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The South Devon Banks are a series of steep inclines on the ex-GWR railway line linking Exeter and Plymouth in Devon, England. These two cities are separated by the rocky uplands of Dartmoor forcing the early railway surveyors to propose that the line skirt the difficult terrain of the comparatively sparsely populated moorland. Isambard Kingdom Brunel, in surveying the South Devon Railway, opted to push a line along a coastal strip between the Exe and Teign valleys, and then to climb the southern outliers of Dartmoor making for the head of the Plym estuary. From Newton Abbot, the line climbs Dainton Bank, and from Totnes it climbs Rattery Bank, reaches a peak at Wrangaton summit, and then descends Hemerdon Bank to reach Plymouth. These three are collectively known as the South Devon Banks.
The third steepest main line bank on the British mainland, with 2 miles varying between 1 in 36 and 1 in 57. Leaving Newton Abbot station, the line is near level until Aller Junction, where the line to Torbay diverges to the left. The climb proper begins at Stoneycombe, where there was a signal box and quarry siding, and continues through Dainton tunnel to Dainton signal box, a distance of 2 miles and 17 chains (3.56 km).
The seventh steepest main line bank on the British mainland, with a constant 4+1⁄4 miles (6.8 km) initially between 1 in 45 and 1 in 70 before easing to 1 in 90 and then increasing to 1 in 65. Leaving Totnes station, the line immediately climbs past the site of Tigley signal box and on to the site of Rattery signal box, a distance on 4 miles and 50 chains (7.44 km).
The fourth steepest main line bank on the British mainland, with a constant 1 in 42 for 2+1⁄2 miles. The climb begins at Plympton and climbs all the way to Hemerdon signal box, a distance of 2 miles and 50 chains (4.22 km).
From an early date, trains were constrained in weight, and therefore in length, by the need to climb the steep gradients of South Devon. Express trains were further constrained by the need to achieve fast times between Exeter and Plymouth. In broad gauge times trains changed engines at Newton Abbot with 4-4-0 saddle tanks of the South Devon Railway and later 2-4-0 saddle tanks of the GWR hauling trains over the steep gradients to Plymouth. This practice continued after the change to standard gauge, with Dean 4-2-2's handing over to 4-4-0 Duke class engines for the climbs, and later Bulldog 4-4-0s taking over from the Atbaras with their 6-foot-8-inch (2,030 mm) driving wheels. The only exception to this policy was in 1902 and 1903, when Atbara and City class engines hauled lightly loaded royal specials throughout.
The inaugural Cornish Riviera Limited built on the royal specials of the previous two years by running through to Plymouth with a City class engine; the train being limited to 6 coaches. However, greater demand for seats meant that by 1911, despite the introduction of the 4-6-0 Saint class, a pilot engine was required. In this process a pilot engine, usually placed behind the train engine per standard GWR practice and therefore requiring an awkward shunting manoeuvre, would be added at Newton Abbot on down trains, and both engines haul the train through to Plymouth where it was usual to change engines before entering Cornwall. In the up direction, the change of engines at Plymouth would see two engines take over the train, the inside engine being removed during the stop at Newton Abbot. From their introduction, the King class had a monopoly on the fastest workings through Devon, but it was still usual to add a pilot for heavy loads; Castle, Hall and Grange classes were common, and even a double-headed King could be encountered.
The advent of the NBL 2000 hp diesels in 1958 spelled the end of regular double-heading; these were a match for the steam timetable on their own. The later Warships, and then Westerns were also capable, and faster times over the gradients became possible. With the move from Diesel-Hydraulic to Diesel-Electric, Classes 45, 46, 47 and 50 took over; the only train being booked for a pilot in the early 1980s being the Paddington to Penzance sleeper which was booked, in the Down direction only, to have a class 31 added for the run to Plymouth.
With the advent of the HST, the power-to-weight ratio of 4,500 hp (3.4 MW) to 374 long tons (380 t) meant that there was no difficulty in keeping to time. However, operating instructions dictated that an HST running with only one operational power car should be piloted over the South Devon Banks. As the drawbar on the HSTs was behind the lower front panel, the procedure required to attach an additional locomotive to the front was quite time consuming. Similarly the desire to make up time had to be tempered by the limitation on maximum speed due to the additional locomotive. Classes 46, 47 and 50 have been recorded assisting HSTs in this manner, and running up to 100 mph (160 km/h) along the Exe Estuary between Exeter and Dawlish Warren was not unheard of; the engine was typically attached at Exeter as there was usually a locomotive available at the stabling point. There was little need for this procedure in the up direction as a spare power car was normally available at Laira, even if it had to be turned on the triangle at Laira Junction/Mount Gould Junction/Lipson Junction first.
In more recent times, HSTs have been permitted to run through unassisted on one operational power car only, however normal practice is to omit the Totnes stop in order to achieve a run at the incline (Rattery Bank in the westbound direction or Dainton Bank in the eastbound direction). Much of the reason for this change in policy is the relative non-availability of standby diesel locomotives on the modern railway, where minimal freight traffic operates in the south west of England.
Many tests and comparisons carried out by the GWR and BR(WR) have involved traversing the South Devon Banks. During the locomotive exchanges of 1948, Paddington to Plymouth turns were worked by LMS Coronation Class 4-6-2 43236 City of Bradford, LMS Royal Scot 4-6-0 46162 Queen's Westminster Rifleman, ER A4 4-6-2s 60022 Mallard and 60033 Seagull and SR Merchant Navy 4-6-2 35019 French Line CGT, and Bristol to Plymouth turns were worked by LMS Black Five 4-6-0 45253, ER B1 4-6-0 61251 Oliver Bury and SR West Country 4-6-2 34006 Bude. These turns all included a dynamometer car on one or more runs.
In June 1950, Brown-Boveri designed Gas Turbine No. 18000 carried out a series of test runs with a dynamometer car, starting from Plymouth and climbing Hemerdon bank. During these tests, the locomotive failed to restart a 350-long-ton (360 t) train from a standing start on the bank itself, and achieved a speed of 10 mph (16 km/h) on cresting the bank with a 400-long-ton (410 t) load, having been travelling at 50 mph (80 km/h) past Plympton before starting the climb. The Metropolitan Vickers Gas Turbine No. 18100 also carried out a series of test runs in 1951 including climbing all of the South Devon Banks. Performance up Dainton and Rattery was deemed satisfactory, but four subsequent test runs were carried out ascending Hemerdon bank. One was aborted, but in the other three 18100 hauled 14, 17 and 18 coaches respectively, the latter exceeding 600 long tons (610 t) and achieving a minimum of 15 mph (24 km/h) on the bank when recorded as passing Plympton signal box at 40 mph (64 km/h).
The Great Western Railway (GWR) was a British railway company that linked London with the southwest, west and West Midlands of England and most of Wales. It was founded in 1833, received its enabling act of Parliament on 31 August 1835 and ran its first trains in 1838 with the initial route completed between London and Bristol in 1841. It was engineered by Isambard Kingdom Brunel, who chose a broad gauge of 7 ft —later slightly widened to 7 ft 1⁄4 in —but, from 1854, a series of amalgamations saw it also operate 4 ft 8+1⁄2 in standard-gauge trains; the last broad-gauge services were operated in 1892.
InterCity was a brand name introduced by British Rail in 1966 for its long-haul express passenger services.
The South Devon Railway (SDR) is a 6.64-mile (10.69 km) heritage railway from Totnes to Buckfastleigh in Devon. Mostly running alongside the River Dart, it was initially known as the Dart Valley Railway. The railway is now operated by the South Devon Railway Trust, a registered charity.
The Riviera Line is the railway between the city of Exeter, towns Dawlish and Teignmouth, and the English Riviera resorts of Torbay in Devon, England. Its tracks are shared with the Exeter to Plymouth Line along the South Devon sea wall. It is part of the Network Rail Route 12.
Exeter St Davids railway station is the principal and largest railway station in Exeter, also the busiest station in Devon.
The British Rail Class 41 diesel-hydraulic locomotives were built by the North British Locomotive Company in Glasgow during 1957 and 1958. Although they were withdrawn before TOPS was introduced, British Rail classified them as Class 41. All were named after Royal Navy vessels, hence the nameplates each bore a subtitle "Warship Class".
The British Rail Class 43 (HST) is the TOPS classification used for the InterCity 125 High Speed Train diesel-electric power cars, built by British Rail Engineering Limited from 1975 to 1982, and in service in the UK since 1976.
Newton Abbot railway station serves the market town of Newton Abbot in Devon, England. It is 214 miles 5 chains (345 km) from London Paddington. The station today is managed by Great Western Railway, who provide train services along with CrossCountry.
Totnes railway station serves the town of Totnes in Devon, England. It was opened by the South Devon Railway Company in 1847. Situated on the Exeter to Plymouth Line, it is 222 miles 66 chains measured from the zero point at London Paddington via Box.
The Great Western Railway (GWR) 6000 Class or King Class is a class of 4-6-0 steam locomotives designed for express passenger work and introduced in 1927. They were the largest locomotives built by the GWR, apart from the unique Pacific. The class was named after kings of the United Kingdom and of England, beginning with the then reigning monarch, King George V, and going back through history. They handled the principal GWR expresses on the main line from London to the West of England and on the Chiltern line to Birmingham and Wolverhampton, until 1962 when the class was withdrawn.
The British Rail Class 42 Warship diesel-hydraulic locomotives were introduced in 1958. It was apparent at that time that the largest centre of expertise on diesel-hydraulic locomotives was in West Germany. The Western Region of British Railways negotiated a licence with German manufacturers to scale down the German Federal Railway's "V200" design to suit the smaller loading gauge of the British network, and to allow British manufacturers to construct the new locomotives. The resultant design bears a close resemblance, both cosmetically and in the engineering employed, to the original V200 design. Warship locomotives were divided into two batches: those built at BR's Swindon works were numbered in the series D800-D832 and D866-D870, had a maximum tractive effort of 52,400 pounds-force (233,000 N) and eventually became British Rail Class 42. 33 others, D833–D865, were constructed by the North British Locomotive Company and became British Rail Class 43. They were allocated to Bristol Bath Road, Plymouth Laira, Newton Abbot and Old Oak Common.
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The Cornish Riviera Express is a British express passenger train that has run between London Paddington and Penzance in Cornwall since 1904. Introduced by the Great Western Railway, the name Cornish Riviera Express has been applied to the late morning express train from London to Penzance continuously through nationalisation under British Rail and privatisation under First Great Western, only ceasing briefly during the two World Wars. The name is also applied to the late morning express train running in the opposite direction from Penzance to London. Through performance and publicity the Cornish Riviera Express has become one of the most famous named trains in the United Kingdom and is particularly renowned for the publicity employed by the Great Western Railway in the 1930s which elevated it to iconic status. Today it is operated by the Great Western Railway train operating company.
The Cornishman is a British express passenger train to Penzance in Cornwall. From its inception in the 19th century until before World War II it originated at London Paddington. Under British Railways the name was applied to a different service, starting variously from Wolverhampton, Leeds or Bradford. In 2006, First Great Western, now Great Western Railway, reintroduced the named service which now runs once per day from Monday to Saturday in both directions.
The Flying Dutchman was a named passenger train service from London Paddington to Exeter St Davids. It ran from 1849 until 1892, originally over the Great Western Railway (GWR) and then the Bristol and Exeter Railway. As the GWR expanded, the destination of the train changed to Plymouth and briefly to Penzance.
The Exeter–Plymouth line, also called the South Devon Main Line, is a central part of the trunk railway line between London Paddington and Penzance in the southern United Kingdom. It is a major branch of the Great Western Main Line and runs from Exeter St Davids to Plymouth, from where it continues as the Cornish Main Line. It was one of the principal routes of the Great Western Railway which in 1948 became part of the Western Region of British Railways and is presently operated by Network Rail.