The English Riviera Express: 16/06/19

A friend sent me an image yesterday of Braunton pulling away from Goodrington which I noticed was unassisted by diesel unlike No 9 the previous week.
Anyone know why one can "go on its own" (apart from Ian telling us it is because it is a Bulleid, although I would agree) and the other not with what appeared to be identical loads. Especially as rain was far more likely on Sunday than the previous week.

 

I missed getting 34046 climbing up Goodrington bank due to all the dead people driving around Torbay, but on the return the engine was being brought up to speed pretty well at Britannia Crossing and, despite wet rails, came into Churston on time and at a respectable speed (the latter is not included in my record of the run but will appear on Unseen Steam today).

 

Many people on the train were quite surprised at the speed in which it went through Goodrington and the climb was completed very well. Braunton is no stranger down here, so guess crewe familiarity was a big factor here. A4's don't have a good record down there either!

 

Different TOC, one was prepared to risk it and the other wasn’t

 

Well, regarding Bulleid's, many will remember Tangmere on the Torbay.

 

I would have thought this is not a TOC call but the P&DSR as it will be their services that are impacted if it all goes wrong and it is of course their railway. Also on the Clan Line discussion last week when I thought I had heard that the loco was only driven by DBC drivers I was informed that visiting locos are driven by P&DSR drivers once on their metals.

 

Correct about DBC drivers on the mainline but on the PDR it was never suggested that it would be anyone but their drivers. A delayed train on the PDR would have consequences for pathing on the mainline

 

Correct, this is a local call - nothing to do with TOCs.

 

As no-one has posted anything of consequence about the first English Riviera Express of the year:

English Riviera Express 16/6/19

What a grim June it's been. Sunday was no exception. A grey and breezy morning in Bristol as I watched one of LSL's Class 47s pull Saphos' 11 coach train down to Bristol West Jn. Just below Barton Hill Depot Braunton was waiting to run through the station and down to the junction to attach to the front. I was looking forward to a day out with the Brit but after Braunton's performance on the 4th May's Welsh Marches Express the West Country was a decent substitute. I thought 34046 looked good unlined. We were in Coach D, the Mk1 FO, 5 back, milepost side. An open toplight was the order of the day as the couple opposite wanted to hear the locomotive working. We left a minute or so late and made a decent slip free getaway reaching 30 by North Somerset Jn with Steve Mathews in charge. We just about hit the 40 mark as we dived into St Anne's Park Tunnel so hit the first target of the day.

The West Country accelerated nicely and it was nice to hear the chatter from up front. Our speed was up to 54 by Keynsham; 57 through Saltford Tunnel and 60 close to mp11 1/4, 8 miles out. Our speed held at 60 through Twerton Long and Short Tunnels, the latter close to mp109, just about 2 miles before Bath Spa before Steve braked for our first pickup. We left RT and headed off towards Bathampton Jn to cross onto the line through Freshford to Westbury. Nice sounds from up front but worrying dark grey smoke dropping past the train. We crossed the junction at 34 and Steve had 34046 up to 53 as we shot under Dundas Aqueduct. A nice run up to Freshford, 53, same speed through Avoncliff Halt, before the brakes came on for our Bradford-on-Avon pickup. First time we'd been on a train that picked up there rather than Trowbridge.

Nice departure out of the station and into the tunnel at 15. 34046 lost her feet briefly but Steve recovered the slip well. Our max was 45 on the run to Westbury but that was all that was needed for a right time arrival. We left more or less RT and turned right across the junction to access the line to Castle Cary with some nice chatter from up front accompanied by grey dusty looking smoke from the chimney. We passed Fairwood Jn at 41 and Steve gently accelerated Braunton up the 3/4 mile of 1in226, left at 44.5. after a mixed half mile of 1in157/374 left at 45, we hit the 2 miles of 1in151 to Clink Road Jn. Speed held around 43 up to a mile in before the brakes came on as we left the mainline and drifted around the loop for our pickup at Frome.

The timings were good and we weren't checked before rejoining the mainline at Blatchbridge Jn at 35. Despite a decent bit of noise up front, speed didn't increase on the half mile of level track to mp117 but then things got noisier and our speed increased to 44 as we hit the 1/2 mile of 1in116 to the site of the old Woodlands Box, passed at 42.4. Over the next mile mostly on the level, speed only rose to 45. We're used to a charge up the bank to Brewham but on this day Braunton wasn't performing as we'd hoped. Andy Taylor refers to 34046 as an unpredictable locomotive and we began to wonder if this was going to be one of its more ordinary days.

Up the 3/4 mile of 1in409 speed held around 42 and then as we passed East Somerset Jn on the 3/4 mile of 1in112, speed rose to just over 45. Still nothing special. On gentle grades we hit the final 3/4 mile to the summit at Brewham at 47, but speed fell back to 43.3 at the summit itself. Again with dusty smoke passing our coach we ran down to Bruton, expecting to hit at least 70. We got close with a max of 68.4 before running through the station at 66. Generally the Torbay Expresses run down to Castle Cary in the mid to high 70s but Braunton didn't get to 70 until we passed the site of the old Arford Halt, pointed out by a really nice couple we were sharing our table with. They were locals to the area and gave us an excellent commentary of where we actually were geographically as well as helping me spot the elusive mileposts.

At last on the 364d/level few miles speed rose to 73 at the bottom of the 2 miles of 1in330. We passed the site of the former Keinton Mandeville Station close to mp120, a mile in, at 72 but speed did fall off to 68 over the final 3/4 mile. Nice chatter from up front. Down the mostly 1in264 towards Somerton in the low 70s before we hit our 75 max at mp124 1/4, on the level. Then it's 2 miles mostly at 1in264 and we did hear more from Braunton as speed only fell slowly to 70 at Somerton GF. Down the 1in264 we entered Somerton Tunnel at 70 and a mile after we left it we bowled along nicely at 75 and a bit. After Langport our speed drifted down to 70/1 with a fall to 67 after 3/4 mile of 1in330 to Holly Moor Crossing. Athelney LC was crossed at 70 and the mile of 1in330 saw it drop to 67. Quite effortless and not much noise 5 back. It seemed as if Steve let Braunton cruise across the level to Cogload Jn, 69.3, and then down to mp160, passed at 65, before gently braking to come to a stand in Taunton 8 minutes early.

From the restart at Frome it took us 3m 9.25s to regain the mainline at Blatchbridge Jn. Speed there was 35. The mainline 41 1/2 miles took us 41m 31.7s. Not up to the standard of the sparkling runs we've got used to in the last few years with the big Class 8s Clan Line, Tornado and No.9 with 12, but not bad by any means for a Class 7 with 11. The weight of the Saphos set is close to 400 tons with a Mk1 FO replacing a lighter Mk2.

Down to the front to have a chat with Steve and find out who else was on the footplate. Asked about the coal and thoughts were it was OK but not the usual high standard we've gotten used to. Steve's young fireman was James Cooper, who joined LSL from DB. Sean Levell was the TI. The fire looked OK so hopefully all would be well on Whiteball.

Away on time but not the usual expected pickup. We crossed Silk Mill at 41 and were only up to 48.5 at mp166, Victory LC. Not that much sound drifting back on the 3/4 mile of 1in203, left at 48.3. the easier 3/4 mile to Bradford-on-Tone LC saw speed rise to 49.3. a short slip at mp167 3/4 lost us a couple of miles an hour and up the mile+ of 1in174 our speed fell worryingly to 45. Lost nothing to the 1/2 mile of 1in170 but on the 1/2 mile of level track through Wellington we make virtually nothing up. The aim is to hit 60 or close to it here. Again thin dusty smoke drifting past and a few concerns as on the 1/2 mile of 1in288/133 we were down to 43 as we hit the mile of 1in90. There was to be no recovery and little in the way of the usual loud chatter heard from the West Country.

We came off the 1in90 onto the steepening 3/4 mile of 1in86 at 31 and only took 28 onto the final 3/4 mile of 1in80. Bit more sound drifted back but ever falling speed to enter the tunnel at 24.8 with a slip just inside. The gradient eases to 1in127 in the tunnel and the engine note changed as we left it at 30 and picked up to 34.8 over the 1/4 mile of 1in203 to the summit at mp174. One of the slowest climbs of Whiteball we've done. Once 'over the top' Steve worked the little locomotive harder or so it felt and down the 2 miles+ of 1in115 speed rose to 71. Down the mile+ of 1in242 we just hit 75 through Tiverton Parkway station and then drifted down to Cullompton in the low 70s. Not the usual rapid descent but close to 70 across Hele and Bradnich LC. Then speed picked up to 75 at mp188 and was held there to just past Stoke Canon before gently braking for Cowley Bridge Jn,52, and Exeter Approach.

We rattled through the station at 31.6 RT and set off for the sea wall. We didn't think the Exminster Challenge would be met, and so it proved as we passed mp198 3/4 at only 65.6. For a Class 7 with 11, 70 should have been doable, if not 75. On the level speed picked up to 68 through Starcross and was allowed to fall slowly to 56 by the Warren. We drifted through Dawlish at 55 and Teignmouth at 58. We slowed for the curve at Newton Abbot and drifted through the station at only 19.5. Got a bit noisier as Steve accelerated the West Country up the 3/4 mile of 1in502/247/259 to pass Aller, mp215 1/4, at 37.5; and on the last 1/4 mile on the level to 38.6. Then the climb through Kingskerswell to Torre begins. Up the first half mile of 1in152 speed only fell back to 37. Then there's the small matter of 2 1/4 mile of 1in110 to contend with. No chance of the high 30s today and 1/2 mile in we passed through the old long excursion platform at Kingskerswell at 34.9. By mp217 speed had fallen to 32.3 with a minimum of 28.9 just after a slip in the cutting just before mp218, the summit. Not as bad as we feared it might be. We drifted down to Torquay and noticed a landslip just east of the station and a T Board for a TSR. Missed the speed but we'd find out on the return!!

Just past mp220 1/4 that we passed at 36.3, there's a gradient post to announce the 1/4 mile at 1in56. Dubious this as all locomotives have little trouble with the steep grade. We passed the end of it at mp220 3/4 at 35 with a minimum of 32 at mp221 atop the short 1in418. We drifted down into Paignton to arrive 2 down.

After the usual smart changeover to the PDSR crew, the distinctive Bulleid whistle sounded and we set off to climb Churston Bank with some trepidation. On the level to Goodrington Sands speed had risen to 28.6, and it fell to 27.5 on contact with the start of the almost mile and a half of 1in71 at mp222 3/4. We'd soon know how good the coal was. The PDSR crews are seriously competent with the mainline trains and this run was no exception, far from it. Nice chatter from the front as 34046 surged up the bank. We passed mp223 3/4 at an excellent 23.3; on the lesser 1/2 mile of 1in93 across Broadsands viaduct speed picked up to 24.9 at 224 1/4 to take onto the 3/4 mile+ 1in60. We crossed Hooks Hill viaduct with the lovely old oval 1/2 mp at 22; then mp223 3/4 at 17.8 before 34046 was eased for the 10mph into Churston, mp225 passed at 10.3. An excellent climb. All downhill then through Greenway Tunnel and alongside the Dart over Britannia Crossing then on down to Kingswear Station.

Bit of a disappointing lunch at a busy Royal Castle. There was a Naval Event of some sort on. Might just have been because it was Father's Day as there were families about. The Otter Amber was good but the mussels weren't served in a tureen so weren't piping hot and didn't seem as fresh as usual. My sea bass and John's plaice were OK but not as good as we've had in the past so we didn't stay long but wandered up for a coffee at the Dart Marina and put the world to rights before taking the Higher Ferry and walking alongside the railway back to Kingswear. We got a close up look at 75014 on the 1510 to Paignton. At the station we weren't impressed with the ice cream we bought in the buffet. Wondered where the cream was in a so called clotted cream cone. Ah for the old days when there was a local farm supplier when clotted cream ice cream was a lovely vanilla cone with a dollop of clotted cream in true Devon Style.

Braunton came back from Paignton rather late but was ready for a prompt departure after the 1645 service train's arrival. A good pickup saw us cross Britannia LC at 28 ish. The almost mile and a half of 1in66 starts just after. We met it at 28.7; passed mp227 at 24, and entered the tunnel at 19.6. We slipped once inside but recovered to 22 at mp226. It's mostly a mile of 1in75 to the summit at mp225 3/4, passed at 21. Again, excellent enginemanship from the DSR crew who wouldn't have seen 34046 for quite a while. There was a delay on NR metals allowing us into Paignton Station, possibly caused by the crossing gates not lowering, or maybe a ground frame issue.

Our crew from Paignton was DB Driver Vince Henderson; LSL Fireman Ian Walker and DB TI Geoff Ewans. The usual crowd in the blustery evening watched us leave Paignton over 10 down to attack the climb to Torquay Approach and onward to the summit above Torre. We made a steady start and with little apparent effort 34046 accelerated up the 1in91 from 25 at mp221 1/2, to 30.9 at mp220 3/4. Down the 1in56 towards Torquay and we think Vince took note of the TSR east of the station a little late as a sharp brake application caused the TPWS to kick in fully. We stopped for the obligatory minute + before he could release the brakes. We saw Trouble with a capital T after we drifted through the station to be faced with a 10 mph TSR right at the foot of the mile of 1in56!! Gently does it and Vince managed to climb the mile without a slip. We passed the T Board just past mp219 1/2 at 8.4 and steadily got to 13.4 at the foot of the 3/4 mile of 1in73 to the summit. Nothing dramatic, just a steady slip free climb to crest the summit at 15.3 after a short slip.

Drama over and a decent pick up from to 31.6 at mp218. Not sure what the line speed is to Aller but we rarely exceed much over 50. There was a gentle brake application as we passed Kingskerswell Station at 49 and a further application at mp216, passed at 46.7. We drifted past Aller, mp215 1/4, at 38 and ran through Newton Abbot at the same speed. Once we'd crossed the river speed picked up noisily on a few miles of downgrade/level track to reach 59.4 at mp211 1/4. Speed stayed around 60 until a bit of braking around the curves toward Teignmouth, passed 54.5. we got back up to 58 as we dived into Parson's Tunnel and drifted through the tunnels and Dawlish Station in the mid fifties. As soon as we'd cleared the sea wall area speed rose back to 60 by mp205 1/2 and 62 past mp214 1/2 on Dawlish Warren Station. Nice and noisy even 7 back as we passed mp212 1/2 on Starcross Station at 72.3. Running under greens we passed Exminster at 73.4 and held 72/3 mp196 1/2, St Thomas approach. We drifted down to St Davids and passed mp194 at 33.3 and the station at 31. So what would Whiteball bring this time? Was the coal up to a fast climb? Read on...

There wasn't the usual rapid pickup as we only crossed Red Cow at 32. Hmmm. A bit more sound from upfront as we hit the gentle 2 miles at 1in620 at 42, but we hardly blasted past Cowley Bridge Jn, only at 45, well below what we've come to expect. Things improved somewhat after and we passed mp192 at just over 50; then came off the section at mp191 at 57.8. Only 60 over Stoke Canon LC but then, up the 3 miles of 1in300 average, there was a serious change in the response from Braunton and we got to 66.6 as the grade eased to 313d at mp186 1/4. We crossed Hele and Bradnich LC at 70.6; Class 8s with 12 are usually closer to 75 at this point. For a Class 7 with 11 this was becoming seriously interesting.

The next 3 1/2 miles rose gently at 1in523. We left it at 71.8. On the 1in824 speed rose a little to 72.5; then to 74 on the short level bit. We came off onto the 1/2 mile of 1in316 at mp182 at a creditable 73.7. On the 1/2 mile of 1in284 we passed through Cullompton at 73.5 and things got noisier as we hit the mile and a half of 1in155. In the middle of the section we passed mp 180 3/4 at 70.8 and left it at mp180 at 68.4. In the dip at Tiverton Junction we got back to 70 ish and then we accelerated up the short 1in746 to 73. Now rather noisy upfront, speed only fell to 71.3 over the mile of 1in216 and picked back up to 72.9 on the 1in405 through Tiverton Parkway Station. Up the 3/4 of a mile at 1in242 speed only fell to 70.6, a speed held up the quarter at 1in162 onto the final 2 miles+ to mp174 1/4.

The bank started to bite despite the best efforts of the fireman, but 34046 was doing well to pass mp176 at 67.4. The next mile it took its toll and we passed mp175 at 61.6. So no 60 at the summit. We left the 1in115 at mp174 1/4 under the trestle bridge at 57.6, and used the lesser quarter of 1in212 to pass the summit at mp174 at a decent 58.5. We just got past 60 and dived into the tunnel at 60.6, exactly 10 mph less that Clan Line on a remarkable 12 coach Torbay Express just over a year ago. Very good climb for a West Country and 11; 19m 31s from mp194.

Wandered upfront at Taunton to congratulate Vince and Ian on a fine climb. They were happy with the coal though it was a bit dusty. Next to come hopefully was a good run to Somerton and then the climb to Brewham Summit. RTT showed the Newquay-Paddington due at 1915 and when we left the station at 1914 we thought we'd be held in the loop until it passed us. But no, and we passed East Jn at 50 accelerating rapidly. On the level and slight downgrades we crossed Cogload Jn at a rapid 69.2 and passed mp137 on the level at 73. 34046 ran well on the level and down the 1in330 and we ran over Athelney LC at 73. Our speed held on the undulating bit and we took 73.7 onto the 4 miles+ of mostly 1in264 to Somerton Tunnel. A mile in we crossed Langport Viaduct at 70.5; passed mp129 at 69; Long Sutton, mp128 at 67 and with a fair old racket up front we dived into the tunnel at a very good 65.2; a run almost equivalent to 35028 with 12 last year.

Over 3 miles+ of level/down grade, our speed rose to 73 by mp120, just past Keinton Mandeville. After mp118, passed at 68.5, the line climbs for a mile and a quarter at 1in264 where speed fell to 65.1. The gradient eased a little to 1in330 for a mile, left at 63.2; and then on the level we passed through Castle Cary at 63.9. The 1/2 mile of 1in143 that followed did nothing to affect our speed. We hit the 3/4 mile of 1in358 at 63.2 but the day started to take its toll and we lost 5 mph on the section. Then we met the steeper close to a mile of 1in98 at 59.2 and left it at 53.4. On the mile long level we passed through Bruton Station at 54 and left the level section, mp125 3/4, at 55.2. there are fluctuating gradients on the remainder of Brewham Bank. We took 55 onto the 3/4 mile of 1in93 and left the section at 51. We lost little to the half mile of 1in140/level to attack the 3/4 of a mile at 1in98 at 50.3. We left this section at 45.5 and picked up nothing on a 1/4 mile of level track to hit the steepest part of the climb, the 1/2 mile+ of 1in81 at 45.4. Bit of a slog then to the summit under a road bridge, passed at 38.7.

As we were setting down passengers at Frome there was no real chance to do any high speed running down the grades to Blatchbridge Jn but Vince did as well as he could. We passed East Somerset Jn at 63 on the 112d and then hit a max of 70 as we passed mp119 1/2 on the 409d. I saw an amber signal about half a mile away and Vince duly braked and we slowly drifted down to Blatchbridge. The reason we found on RTT - there was a 24 late Weymouth-Temple Meads service that hadn't cleared the section. Oh joy, a Bristol stopper right in front of us. Not even time from Taunton to Frome, elapsed time was 45m 9s. We left Frome 7 late ourselves and Vince charged out onto the mainline and we sprinted to 58 on the long 1in115d as we passed mp113 but then he let 34046 coast down to Fairwood Jn in the low 20s and we arrived at Westbury at 2004.

Another year and another late Weymouth-Temple Meads, dep. 2000, and Portsmouth-Newport service, dep. 2002 to follow after our Westbury set down. We left at 2007 and there are long signal blocks all the way down to Bathampton Jn. With that in mind surely the signalling centre could have let us set down passengers at Bradford-on-Avon? No so they had to detrain there and wait for the 2022 Waterloo-Temple Meads service. Surprisingly not a slow restart and up to 40 by Hawkeridge Jn. We accelerated downgrade to almost 60 across Yarnbrook viaduct before braking for the curve into Trowbridge, passed at 37. Then we were held at Bradford Jn for 8 minutes and again for just over a minute just outside Bradford-on-Avon. Bit ironic that. We got away smartly and blasted through the station at 49; Avoncliff Halt at 56.5; Freshford at 57; passed the old branch line Limpley Stoke Station at 59.2 then braked quite hard as we descended towards Dundas Aqueduct that now has a permanent 40/60 under it. We were down to 28 and then drifted down the bank towards Bathampton Jn in the high 30s.

A check on RTT showed a PAD-EXD service running 10 late approaching Bathampton Jn, so we expected to be held for that. What a surprise as the signalling centre allowed us across the junction. We could see the IET at the junction signal. Shame. Onward to Bath Spa for our set down. We wondered what state the fire was in and if the 75 mph maximum between Bath and Bristol would be achievable. Vince made a steady start and we passed through Oldfield Park at 45. Then the fireworks started and 34046 charged down the 1in1320. We left Twerton Short Tunnel at 54.9 and reached 59 at the end of the section, mp109 1/2. Then on the level things really did get noisy and on the 1 3/4 miles on the level our speed rose to 69. Back with the help of the 1in1320 down, we shot into Saltford Tunnel at 70, and a mile or so further on near mp113 34046 hit 74.5.

1/4 of a mile further on we hit 75 and flashed through Keynsham at 76.5. Our maximum speed was just on 77 around mp114 1/2. An excellent effort indeed. Vince braked in sight of Foxes Wood Tunnel that we entered at 61. We left it at 48 and ran through the shorter St Anne's Park Tunnel at 45. For once we had a straight run into Platform 8 where we arrived at 2101, 6 late. The elapsed time from Bath Spa to P8 at the Meads was 16m 15.04s. Some run!

Not many familiar faces on Saphos Trains but it was good to meet up with our journalist friend Dan again. Always enjoy the chance to put the railway world to rights with Dan! He has very good contacts and found out on Monday that the Brit had suffered a superheater failure and was unable to come down for the series of trains to Kingswear and Weymouth. Braunton is a more than able substitute.

Many thanks:

to Saphos Trains for running the train. Their stock is second to none and their onboard staff very helpful and friendly. We enjoyed travelling in the Mk1 FO without hissing doors; but to be honest we didn't hear that much noise even with the toplights wide open!;

to LSL for the provision of the excellent 34046. Obviously the West Country wasn't the first choice locomotive as it was in the middle of a full repaint, hence the lack of lining out. Apart from the westbound climb of Whiteball the little locomotive had a very good day;

to DB for their drivers and one of the TIs;

and to Network Rail for letting us onto their big railway and for the very good train regulation on the day at both Taunton, and Bathampton Jn. Nice to see a Charter Train treated on an equal basis for once.

A good day out but we're biased as we love the route. It was a pity it was cool and windy in Dartmouth but it is almost Midsummer's Day!!

 

An excellent report 1020 Shireman. Thanks for taking the time to post. <BJ>

 

Its always interesting to compare a Class 7 with load 11 with their bigger and more powerful Class 8 brethren with load 12 on the same routes. On Sunday, the Taunton-Somerton Tunnel section was an excellent bit of running with 34046, so I looked back to the last time I did 35028 on the Torbay Express, 6th June 2018, a seriously exceptional day. 34046 was as good as it seemed on the day.

6/6/18 35028: Cogload Jn 64.2; Athelney 73.3; Langport Viaduct 70; Somerton Tunnel 64. Time from Taunton 16m 50.6s

16/6/19 34046: Cogload Jn 69.2; Athelney 73.9; Langport Viaduct 70.5; Somerton Tunnel 65.2. Time from Taunton 16m 50.2s