‘Merchant Navies’ over the South Devon banks and the ‘S&C’
With the maximum load of ten coaches, the ‘Merchant Navy’ made its debut on undulating lines west of the Tamar.
On June 17, Clan Line made its eagerly anticipated first foray into Cornwall at the head of Pathfinder Tours’ Bristol-Par ‘Cornishman Express’, which I joined at Taunton. The DB Cargo crew consisted of Driver Vince Henderson and Fireman Dave Proctor, accompanied by Traction Inspector Geoff Ewans.
The route conductor west of Plymouth was Mike Bartlett. The load was ten coaches, the limit for the larger ‘Pacifics’ over the Devon banks. Unusually on this occasion, the Taunton stop was just to pick up passengers. To fit in with other train movements, water was booked to be taken instead from the Bells & Two Tones water tanker at the disused platforms at Tiverton Junction. The train was running some 25 mins late from Taunton, but No. 35028 was soon into its stride, attaining 64½mph at Wellington before beginning the serious climbing to Whiteball summit, which culminates in a stretch at 1-in-80.
The minimum of 48mph coming out of the tunnel was good but unspectacular with this load. My colleague David Pawson has kindly provided various power output assessments and calculates that the brisk start to Norton Fitzwarren produced around 2,000 edbhp; thereafter the engine was eased slightly and the summit topped at about 1,650e dbhp.
SPLASH AND DASH
A heavy signal check, possibly occasioned by approach control entering the loop at Tiverton Junction, caused a few seconds to be dropped on the 22-min schedule for the 14.20 miles from Taunton. Watering was completed in 13 mins, a gain of 7 mins on the allotted time.
From Tiverton Junction to the next pickup stop at Exeter St David’s is basically all downhill and the ‘Pacific’ was able to maintain speeds in the mid-70s, gaining half a minute on schedule.
It began to rain at Exeter, presaging difficult rail conditions for the steep climbs ahead. However, Clan Line accelerated well on the level along the shore of the Exe estuary, passing Dawlish Warren, 10½ miles, in 12 mins 19 secs after a maximum of 74mph.
The speed limit through the tunnels between Dawlish and Teignmouth is now 60mph and after passing Teignmouth at 62mph, the Bulleid ‘Pacific’ reached an unusual 68mph before observing the 60mph restriction for the passage of Newton Abbot station. Approaching the lower slopes of Dainton
Bank, speed fell rapidly from 61mph at the site of Aller Junction to a minimum of 35mph on the 1‑in‑36 to the summit tunnel. Given the wet rail conditions, this was an outstanding performance and is believed to be a record speed for steam westbound at Dainton with a ten‑coach load.
The ability to pass Newton Abbot at 60mph, thanks to track realignment, makes a significant difference to speed at the top of the bank. David Pawson estimates that for about 1½ mins approaching Stoneycombe, the locomotive was delivering some 2,450edbhp before being eased back slightly for the passage of Dainton Tunnel itself.
Given the wet rail conditions, this was an outstandinG performance and is believed to be a record
After passing Totnes at 55mph, the ascent of Rattery bank was not in the same class, the wet rail conditions causing some slipping.
As a result, the minimum at Tigley, on the steepest section (1-in-52) was 31½mph. The section onwards to Hemerdon is largely restricted by curvature to 55mph.
After a speedy descent of Hemerdon bank and a slow finish into the platform at Plymouth, No. 35028 had nevertheless gained 6 mins on the 68½-min schedule over the 52.05 miles from Exeter.
After a further water stop, Clan Line set off for Par nine minutes behind schedule. Crowds had turned out to see the first ever visit to Cornwall by a ‘Merchant Navy’; the platforms at Saltash were particularly crowded. Clan Line coped well with the ups and downs of the Cornish main line. In steam days there was an overall limit of 60mph between Plymouth and Penzance. Nowadays, although 55 and 60mph restrictions abound for curvature, the line limit is 70mph in places.
There are four significant (though short) uphill sections between Saltash and Par in the westbound direction. The first is from the Lynher Viaduct to Milepost 258, a three-mile climb steepening after St Germans from 1-in-78 to 1-in-68. Here, after attaining 67mph in the dip to the viaduct,
Clan Line slowed to 46mph for the curve to through St Germans and fell to 35½mph at the top. Power output here was about 1,400edbhp.
The second climb is from Menheniot to Milepost 263¾, two miles steepening to 1-in-74. Here speed fell from 56½mph to 41mph in anticipation of the Liskeard stop. The third climb is from Moorswater Viaduct (Milepost 265½) to closely spaced twin summits at Doublebois, at gradients varying from 1-in-58 to 74. At this point speed fell from 38mph, attained down the steep 1-in-59 out of Liskeard platform, to only 20½mph on the steepest stretch before recovering to 41 in the dip before the second summit, where the minimum was 36½mph.
UP AND OVER
The fourth uphill section of significance is from Lostwithiel to Treverrin Tunnel, mainly inclined at 1-in-72/64. The restriction through Lostwithiel is 45mph, but a smart recovery meant speed reached 50½mph before the gradient took its toll and reduced speed to 37mph at the summit, as the train emerged from the tunnel.
Overall the point-to-point schedules in Cornwall proved a little ambitious; after stopping at Liskeard and Bodmin Parkway to allow passengers for Looe and the Bodmin & Wenford Railway or Lanhydrock House respectively to alight, arrival at Par was 14½ mins late. At Par, Pathfinder Tours had thoughtfully laid on coaches to convey passengers to Charlestown harbour or Fowey, while Clan Line was turned and serviced at nearby St Blazey depot. Most passengers availed themselves of one or other of the optional off-train excursions.