18th September 1999

Pathfinder Tours
The Parkan Ride

Route :
1Z37 : 04.20 Crewe to Plymouth
1Z98 : 11.25 Plymouth to Crewe

Notes :
(1) 37417/421 on rear.
(2) 33103 shut down from Llanjeth Open LC (on Parkandillack branch) owing to severe wheelslip attempting to restart train away from the LC. The 33 was re-started at Parkandillack. 37417/421 on rear.
(3) 37377 + 33103 on rear.
(4) 09008 on rear.
(5) 08786 on rear.

Sources : Gary Thornton (joined/left train at Bristol Parkway) & Mike Hunt

Tour Review
 (by Gary Thornton)

37377 & 33103 at Dainton Summit
(photo : Steve Marshall, Globe Videos).

Another of Pathfinders railtours to offer something for everyone (or everything for the fanatical crank!). Originating at Crewe at the early hour of 04.20, "preserved" 33103 and 37029 would take the train down to Cornwall where (with the aid of a couple of 37's and shunters) various freight branches would be traversed. For those joining at Crewe an arrival back at 01.13 on Sunday morning certainly made it a real "day" out!

Along with a couple of colleagues I decided this tour held the promise of a very good day out so Tony booked us on, asking for a seat near the locomotives - the thought of the thrash from the 33/37 combo as they tacked the Devon banks was simply mouth-watering! When the tickets arrived I got a call to say we were in coach A, but no indication of whether that would be at the front or back on leaving Crewe. The front was preferred as it would have the 33/37 at that end pretty well all day - not least both ways between Crewe and Cornwall.

David decided he'd do the trip all the way from Crewe but I'd opted for joining at Bristol Parkway to allow a much later start (as in, I left home over an hour after the train left Crewe). I also stood to get home before the train had even reached Birmingham on the return leg. Gen on the Internet had already confirmed the non-availability of 37029 but as a replacement EWS provided 37377. Both this and 33103 were dud engines for me but never mind - if our coach was at the front all that would soon be forgotten.

It was! A few minutes early and in rolled 37377 and 33103 with coach A right next to them. On board and just time to say morning to my fellow passengers before we left. Rounding the curve away from Parkway station soon confirmed we were in for a very loud day out - 33103 completely drowned out the tractor as we sped up on our way to Temple Meads. It was a chilly morning but every window was fully open to allow maximum enjoyment of the performance of our locos. Conversation at speed (and when the locos were powering) was nigh on impossible!

First major disappointment (maybe only one?) of the day was at Bristol Temple Meads when in rolled 37417 and 37421 - to be our assisting locos from Plymouth. I suspect (yet) another case of "fixing" by person or persons who need to get a life.

The bit down to Exeter was fairly mundane and gave time to catch up on each others news plus catch up with a few other friends who were on board but seated in other parts of the train. Stops were made at Temple Meads, Taunton and Exeter St Davids to collect passengers (and drop off some "normals" who were just on a day out). I assume the 37 was performing well - we couldn't hear it hardly at all over the thrash coming from 33103 every time it was opened up. It did sound as if the multiple working set-up was such that the crompton was powering much more than the tractor. The climb from Taunton to Whiteball summit (steepest around 1 in 80) was certainly entertaining and a good pointer to the thrash yet to come. A few minutes stop at Exeter gave a chance to get some photos, though it was raining heavily so it was a fairly rushed session!

The journey along the seawall between Dawlish and Teignmouth was interesting to say the least. We were sat on the sea side of the train and had to shut our windows as on several occasions the waves breaking on the seawall actually splashed on the side of the train. Not many people out to witness our passing on what was a very windy and wet day. The sea was pretty rough and a horrible brown colour. Welcome to the English Riviera!

After shooting through Newton Abbot we had the short but steep climb to Dainton summit ahead of us (two or three miles as steep as 1 in 37). It was despatched quite easily though very noisily. An equally sharp drop to Totnes and then the longer and more challenging climb (around 7 miles) of Rattery was on us. The gradient (overall around 1 in 100) did slow us a bit but was still well within the capability of our locos. I'm sure all this front coach thrash must be affecting my hearing. Pardon?

At Wrangaton the gradient profile turns the other way and drops pretty well all the way to Plymouth where we arrived five minutes early. A twenty minute stop here to attach the pair of 37/4's though with the 33/37 and 37/4's off the ends of the platform, not much chance for any decent photos. At least my time there was profitable - I scored 66124 for sight (at the buffer stops and reportedly on hire to Virgin as a "thunderbird" loco in case of failures on the Devon or Cornwall banks) and 153382, my last but one "tin rocket".

We were soon on our way again, crossing into Cornwall over the very spectacular Royal Albert Bridge. Once off the bridge the route is very curved and hilly so a lot of medium speed running with regular bouts of thrash were experienced. On the long climb from St Germans towards Doublebois the 33/37 were working particularly hard when, just on the approach to Liskeard, we suddenly became aware of a hot burning smell in the carriage. Oh dear, something amiss up front? Certainly there was a period where it sounded like the driver was struggling to keep power applied but whatever was the source of the smell, it didn't seem it was going to force us to stop.

That said, we then pulled up at Par where we were not scheduled to stop. After a couple of minutes however we were on our way again for the short run to Burngullow Junction. Here we turned off onto the Parkandillack branch - a steeply graded freight line of some some 5 miles length. Once on the branch we discovered the reason for the stop at Par - the organisers had arranged for a supply of freshly baked Cornish Pasties to be delivered on board. Tony volunteered to go off and obtain one each for our little group (and very tasty they were too!). Part way up the branch is Lanjeth open level crossing where we had to stop prior to proceeding. Oh dear, as the driver attempted to power away up the gradient the 33 went into some severe bouts of wheelslip which only succeeded in creating much smoke, noise and little else - certainly not forward movement. After a couple of minutes we were simply not progressing forward so another plan was required. The 33 was shut down (prompting immediate rumours that it had burst) and an EWS man was seen walking through the train. He confirmed that they were going to need the 37's on the back to give a helping push. Modern technology had failed - they couldn't ring the rear crew on their mobile phone as we were in an area with no reception! We were soon on our way and reached the terminus at Parkandillack though about 15 minutes late as a result of the wheelslip problems. We made it right to the buffer stops.

Retracing our route as far as Lostwithiel we then reversed again to travel down the branch to Carne Point (just short of Fowey harbour). The 33 was restarted (to a cheer in our coach) and did power - so it seems the wheelslip problem did not cause any permanent damage. We made it to the Railtrack/ECC limit at Carne point (a very scenic little branch which clings to the very side of the bay). We sat here longer than planned - we saw the heads of the crew bob past the window as they walked to the other end of the train then a few minutes later one came back - looks like they had left the train staff in the cab! Bet that caused a minor panic when they realised they hadn't got it....

Back at Lostwithiel and it was booked to drop the 33 & 37 off so they could go to St Blazey EWS depot for fuelling but in the event we kept going and took them to Plymouth with us. An hours stop here enabled the removal of all four locos in favour of a pair of gronks - 08786 on the east end of the train and 09008 on the other end (our end).

Our route then took us on what could be regarded as the rarest piece of track of the day - the short branch to Cattewater. We got there via Plymouth Friary goods where a reversal was required. On the branch we got as far as Maxwell Road level crossing, a mile and 16 chains from Turnchapel Branch Junction, the start of the branch. A pause was made on the way back to water the stock (using the servicing station near Laira depot) then we took the curve to bring us out on the GW mainline heading for Exeter. A quick shunt however got us back off the branch into Tavistock Junction yard where we lost the gronks in favour of 33103 and 37377 which I assume were serviced in our absence.

From the perspective of thrash we now got to the days highlight - on departing from Tavistock Junction yard we had no run at all to Hemerdon bank which after a mile or so of 1 in 204, 1 in 111 and 1 in 81 then steepens to a couple of miles of 1 in 42. Over this stretch no-one was interested much in conversation as all ears were turned to the performance up front. Loud? You bet!

After clearing the summit (at quite a respectable speed too) we sped our way homeward, setting down at the same points as outward. We were still pretty well running to time (funny how some tours succeed all day yet others fail badly to keep to time). At Taunton however the die was cast to cause us some delay. I watched an HST depart in front of us - displaying both red and white lights to its rear. Oh dear. This was obviously noted by the operating staff too as we did not get far before being stopped for about 10 minutes (presumably whilst the HST driver halted his train and sorted out his lights). For the remainder of the journey (at least as far as Bristol Parkway where I left the train) we ran eight to ten minutes late.

(Yet another) good railtour - spoiled maybe by the poor choice (fixed or otherwise) of assisting loco - not Pathfinders fault I hasten to add - but more than compensated by covering the advertised branches....and the thrash of course!

Gary Thornton.

Timings (Booked and Actual)

No attempt has been made to verify the mileages given. Does not include mileage for reversal at Tavistock Junction (to yard).

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