15th May 1999

Pathfinder Tours
The Eastern Envoy

Route :
1Z37 : Reading to Par
1Z?? : Par to Reading

60800 passes Bolitho, east of Liskeard (photo: Roger Geach)

Sources : Ralph Barrett (joined/left train at Bristol Parkway)

Tour review
(by Ralph Barrett)

Pathfinder's Eastern Envoy had originally been advertised as taking Deltic D9000 from Reading to Par in Cornwall, and then using A4 pacific Sir Nigel Gresley on the return from Par to Reading. In the event, the A4 was not available, so the NRM's V2 60800 was given some much needed work after her recent expensive overhaul. I joined to tour at Bristol Parkway, where a freshly painted D9000 arrived a few minutes early with only 8 coaches in tow (from set BN91). Tour had started at Reading, and had booked pick-ups at Didcot, Swindlum, Bristol Parkway, Temple Meads and Exeter. The stop at Bristol Temple Meads set the tone for the day, as we had plenty of time to examime D9000's new coat of paint during the lengthy stop.

D9000 performed faultlessly as usual, running at her permitted 100mph on the racing stretch through Somerset to Exeter. During the stop at Exeter there was plenty of time to detrain and go to have another look at the locomotive again. More fine running continued, as we ran virtually non-stop all the way to Par. All the Devon banks were stormed-in-style, especially as we only had a featherweight load of 8 Mk1's in tow. We even managed to go through Plymouth non-stop, which is *very* unusual !

Large numbers of photographers were out to witness Deltic D9000's second visit to Cornwall (the only Deltic so far), and we then had a pleasant time meandering down the Cornish main-line to Par. Upon arrival at our destination, everyone piled-out, and a local cornish pasty trader set-up in the station yard did a roaring trade. D9000 departed to St.Blazey for re-fuelling (another first) and the V2 appeared and shunted the stock into the departure platform.

Par is a typical 'oldy-worldy' Great Western station, and Adrian Vaughan would be proud of the signalbox on the end of the platform. A fine collection of lower-quadrant semaphores on view, and most of the levers still appear to be used in the box, all very-well polished !

Departure back up to Reading was one time, and the V2 seemed to run smoothly at 60mph (no AWS) like a well-oiled sewing machine. Noted that the train was now using the vacuum brakes, as the V2 does not appear to have full air-brakes? Water stops were made at Plymouth, Exeter, Westbury and Pewsey. It was *very* nice to be able to detrain during the water stops, and to have a look around the various stations. This made the water stops much less of a drag than normal, and actually made the railtour much more interesting. At Exeter, we had almost one and a half hours, so were able to walk up to the castle, in the warm and sunny afternoon weather.

Upon departure from Plymouth, all minds were on Hemerdon bank. Deltic D9000 was following immediatly behind the train, in case of difficulty on the banks. We hit the 1-in-42 at 38mph, and speed fell quickly as the bank took its toll of the V2 plus 9 Mk1s (support coach added at Par). We eventually reached a balancing speed of 14 mph which was sustained until the 1-in-42 gradient eased. A good performace, as 9 bogies was reported to be the maximum load for an unassisted King in the 'old days'. Exhaust 'bark' from the V2 was very impressive. Speeds were :-

MP 241.25     42
MP 241.00     38
MP 240.75     29
MP 240.50     24
MP 240.25     17
MP 240.00     15
MP 239.75     14
MP 239.50     14

This climb is pretty good, and compares well with some other climbs from the 1948 locomotive exchanges (see The Locomotive Exchanges by Cecil J Allen, pub. Ian Allan, p131, table 30). In 1948 the A4 managed 18.5mph at MP 239.5

Dainton was easily cleared at 23mph, and Whiterope at around 49mph.

For comparison. D9000 + 7Mk2s on her last VXC outing to Plymouth cleared Hemerdon's 1-in-42 at 54mph, Dainton at 42mph and Whiterope at 95mph !

During the V2's water stop at Exeter, D9000 arrived on the adjacent platform, stopped for a while, and then shot out of the station light engine, with both engines apparently on full power. She was working back to London and that was our last sighting of the day.

V2 then continued to Westbury for yet another water stop. 60800 was removed from the train, and moved into a siding where the water could be pumped from an adjacent road tanker. Next water stop had been booked for the Theale loop, but this was no longer possible due to the recent derailment of some wagons. So the V2 stopped again at Pewsey where watering facilities were provided my the Mid-Hant's fire engine. Is this the shortest ever distance between water stops from Westbury to Pewsey (20 miles)?

It had been decided to run the V2 via the Reading West curve and on to Didcot, rather than into Reading General station. An additional stop was made at Reading West station to enable any Reading passengers to alight. We then ran non-stop to Didcot via the down relief line, to arrive early.

At Didcot D6700 was already fired up and parked in an adjacent siding. I was not aware that 37350's headcode box was operable, but she was already showing '1Z19' in place of the the correct 1Z39. Two pioneer diesel locos on one tour, both with working headcode boxes ? Using 37350 was a nice touch, as she will soon be joining the V2 as an NRM locomotive.

A crowd of 37 bashers had turned out to watch the old girl, although only a handful availed themsleves of the special £10 fare to Bristol (no return service I guess). A good thrash at 80 mph with another set-down at Swindon, saw arrival at Bristol Parkway 30 minutes early! This really confused the local neds who's turned out expecting to see D9000 returning on the tour.

Verdict, excellent tour. Water stops were bearable because we were able to get off train. Westbury is an excellent station for a water-stop. V2 an impressive locomotive, shame it has virtually no work.

Ralph Barrett

Timings (Booked & Actual - for D9000 leg only)
(from Nigel Rollings)

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