We passed the West Jn, mp214 1/2 at 59.3 (51) and roared through the station at 62.6 (53), very different from the morning. We crossed the River Teign at 64.6 (55.5)and passed mp213 1/2 at 64 (56.2) then mp213,270f, at 60.6 (56.3). Line speed of 60 was more or less observed but Andy put the brakes in hard as we approached Teignmouth. We guessed the Paignton-Exmouth Stopper curse struck again. W only passed mp209 1/4, lev/144r at 18.6 (55) but noisily ran through the station at 34.6 54.6). We only got to 40 (54.4) at mp208, lev/229r, then dropped to 35.9 (50.8) into Parson's Tunnel before crawling through the tunnels as on the outward, a low of 11 (51) in Coryton. Andy accelerated to 24 (57.7) through Kennaway but dropped to 27.6 (58.9) through Dawlish Station.

Didn't happen but we saw the wild sea at high tide at close quarters. Some sight. White horses galore with spray coming over the new wall onto the rails. We had a series of short slips, we counted 5 before we reached the 'sanctuary' of Langstone Rock on the curve. Andy and us hoped Exeter Panel would let us through when the service was in Dawlish Warren Station, 9 minutes late and stopping at Starcross, Marsh Barton and St. Thomas. Very poor train regulation. No service train. Worse, a 4 minute stop at the signal close to mp204 (64). Signal green and Andy and Kevin accelerated the train to pass Cockwood Harbour at 41.7 (63.5). We roared around through Starcross at 51.6 (64.3) and on the level noisily got to 44 at the Powderham Overbridge. Over 4 miles of level to Exminster, target 75 on the return. Superb performance from the locos as we got close as we passed Exminster, mp198 3/4, lev, at 74.3 (64.3).

Green signals all the way and under the M5 Overbridge just after mp198 at 69 (63). No let up through Marsh Barton, 70 (58.3). Then Andy had to put the brake in and speed fell to 32.8 (30.6) through St Thomas. We drifted past Exeter Panel, mp194, 286f, 9.1 (10.3) and rolled into Platform 6 at Exeter St. Davids at 1752, now some 11 minutes down. Thanks a lot Control. Water was taken as quickly as possible. Annoyingly we didn't even get to see 5029 on the Riviera Express pass as there was an out of service 80x in platform 5.

For the 'record', Plymouth to Exeter St. Davids took us a very long 77m 17.3s (64m 26.8).

We were let out at 1837, now 20 minutes late with a XC to Leeds expected to be 8 minutes behind us. No hanging around then. There's a 19 mile long climb to Whiteball Summit from EXD, not onerous gradients but nearly 2 miles of 155r above Cullompton and 2 1/4m of 115r to the summit. A real test of the firemen's stamina! Usually a fun climb. Steady start across Red Cow LC at 12 and the exit of Riverside Yard, 192 3/4, 300r at 36.1, then Cowley Bridge Jn at 38.2 (40.9). The sun was down and the shadows difficult for mileposting. Got mp192, 620r, 49.4 (48.7). using any visible feature and the inner GPS track from there. We roared across Stafford's Bridge Viaduct, mp191 1/2ish, 620r, at 50.9 (52) then across Stoke Canon LC, mp190 1/4, 217r, at 60.8 (59.) at mp189 3/4, 217r, 61.3.

Gradients averaged around 375r for the next 4 miles with speed picking up to close to our max of 75mph, firemen working very hard. Milepost Speeds for a while from the internal GPS: mp189, 271f, 68.2; mp188, 435r, 70.5; mp187, 243r/219r, 70.9. then we crossed Hele and Bradnich LC at a very rapid 75.4 (66.4). Back to the GPS and we passed mp185. 523r, at 76.2 (65.6); mp184, 306r, 77.1; mp183, 333r/212r, a rapid 78 (66.1). Very noisy from the front with lots of gritty bits on the table and in my hair as I was 'facing'. We passed mp182, 316r, at 73 (67.5); then Cullompton, lev/284r at 40.9 after firm braking. No idea why as we weren't expecting any restrictions. There went the sub 20 minutes 'target'. We were even slower past mp181, 155r, 37. A noisier note now and we passed mp180, still on the 155r at 40.3 accelerating on the 'respite' 324f to 53 past the entry to Tiverton Loop and 51.9 at mp179, 207f. Still 5 miles to go and hopes of a good summit speed.

Promisingly it got very noisy again and speed rose up the mile+ of 216r to mp177 3/4, 216r, 61. We roared through Tiverton Parkway, 405r, at 60.6 and passed mp176 3/4, 242r, at 61.7. saw milepost 176, 1/4m into the 115r, 59.3 but shortly after the brakes were felt again and speed fell rapidly to 21 at mp175; a miserable 14 at mp214 1/4 under the Trestle Bridge and then 18 at the summit, mp174, 212r/203f. We drifted down into Whiteball Tunnel at 35.8 and left at 55 on the 127f. RTT didn't show what the braking was about as there was nothing in front of us.

Elapsed time from Exeter to Whiteball Summit was 25m 13.43s (21m 42s); to Whiteball Tunnel 25m 43.8 (21m 55.6). Technically 4-1 to the Castles.

A rapid run down Wellington Bank; past Wellington at 71.4 (63.3) but then easing down to 65.4 (59.3) across Bradford and Tone LC, then 62 (57.3) across Victory LC. We drifted into Platform 4 at Taunton at 1914, 12 down. Elapsed time from Exeter to Taunton was 37m (33m 11s - non-stop through the station).

Andy left the train at Taunton and was replaced in the driver's seat of 7029 by Alistair. Martyn Fake relieved Kevin on 45596 and Steve Mathews relieved Mike.

The Plymouth-Leeds XC came in a few minutes later also 12m down. It had lost 13 minutes between Dawlish Warren and Starcross apparently due to 5029 and the English Riviera Express being 20 minutes late. Problems in that area for a while. We were given a green at 1920, still 20mins down. Alan had his RPS printout to help find us reference points for the rest of the journey once posts were too difficult to spot. They were mainly over bridges with the nearest 1/4 post included. Under bridges were impossible to pick out.

Did some post finding for a mile or so. A good start got us past mp163, 321f, at 15.8 (26.7) and rapid acceleration down the 221f/311f got us to 36.5 (41.7) at mp162 1/2. We came off the 311f at mp162, 48.6 (51.4) and got the impression we might get to 75 by Cogload Jn. Showers of grit came through the toplight as we got to 61.1 (66.6) at the M5 Overbridge, mp161ish. Roaring and chattering away we passed mp160 on the level at 69 (69.1) and broke 70, 71, at mp159 1/2. Mp159, 288f, was passed at 74.3 and we crossed Cogload Jn, mp158 23c at 75.1 (70.3). Superb stuff. Alistair and Martyn seemed to be in a hurry and the firemen had to work hard to feed the beasts. Not sure if I should post some speeds but there's a sort of rule you can go 10% over the 75 mph max if you're late. We were and mp157 and mp156 1/2 aren't reportable. Generous 75s. Alistair eased back and we passed mp155, lev, at 68.2 (73); mp154 at 66.5. Back in the day we'd roar through Bridgwater at 75 and today we achieved a sprightly 69.2 (70).

We were now on the 20m+ run over the levels. Not interesting usually but Speed remained around 75 for miles. We passed mp149 at 76.2 (70); mp148 at 69 (70). We crossed Huntspill, mp147 at 69 (71.5); through Highbridge at 69 (71) and then ran around 70 all the way to Uphill Jn approach. What? No red signal? Far from it, passed at 74 (40) at 1944; and 1/2m further on still 69.5. Then the dreaded hard braking to only pass mp136 at 18. Control had let the Exeter-Gloucester out of the Weston-Super-Mare loop at 1944. It was due to stop all stations to Nailsea and Backwell sadly, but we guess the road at Worle Jn had been set for the service. Shame as we're sure we could have cleared Worle Jn causing little delay to 2C87. At least it was a rapid 800019.

We followed 2C87 then. We crossed Puxton and Worle LC at 31.5 (60.2); Huish LC at 29 (39.5); Yatton at 30.5 (48). Back into the 40s, 48.5 (35.3) through Nailsea and Backwell, 334r and we charged the short climb to Flax Bourton Summit. We passed the old station, 200r, at 53.6; mp124 noisily, 200r, 52.5, roared into the tunnel at 53.6 (46) and crested the summit at 51.8. not bad at all. Alistair was enjoying himself and so were we.

Surprisingly speed stayed around 50 past South Liberty Sidings, lev, but fell to run through Parson's street at 39.3 (24.5); then Bedminster, 440f, 31.2 (9.8). I looked forward and saw we had a double amber with P5 showing and we duly ran straight into the station. We arrived at 2016, some 26m down.

Some dodgy train regulation and signalling issues ruined what could have been truly remarkable outward and return journeys.

The double chimney Castle/Jubilee combination proved to be an excellent one. The pair with a combined tractive effort of 58, 235lbf with approx. 420 tons, 138.65 lbf/ton was a fair match to the pair of Castles with a combined tractive effort of 63,250lbf with approx. 455 tons, 139 lbf/ton.

Thank goodness Vintage Trains are prepared to run unassisted steam on the mainline in 2025. Pity the number of trains is so low compared to tours with the dreaded sometime assisting diesel on the rear.

Many thanks to Michael and all the team at Tyseley Loco Works for turning out 7029 is such superb condition. Special thanks to the Bahamas Locomotive Society for making their immaculate looking and superb performing 45596 available to VT to make the double header possible. Despite being a Western Man our party do love Bahamas. The VT Stock still has carriages with opening toplights that we love, though not even being albeit to look out to pick out posts when the trackside in clear of vegetation in the evening seems overkill.

The load was a good test for the locomotives and they performed impeccably all day. The crews, our drivers, Andy and Kevin; and Alistair and Martyn who relieved Andy and Kevin at Taunton on the return, were excellent as always. Special thanks to our hard working firemen, Sam on 7029; Mike on 45596 to Plymouth on the outward; Mike on the return, who fed the beasts well all day, providing the steam needed.

Thanks to our guard(s), stewards, Buffet and Catering folk who did a good job all day.

Thanks to Network Rail for letting us out on the South West Mainline. Pity about the signalling issues and lack of sympathetic Controllers.

We wish the BLS best of luck with the overhaul and hope to see the immaculate machine back in a reasonable time.

Needless to say we're booked on The Shap Mountaineer and are looking forward to seeing 7029 let loose unassisted on Grayrigg and Shap. A bit foolishly we're also booked on the 1st Novembers but where or if we will join the train depends on the final routing and timings. Might do the A1 to York on the 10th December. Got to find out about hotels and the like.

Our Newport train wasn't due until 2057 so we were able to watch 7029 and 45596 with their POBs come off the train. Shortly after the Class 37s backed on with the Loram unit leading and we waited to listen to the pair of Class 37s departing. Amusingly after setting the train up the driver of the Class 166 Weymouth Service due to leave at 2045 rushed to the end of Platform 13 and recorded the smoky, growling departure on his mobile. I asked him if he liked the 37s and said he'd love to have been driving one of them rather than the crappy 166. He left dead on 2045. Ours was on time too and we had an uneventful drive home.
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An insightful analysis and really good read as ever. See you on the Shap Mountaineer!

AlexS · 14 Sep 2025

An excellent write up as ever!

The run through the platform road at Totnes was due to the down main being out of use due to a defect on the points. It was known about in advance so a contingency had been come up with and implemented to run the train early.

The delay near Dawlish Warren coming back was due to "double blocking" because of a track circuit fault.

The IET at Exeter hadn't failed and was waiting to form the 1904 to Bristol. Even taking into account the late arrival the water stop took a little longer than planned but these things aren't able to be calculated in advance and of course with a steam locomotive the driver has to be able to rely on there being sufficient water to get to the next water stop, so if it takes longer it takes longer. The station staff at Exeter whilst happy to see us gone on a busy Saturday evening were still friendly enough :lol:

Charles Smythe · 14 Sep 2025

AlexS a spus: ↑

An excellent write up as ever!

The run through the platform road at Totnes was due to the down main being out of use due to a defect on the points. It was known about in advance so a contingency had been come up with and implemented to run the train early.

The delay near Dawlish Warren coming back was due to "double blocking" because of a track circuit fault.

The IET at Exeter hadn't failed and was waiting to form the 1904 to Bristol. Even taking into account the late arrival the water stop took a little longer than planned but these things aren't able to be calculated in advance and of course with a steam locomotive the driver has to be able to rely on there being sufficient water to get to the next water stop, so if it takes longer it takes longer. The station staff at Exeter whilst happy to see us gone on a busy Saturday evening were still friendly enough :lol:
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If it had not failed then why was Nunney booked through 5 and then rerouted through 4? Surely it was planned to be there Nunney would have been
booked through 4 to begin with?

Big Al · 14 Sep 2025

Charles Smythe a spus: ↑

If it had not failed then why was Nunney booked through 5 and then rerouted through 4? Surely it was planned to be there Nunney would have been
booked through 4 to begin with?
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Clarification for @Charles Smythe. Nunney was always booked through P4 and that's exactly where it went. The IET was always booked to leave from P5 and that's why it was standing there. Clun/Bahamas were always booked to be in P6 and even though they left late the only movement that was affected was the passage of the VT train diesels that followed through a short while later.

The 17:27 Plymouth to Leeds was 15 late arriving at EXD and that was at a different platform (P4) but nothing to do with Nunney that had already passed on time 10 minutes earlier.

Sorry to say that on the basis of what the casual observer can see the station announcement was completely misleading and you appear to have swallowed it. No steam trains caused anything to be delayed or changed at EXD but some issues back down the line towards Plymouth may have done. By the way, the PLY to LDS service managed to drop even more time and was around half an hour adrift at its destination.

Charles Smythe · 14 Sep 2025

Big Al a spus: ↑

Nunney was always booked through P4 and that's exactly where it went. The IET was always booked to leave from P5 and that's why it was standing there. Clun/Bahamas were always booked to be in P6 and even though they left late the only movement that was affected was the passage of the VT train diesels that followed through a short while later.

The 17:27 Plymouth to Leeds was 15 late arriving at EXD and that was at a different platform (P4) but nothing to do with Nunney that had already passed on time 10 minutes earlier.

Sorry to say that on the basis of what the casual observer can see the station announcement was completely misleading and you appear to have swallowed it.
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Swallowed what, the general view that many people all thought was the case? Many people have been saying that the IET had broken down, not just me.

I am only going off of what I have been told.

Big Al · 14 Sep 2025

Charles Smythe a spus: ↑

Polite as always.
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Indeed. As always.....

Big Al · 14 Sep 2025

Charles Smythe a spus: ↑

Swallowed what, the general view that many people all thought was the case? Many people have been saying that the IET had broken down, not just me.

I am only going off of what I have been told.
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Well, 'many people' were, sadly, mistaken and you were told incorrectly. On the day, I also heard the comments, but a very simple check proved otherwise and a week after the event it definitely is straightforward to verify. Anyway, if you are still wondering, here is the evidence that it was fully operational.

https://www.realtimetrains.co.uk/service/gb-nr:G05839/2025-09-06/detailed#allox_id=0

Charles Smythe · 14 Sep 2025

Big Al a spus: ↑

Well, 'many people' were, sadly, mistaken and you were told incorrectly. On the day, I also heard the comments, but a very simple check proved otherwise and a week after the event it definitely is straightforward to verify. Anyway, if you are still wondering, here is the evidence that it was fully operational.

https://www.realtimetrains.co.uk/service/gb-nr:G05839/2025-09-06/detailed#allox_id=0
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Given that the crossing person at St David’s was also saying the same thing I think I had every reason to believe what I did and no reason to question it.

andyjhatton · 14 Sep 2025

Big Al a spus: ↑

Clun/Bahamas were always booked to be in P6 and even though they left late the only movement that was affected was the passage of the VT train diesels that followed through a short while later.
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Strange, I wonder why there was a platform change accounced then?
There were certainly punters on P6 waiting for some train or other, I remember them all running off up the stairs when the announcement was made.

There were no Mayflower passengers on the platforms as we weren't allowed off. Probably a few gricers though

Big Al · 15 Sep 2025

andyjhatton a spus: ↑

Strange, I wonder why there was a platform change accounced then?
There were certainly punters on P6 waiting for some train or other, I remember them all running off up the stairs when the announcement was made.

There were no Mayflower passengers on the platforms as we weren't allowed off. Probably a few gricers though
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That's a good question about which we are unlikely to know the definitive answer. All I can be certain of from what we can all research is that neither steam charter caused there to be delays or platform changes beyond what had already been planned for the day. And you can get that information from Real Time Trains.

The service that was parked in P5 seems to normally sit in P6 and you can see that by looking on RTT on any Saturday other than 6/9. When a platform change is made on the day that appears on RTT in red. On 6/9 there was no such change from the plan over this service. However, on the day, the late running 1727 Plymouth to Leeds service was switched from its usual platform (P5) to P4 and that, I think, was when there was a movement of people. Maybe the thinking was that it could have been slotted into P6 after the Mayflower had left, which it could, and that would not have involved passengers needing to change platforms. But Control decided otherwise.

All I'm trying to explain, rather than get into an argument with anyone, is that as far as I can see neither steam charter delayed anything at St Davids. What did happen is that a late running service for a different reason was re-platformed. If the announcement attributed that change to one of the charters then for good PR that may have been a good idea but was not strictly correct, in my view.

AlexS · 15 Sep 2025

Big Al a spus: ↑

That's a good question about which we are unlikely to know the definitive answer. All I can be certain of from what we can all research is that neither steam charter caused there to be delays or platform changes beyond what had already been planned for the day. And you can get that information from Real Time Trains.

The service that was parked in P5 seems to normally sit in P6 and you can see that by looking on RTT on any Saturday other than 6/9. When a platform change is made on the day that appears on RTT in red. On 6/9 there was no such change from the plan over this service. However, on the day, the late running 1727 Plymouth to Leeds service was switched from its usual platform (P5) to P4 and that, I think, was when there was a movement of people. Maybe the thinking was that it could have been slotted into P6 after the Mayflower had left, which it could, and that would not have involved passengers needing to change platforms. But Control decided otherwise.

All I'm trying to explain, rather than get into an argument with anyone, is that as far as I can see neither steam charter delayed anything at St Davids. What did happen is that a late running service for a different reason was re-platformed. If the announcement attributed that change to one of the charters then for good PR that may have been a good idea but was not strictly correct, in my view.
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The Plymouth was showing on the boards as the following train on 6 when we arrived, and was subsequently replatformed when it became clear watering wouldn't be finished in time for it, so was advertised there for a good length of time and changed at fairly short notice.

So to be fair to the station staff the charter might not have been the reason for the original platform alterations, but it probably was for the subsequent one

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