South East Tornado
Many of the pre-Christmas railtours ran with a diesel on the rear last year, but I managed to find one that didn’t. This was in the shape of the A1 Steam Locomotive Trust’s ‘Christmas Canterbury Tale’ for which the booking agent was UK Railtours, as is the case for the whole of the trust’s tour programme. This tour ran on December 12.
Tornado is, regrettably, the only LNER-design ‘Pacific’ passed to operate on the Kentish lines and has made several journeys to the Invicta county in recent years. On December 12, the load was 13 bogies, including a generator vehicle, 482 tons tare and 510 tons gross. The itinerary was Victoria to Canterbury West via the Catford Loop, thence down the SER main line via Orpington and Sevenoaks to Tonbridge and Ashford. After a break of nearly 3½ hours at Canterbury, the train returned to Ashford via Minster, Deal, Dover and Folkestone before resuming its outward route back to London via Sevenoaks and the Catford Loop. The train crew on the outward journey consisted of Driver Jim Clarke, with Graham Ward firing and Bob Hart as traction inspector.
Leaving Victoria 4¾min late, the train was banked up the 1-in-64 to Grosvenor Bridge, as is customary, by diesel No. 67012. The schedule was very lax, with 19min allowed to Nunhead (5.95 miles) passed in 14min 43sec, so that the train was almost back on time. A succession of signal checks and a permanent way slack at Bellingham promptly lost the time gained and Tornado stopped at Bromley South to pick up passengers in 34min 35sec, against a 34½min schedule for the 12 miles to that point.
The start from Bromley South is a difficult one, on a rising gradient of 1-in-95 to Bickley. 21mph was attained here, but there was a signal check to 9mph approaching Bickley Junction and a further signal check to 6mph once on the SER main line at Petts Wood. Recovering up-grade through Orpington at 33½mph, 37mph was attained at Chelsfield on the 1-in-120 gradient and Knockholt summit breasted at 36mph, reasonable work with this load in wintry conditions with a damp rail. The ‘A1’ attained 60mph for the first time exiting Polhill Tunnel, but the maximum in the dip at Dunton Green was a modest 65mph.
After further signal checks and a permanent way slack approaching Sevenoaks, where a further booked stop was made, the 19½min schedule from Bromley South had been exceeded by 7¼min. A dead slow start was made from Sevenoaks, now 12¼min late, but down the 1-in-144 through Sevenoaks Tunnel the ‘Pacific’ was at last given its head, achieving a maximum of 73½mph just below Hildenborough.
Sharp undulations
The optimistic allowance of just 8min from Sevenoaks to pass Tonbridge (7.42 miles), passed at the regulation 50mph, was exceeded by 2min 49sec. The section from Tonbridge to Ashford, through the Weald, may look level on the map, but the reality is that there are some sharp undulations. These start with 1¾ miles at 1-in-258/270 to Milepost 31¼, where a minimum of 47½mph was recorded. The subsequent descent to Paddock Wood, mainly at 1-in-260, allowed for acceleration to 66½mph, with a 69mph maximum following shortly after.
Adverse signals were sighted approaching Marden, passed at 56mph on a rising gradient of 1-in-250 with speed falling to 27mph, signal checked, before Staplehurst. The train was scheduled to be looped at Cranmore Loop for ten minutes to allow other services to overtake, but our lateness had caused the train to lose its path, so a stop was not necessary and we passed the loop at 44mph, blowing off furiously. Now running only 3min late past Headcorn, further signal checks were encountered, with continuous yellow signals all the way to Ashford, passed in 45min 45sec for the 34.04 miles from Sevenoaks. The succeeding mainly level 14.20 miles to Canterbury West were allowed 20min pass-to-stop, but took precisely 6min longer due to a slack at Ashford and signal checks approaching both Wye and Chartham. The maximum was 56½mph down a brief stretch of 1-in-176 before Chilham. Thus the ‘Christmas Canterbury Tale’ arrived at its destination 9min late.
For the return run, there was a change of crew. Paul Major drove, with Rob Binsted firing and Tom Rees as traction inspector. The log of the run is shown in the third column of tables 1 and 2 as far as Orpington (pass) beyond which all the runs were
spoilt by signal checks. However, there was sufficient ‘padding’ in the schedule for Driver Major to achieve an arrival only ½min behind time, despite having left Bromley South 11min late. I have chosen to pair the recent foray with two earlier runs over the same course. In column 1 of tables 1 and 2, there appears a performance by rebuilt ‘West Country’ class ‘Pacific’ No. 34016 Bodmin, which in my experience has always been a strong performer on the main line in preservation. This ‘Cathedrals Express’ run took place on September 6 2000 with the Mid-Hants Railway’s ‘green train’, a nine-coach formation, largely of Mk 2 stock weighing 298½ tons tare and 320 tons gross. The run in the centre columns of tables 1 and 2 again featured Tornado, on a ‘White Cliffs Luncheon Special’ for Steam Dreams on December 21 2009 with an identical gross load to No. 60163’s recent exploit. This 2009 run started from the Down loop at Canterbury West, around 0.15 miles shorter in distance than the starting point of the other two runs.
Bodmin’s outward journey in 2000 was via the Catford Loop and Maidstone East. The highlight of the Down run was the climb of the 1-in-60 of Bearsted Bank where, having passed Maidstone East at 20mph, speed rose to a steady 36½mph at the top of the bank, 2½ miles further on. Although the train had arrived dead on time at Canterbury West at 13.42pm and was due to leave at 17.00, there was a delay platforming the stock for the return, and service trains were given preference, with the result that the stock was not platformed until 17.55. In the circumstances, it was scarcely surprising that departure was delayed until 18.04 - 64 mins late. Driver John Neale was at the regulator, with Don Clarke on the shovel and Brian Dudley-Ward presiding as traction inspector. After a gentle downhill start from Canterbury West, at 1-in-330, the line is basically level to the triangular junctions at Minster.
On the level
Level track continues through Sandwich to Deal, which lies at the foot of a gruelling six-mile climb through Walmer and Martin Mill to a summit just short of the entrance to Guston Tunnel. The gradient varies between 1-in-67 and 1-in-120, with predominant stretches at 1-in-70/72 as far as Martin Mill, then eases to 1-in-210 to the summit. Down through Guston Tunnel, the gradient is 1-in-71, continuing at 1-in-69/71 to Buckland Junction, where the London, Chatham and Dover Railway line from Faversham via Canterbury East is joined.
Speed is constrained down this bank, which continues at 1-in-105 through the tunnels to Dover Priory and the former Dover Marine. At Archcliffe Junction the line from Dover Marine used to trail in on the left. The line between Dover Priory and Folkestone Central was closed for nine months in 2016 to repair damage at Shakespeare Cliff, and has been re-sited a short way further inland for added protection. It reopened on September 5.
There is a steady climb all the way from the site of Archcliffe Junction to Westenhanger, mainly at 1-in-264. From Westenhanger to Ashford is downhill, mainly at 1-in-250/280. The line rises from Ashford to Chart Leacon, then falls to a dip at Pluckley, rising again at 1-in-320 for 1½ miles before falling, mainly at 1-in-250, to Headcorn. Level track continues to Paddock Wood, with the exception of slight rises before Staplehurst and before Marden. A booked water stop was made at Paddock Wood on Bodmin’s run and on the recent one by Tornado, while in 2009 the ‘A1’ was booked to take water at Tonbridge instead.
Before continuing to describe the topography between Paddock Wood and Orpington, let us look at the salient features of the three runs between Canterbury West and Paddock Wood.
The principal feature of interest is the climb of Martin Mill Bank. Bodmin was heavily checked approaching Deal and was not able to take a run at the bank, so attaining 42½mph at Walmer was excellent work; though the engine was eased slightly on the upper part of the bank allowing speed to fall to a minimum of 32mph, it recovered to 39mph at the summit on easier grades.
Tornado to the rescue
On No. 60163’s 2009 run, the crew were Driver Andy Flett and Fireman Geoff Ewans, with Colin Kerswill as traction inspector. This was the day when, after a few days of snowy weather, electric services were unable to run and Tornado’s train was almost the only one running in Kent. Indeed the ‘A1’ was able to ferry around 100 stranded
Despite leaving Canterbury 12¼min late, Tornado passed Paddock Wood 10¾min ahead of time
commuters back to Ashford on a second circuit from Victoria that evening. Comparing Tornado’s two runs from Canterbury, the 2009 performance up Martin Mill Bank was appreciably better with a minimum of 31½mph, recovering to 42mph at the summit, compared with the recent run when slipping at the top of the 1-in-69 reduced speed to 25½mph, recovering to 35½mph at the summit. Bodmin, with its lighter load, was much the fastest on the climb from Dover to Westenhanger, attaining 66mph at the top. In the centre column, in 2009, Tornado made a modest climb, topping the bank at 50mph, while on its recent run, the ‘A1’ achieved 59mph at this point.
Bodmin’s was the only one of the three runs to exceed 70mph on the descent to Ashford, by which time it had already picked up nearly ten minutes of lost time, despite a signal stop on the Minster triangle and further checks through Sandwich and Deal.
Once it recovered from the severe check through Ashford, speed rose quickly into the 70s and with the added advantage of not needing the pathing stop at Headcorn the arrival at Paddock Wood was only 28¾mins late, despite a further signal check. In the centre column, despite leaving Canterbury 12¼min late, Tornado passed Paddock Wood 10¾min ahead of time thanks to speeds in the 70s after Ashford, though curiously the train was put through the platform loop at Headcorn. In the case
of Tornado’s recent run, the train passed Ashford on time, having made up 8min on schedule, but checks from Pluckley onwards contributed to the loss of a further 8½min.
On the up
Table 2 takes up the story from Paddock Wood to passing Orpington. The line is uphill to Milepost 31½, mainly at 1‑in‑250, then it falls to Tonbridge where a permanent 50mph restriction applies on the curve away from the Redhill line. From Tonbridge the SER main line climbs for six miles through Hildenborough to the north end of Sevenoaks Tunnel. The gradient is 1‑in‑122 from Tonbridge to the south end of the tunnel and 1‑in‑144 through the tunnel itself.
After 2½ miles down at 1‑in‑160 through Sevenoaks station to Dunton Green, the line rises at 1‑in‑150 for a mile and, after a brief level stretch, continues up at 1‑in‑204 past the site of Polhill Intermediate Box, then steepens to 1‑in‑143 through Polhill Tunnel to Knockholt summit. After a brief stretch at 1‑in‑170 down through Knockholt itself, the descent steepens to 1‑in‑120 through Chelsfield before easing to 1‑in‑310 through Orpington.
All three runs produced good work on this section. Despite passing Tonbridge at only 32mph, Bodmin accelerated to 60mph on the 1‑in‑122 entering Sevenoaks Tunnel and fell to 56mph at the north end, reaching 72mph in the dip at Dunton Green and falling to 58mph at Knockholt summit. A sprightly 72mph at Chelsfield rounded off the performance before checks ensued.
The train was now only 17min late and went on to arrive at Victoria 15½min late, despite many further checks. Tornado’s 2009 run in column 2 involved starting out of Tonbridge and the minimum of 43mph at the north end of Sevenoaks Tunnel was excellent. With 68mph attained in the dip at Dunton Green, the minimum of 58mph at Knockholt summit was equally good, yet the time to passing Orpington from Tonbridge was only just as booked. A signal stop for nearly 7min at Bickley Junction ate up all the time gained on schedule and the eventual arrival at Victoria was a disappointing 1½min late.
Star performance
Yet the star performance was that of Tornado, shown in column 3. It had the advantage of passing Tonbridge at 38mph, but worked up its speed to 48½mph at Hildenborough on the 1‑in‑122 gradient, and held it at 48mph through Sevenoaks Tunnel where the gradient eases to 1‑in‑144. Two minutes were gained on schedule to the booked stop at Sevenoaks. My colleague, David Pawson, estimates that No. 60163 was developing 1,980edbhp for about five minutes on the climb of Hildenborough Bank, with a peak of about 2,300ihp. A fast start was made out of Sevenoaks and the south end of Polhill Tunnel was passed in 4min 58sec for the 3.38 miles, with speed falling from 55mph at the site of Polhill Box to 49mph exiting Polhill Tunnel on the 1‑in‑143 gradient.
A clearance slack intervened before Chelsfield and there were severe signal checks at Bickley Junction and Catford, but No. 60163 was standing at Victoria’s bufferstops only half a minute late.