First foray into Cornwall

Ihave received from my correspondent Bill Long details of the ‘Royal Duchy’ of August 7 which, as mentioned in SR458, Duchess of Sutherland had been drafted in to haul from Taunton to Par. The load was nine coaches, 334 tons tare, 355 tons gross. Starting ‘cold’ out of Taunton, No. 46233 worked up to 62½mph at Wellington where the serious climbing begins. Speed fell steadily up the successive 1-in-90/86/80 gradients to 50½mph entering Whiteball Tunnel, whereupon the locomotive slipped on the 1-in-127, emerging at 50mph. The maximum on the ensuing descent to Tiverton Parkway was a modest 71mph. The train was looped at Tiverton Junction to take water. Departure from there was 10 mins late awaiting a path and progress was further impeded by checks at Teignmouth and before Newton Abbot. The maximum at the foot of Dainton Bank was 56mph, falling to 47½ at Stoneycombe and then to 38mph when the ‘Duchess’ slipped, causing speed to drop to 30½mph on the 1-in-36 to the summit. Then, having passed Totnes at 58½mph, a good climb was made of Rattery Bank with 33½mph on the 1-in-52 to Tigley, recovering strongly to 40mph up the 1-in-90/65 to Rattery. The maximum down from Hemerdon was only 63mph. Signal checks were encountered approaching Plymouth, where the time from Exeter St Davids was 68 mins 49 secs for the 52.05 miles, against a schedule of 70 mins. The remainder of No. 46233’s run to Par was without incident. A 60mph limit applies west of Plymouth.

Rise and fall

Table 5 contains salient sections of the return run. Gradients are indicated alongside the timing points. The line west of Plymouth has

a sawtooth profile, with many subtle changes of gradient. From Par there is a steep climb to Treverrin Tunnel. No. 46233 made a very cautious start with some slipping on the way. Lostwithiel lies at the foot of a long climb for 9 miles up the River Fowey valley at gradients of 1‑in‑90 or steeper to Doublebois Summit. The ‘Duchess’ did much better here, with speed mostly in the mid‑40s, and it gained 9½ mins on a most unambitious schedule to Liskeard. The next section featured is the start out of Plymouth, the climb of Hemerdon Bank and the gradual rise to the summit at Wrangaton. Although the start to Laira was not especially fast, with a maximum of only 61½mph, the minimum of 33½ at Hemerdon, after 2 miles of 1‑in‑42, was a result of some good work. The final section featured in Table 5 is from a standing start at Totnes, after a water stop, to Dainton Summit. Compared to the effort on Hemerdon, to have speed falling from 54½ to 24½mph in a fraction over 2 miles was somewhat disappointing. A pws to 40/30mph may have been responsible. A 30mph clearance slack at Tiverton spoiled the climb to Whiteball after 72mph was achieved at Hele. Recovering, Whiteball was topped at 49½mph. I am indebted to Bill Long for these details.

Acknowledgements

I am grateful to the following correspondents who have supplied comments, details of recent runs, or interesting ones from the past ‑ Alan Lathey, Alastair Wood, Doug Landau, Bill Long, Michael Pierpoint, Leslie McAllister, Sandy Smeaton, Charles D.D. Newton. I am always pleased to receive such details so they can be considered for inclusion in future ‘Top Link’ columns. They can be emailed to me direct at