Discussion in 'What's Going On' started by LMarsh1987, May 23, 2018.
View attachment 38759
Its been a good trip so far despite signalling problems before Starcross.
I did wonder what made the HST set run slowly up the line towards Starcross just prior to The Duchy coming down
A few of shots of 34052 at Cockwood with today's Royal Duchy
My video of The Royal Duchy with 34046 Braunton taken in poor light climbing Hemerdon through Chaddle Woods. Rail head conditions were probably not great and I heard a slip near the top of the climb.
It did indeed slip, but well recovered,
minimum of 7.9 mph as confirmed by shireman.
Thanks to IoS and support staff, RTC staff, WCR crews, for what turned out to be probably my highlight of the year so far, they all "got it right".
What location is this ? ...I live in Canada , hence don t recognise it ....thanks ........
About 240m40ch, the signal visible in the going away shot is P73R, the up distant signal for Hemerdon Loop.
Hemerdon GF is 239m13ch and Tavistock Jn is 242m69ch, so about half way up Hemerdon Bank.
It's nice to see somewhere different to the two overbridges on Hemerdon Bank. It looks like 34046 was going well.
I think the question was actually about the images by @AnthonyTrains2017 not Hemerdon.
So the picture puzzle comes to What's Going On!
Sorry, my misunderstanding when dipping into the thread.
The pictures in question viewed across sidings are at the site of Silk Mill LC at the country end of Fairwater Yard.
( An easy location with nearby car parking and photographing through the upright bars of paling gates.)
Thanks Neil , yes it was Silk Mill images I asked the question about , but appreciate the info on Hemerdon as well , I would have had questions about that too ...e mail recd ...ta
Fair water yard between Taunton and Norton Fitzwarren. Needed me steps as fence quite high.
As on many tours, there were some fine moments but it could never compare with the Cornishman which was my last steam run on the route. Braunton seems to run freely but is a bit light on her feet for the banks. I was at the back of the train for the return and couldn't hear the loco but assumed that conditions were difficult on Hemerdon. The top of the climb has been captured at 1m 46s here:
PS Can anybody explain why YouTube time setting does not work on NP?
After a fraught afternoon and night getting back from Newcastle after Saturday's Talisman, we made it to Bristol for a bit of:
Bank bashing on the final Royal Duchy of 2018
Outward we were in Coach 7; on the return in Coach 3. Again we were on the sea wall not milepost side. The metal litter bin in the middle vestibule made for a passable seat for mileposting!!!
The outward journey
A decent start: mp164 at 40; Silk Mills at 43; Victory LC at 50; speed held at 50 over the almost 2 miles of 1in203/338/202. Crossed Bradford-on-Tone LC still doing 50; onto the steepening gradients then. End of 1 1/2 miles of 1 in 174, 48; maximum on the short 1 in 667/170 through Wellington,53, the speed taken onto the serious gradients of the bank. Our speeds were: end of the mile of 1 in 90, 45.6; end of the 3/4 mile of 1in86, 41.3; Tunnel 3/4 mile of 1in80, 39.2; couple of slips in the tunnel so summit, mp174, only passed at 39.3; mp174 1/4 at 46.5.
Noted at EXD that the Penzance and Plymouth GWR Services were cancelled so we had a clear road to Plymouth. Track circuit failure near Sig. DM198 spoiled the Exminster Challenge.
Newton Abbot Station, 58; Aller, 62, a decent speed to take onto the reverse curves towards Stoneycombe Quarry and onwards to Dainton Tunnel.
Start of first 1/4 mile+ of I in 98 at mp215 3/4, 59+; end of 1/2 mile of 1 in 57, mp216 1/4, 48; after the short 1 in 46/56, 43.8; end the 1/4 mile section of 1 in 56/41, mp217 1/4, 37.1; end of 3/4 mile with short sections of 1 in 41/49/36/44; mp217 3/4, 27.9; into Dainton Tunnel, 27.8. A decent climb in 4m 30.8s from NTA.
All greens to Totnes. Through station at 62; start of the bank, mp223, 60.3; end of first 3/4 miles of 1 in 66 to mp223 1/2, 34; end of 1/4mi of 1 in 71, 50.6 after a small slip; end of 1/2 mile+ of 1 in 47, 39.4; end of 1/2 mile of 1 in 50/56/47/57 to mp225, 31 after a slip; 1/2 mile of 1 in 52 to Tigley, mp225 3/4, 22.5; end 1/4 mile of 1in52/74, mp226, 24.4; end of easing gradient, 3/4 mile of 1in90, mp226 3/4, 29.6; final 1/2 mile mostly of 1 in 95 but with a short kick up to 1 in 65 to mp227, 28.2. So much better than the climb of the 2nd.
'Across the top'
After 3/4 mile of 1in200/131, Marley Tunnel in at 34.7; various gradients averaging 1in400 to mp230, 48.5; mile and a half+, average 1in220+ to mp231, 46; 3/4 miles 1in129/199/117/175/470 to Wrangaton, 43.2.
Cornwall Westbound; the Short Banks
Climbed away from Wivelscombe Tunnel at 58; end of mile at 1in144, mp255 3/4, 49. Onto 1/4 mile of 1in97, mp256 1/4ish through St. Germans, end of 1/2 mile of 1in215, 47; steepening grades then. End of 1/2 mile of 1in78, mp257 1/4, 43.4; end of 3/4 mile at 1in68, 40.3; summit on short 1in106/level, 39.9.
Through the station on the 1in80 at 60; start of 1/2 mile of 1in90 57, end 54; start of mile+ of 1in74, 54; midway, Treviddo Viaduct, 50; end of climb, mp263 1/4, after short 1in74/level, 45.
Liskeard 60; Moorswater Viaduct 60; end of 1/2 mile of 1in61, 52.4; end of next 1/2 mile of 1in74, 51; end of 1/4 of 1in58, 43.8; end 1/4 mile of 1in857/68, 48.9 into Sperritt Tunnel; Doublebois Summit after short 1in53, 46.
Lostwithiel on level, 47; up half a mile of 1in118, end, 46; up 1/2 mile mainly 1in57/72, end, 42.3; up 1/2 mile over Milltown Viaduct, end, 43; then final 1/2 mile of 1in64/85 into Treverrin Tunnel, in at 39.8. slipped just inside tunnel.
The all important lunch
We had lunch at the Rashleigh Arms in Charlestown with Andy of "andalfi" fame. I opted for a couple of pints of the excellent Proper Job and then an equally excellent pint of Betty Stogs when the barrel of PJ played up. While the other 3 around our table had the Carvery I went for a repeat of the 'seafood option'; fresh local Mussels followed by a fresh local dressed crab. Excellent. Mrs S and I had a large dish of local creamy ice cream for dessert then went for a walk around the harbour to walk some of it off!!
The return journey
The climb to Treverrin Tunnel
Back at Par the train was in the platform at Par with lots of the black stuff in the tender. Same crew as far as Exeter. Less than 1/2 mile out of Par we met the close to mile of 1 in 84 at 20; end of the mile of 1 in 109, 23; up the mile of 1 in 62 into Treverrin Tunnel, 20.6.
Onwards to Doublebois and Sperritt
Through Lostwithiel on the level at 46; and after a mile of level/1 in 160, 47 onto the 10 mile climb to Doublebois. Up the 1 1/4 mile of 1 in 389/short bit of 1 in 71 into Brownqueen Tunnel at 47 and as on the 2nd, we hit a max of 50 just after on the short 1 in 142 down. Superb sound from up front, we were now 3rd coach. Up the 1/2 mile of 1in65 through Bodmin Parkway, mp274, 44 onto the four miles of I in 80/69/58/68/58/70 with a respectable minimum of 33.7(25.2 on the 2nd). The grade eased and up we accelerated up the mile and a half of 1 in 90 to 41(2nd 30) at Doublebois Summit; then after 1/4 mile of 1in66/162 into Sperritt Tunnel at almost 54(39). A big improvement on the run of the 2nd.
The mighty Hemerdon
No coal issues this week though the smoke had an orange/brown sulphurous look to it as it billowed out of the chimney as Braunton was watered in Plymouth. A well controlled departure led to the regulation crossing of Plympton River Bridge at 60. We left the 1/2 mile of 1in41 at mp241 1/2 at 54. At the end of the next 1/2 mile of 1in47 we passed mp240 3/4 at 43. Then it's onto the mile+ of 1in42 where speed dropped quite rapidly. Half way in it was 30 and we passed mp240 at 23.8. The evening was misty and the air damp. A little after mp239 3/4 speed had fallen to 14.7. As the gradient post that showed a change to 1in51 came into view, speed had dropped further to 9.6 and Braunton slipped on the damp rails. The GPS showed a minimum speed of 7.9 before she found her feet again and we recovered to pass mp239 1/2 at just under 10 before we accelerated to 22.5 over the 1in630 as we passed Hemerdon Ground Frame. An excellent bit of driving by Andy not to slip again as such a slow speed on the steep grade.
The most difficult direction due to the final 1/2 mile or so on severe reverse curves over the steepest gradients of the climb. We roared through Totnes at 61 but lost a bit of speed on the level and hit the lower slopes at mp221 at 52. Over the next mile of mixed gradients, short sections being as steep as 1in86/78 and 1in76, we hit the serious part of the climb at 52.5. It was very noisy as Braunton attacked the 1/4 mile of varying gradients, 1in86/206/76, to blast past mp219 at 49. Then it's onto the final mile+ over tight reverse curves to the tunnel. Over the 1/4 mile of 1in55 speed fell to 42; then over the next quarter of 1in65/38 to 36. Onto the last 1/2 mile and gradients of 1in38 then 1in43/37 to pass mp218 at 30 before we entered the tunnel on the 1in130 at 28.
For those interested, on 17th June, Clan Line with 10 on passed mp221 at 33; mp220 at 57; mp219 at 51.2 and entered the tunnel at 32.1.
The finale: Whiteball Eastbound
As it was dark I used mp194 outside Exeter Panel as the reference point for the odometer on my GPS to 'do' the 1/4 miles to Whiteball. Ray Poole was a happy man as this time he got the chance to drive Braunton to Taunton over Whiteball. We all know Ray and his ability to get the best out of locomotives over banks so we were really looking forward to the climb. His fireman was the excellent Chris Birmingham so steam wouldn't be a problem. How did we do?
Over Red Cow Crossing on the 1in515 at 17; alongside Riverside Yard past mp193 on the 1in300 at 35 and blasting past Cowley Bridge at 40 on the 1in620 was a good indicator of what was to come. The 1in620 went on for another mile and a half to mp191 which we roared past at 55. On the 3/4 mile 1in217 speed rose to 60 at Stoke Canon LC.
We left the section at 60 and as the grade eased for the short 3/4 miles of 1in625d/274d/500d, Braunton accelerated her train to take 65 onto the 3/4 mile of 1in343, left at 67. Speed held over the next 1/2 mile of 1in 435 and the 1 1/4 miles of 1in243/219. There's a bit of a respite over 3/4 of a mile at 1in313d/534d/level to Hele and Bradnich LC, crossed at an excellent 70. All the makings of a seriously good climb were there. We left the next mile of 1in523 at 71; 1/2 mile of 1in824 at 71; and past mp183 after 1/2 mile of 1in333 at 72. There was no rise in speed but a slight fall to 71 over the 1/2 mile of 1in279d/level, and we were still roaring along at 71 as we passed mp182 after 1/2 mile of 1in316. The next 1/4 mile is a level bit and we got back to 72 as we passed the old Cullompton Station on the 1/2 mile of 1in284.
A lot of effort from Chris already and there was almost 7 1/2 miles to go to the summit. The gradients steepened to 1in155 for 1 1/2 miles and our speed dipped under 70 as we left the section at 68. It was very noisy up front as Ray used the 3/4 miles of level/324d to blast through Tiverton Junction at 70 and over the 1/2 mile of 1in207d/746 got to 74.5 as we hit the mile of 1in216. We left that at 74 and held 73 over the half mile of 1in405 through Tiverton Parkway. We held 74 over the next 3/4 mile at 1in242 and the 1/4 mile of 1in162 that took us onto the steepest section of the climb, the 2 1/4 miles at 1in115. 1/2 a mile in we shot past mp176 still at 74 and only dipped to 69 as we passed mp175 at Burlescombe. The gradient eased to 1in212 to mp174 1/4 under the trestle bridge, passed at 66.7 and we picked up a little to 67.6 as we passed the summit at a clearly visible mp174. We charged down the short 1in203 but only got to 69 as we dived down into Whiteball Tunnel. An excellent climb and one that would have produced excellent filming opportunities had it been daylight.
A very good 20m 47.8s for the almost 20 miles to Whiteball Summit from the standing start at EXD.
So a much better day with Braunton. Early all day. She definitely had a lot of her 'sparkle' back. At Plymouth Station Andy said he didn't push her over Whiteball Westbound with a cold fire as the boiler didn't produce the much needed superheated steam until they were above Bradford-on-Tone. Dainton was climbed on 45% cut off and the much respected and difficult Rattery Bank on 50%.
The performance in Cornwall was good on the outward journey and excellent on the return through Bodmin Parkway to Doublebois. Hemerdon had it's 'moment' on the damp rails but Andy recovered the train well on full forward gear and regulator with sanders full on and got us over the summit. Good climb of Dainton Eastbound finished Andy and Dave's serious work for the day.
Ray almost got Braunton into Whiteball Tunnel at 70 after a seriously noisy climb. This put it in the upper echelon for a Class 7 with load 9. Interestingly until the now familiar series of RTC Royal Duchys in 2012, there was a load restrictions of 8 coaches behind Class 7 locomotives over the South Devon bank and 70 into Whiteball Tunnel was a rarity then.
Many thanks to LSL for the use of their engine. Braunton looked really good and provided a performance to match all day. The support crew were excellent all day and got plenty of exercise rolling out the water hoses at every opportunity!! As with big sister Clan Line on the first TBE of the year, the eastbound climb of Whiteball will stay in the memory for a long time.
Again thanks to Nigel for keeping faith with the Royal Duchy; to Andy and Danny for the Taunton-Par-Exeter turn and to Ray and Chris for the short hop from EXD-'Fairwater Yard'; to WCR for arranging the train and providing the coaching stock and 47760; and to Network Rail for letting us onto the big railway. Fortunately the track circuit failure was around the estuary, nowhere near the banks.
One more bash over the banks with 60009 to look forward to in December. There's £20 off this one. No doubt someone who was on the train can provide the code as we didn't pick up a flyer as we're already book on it.
Hope we get a season of Royal Duchys in 2019.
Danny Davin was the Fireman TAU - PAR. Chris Birmingham PAR - TAU. Both lads did an excellent job, as usual. Altogether a much happier trip than 2nd, but who knows why. Same loco, same train, different day. Mojo certainly recovered. Many thanks to Tom, Michael and the SLS boys for all their efforts. Glad we could finish the RD season on a flourish.
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