Spring/Summer/Autumn 2018 CMEs

45699 at Shap Summit and Mallerstang on the return .

 

Good clips Steve, steam to spare and plenty of noise evident at both locations.

 

My mates footage at Shap Wells.

 

Thanks Danny, steady climb on both of the gradients I thought

 

Fire down the pan on climb to Ais Gill. Recovered enough at Hellifield for a decent climb of Wilpshire, min 19 just above tunnel.

 

A north wind carried the sound of Galatea's exhaust long before she rounded the curve on the approach to Ramsgreave and Wilpshire station. The climb appeared and sounded competent rather than exceptional; nothing more was needed as she passed through the station 11E. Northern trains were absent from the line (strike/emergency timetable/NR works at Bolton - any or all) so 45699 could run to her own time.

At this time of year the sun, still relatively high in sky, cast its beams to the very bottom of the cutting and Galatea looked a picture as she hauled her 11 coaches up the hill. She was eased quite a distance before the summit and the regulator was closed as soon as the tender was over the top. Just time for one last look as the train took the left hand curve and left behind the tranquility of the Ribble Valley for the multiculturalism of Blackburn..

 

Early Morning Sparks by Matt Spencer, on Flickr

 

Heading today's 'Cumbrian Mountain Express' 'Galatea' works through Shap village with Mick Kelly driving and Chris Holmes on the shovel



Viewed down Far Cote Gill, 'Galatea' going well on the approach to Aisgill summit, Mick Kelly driving and Rob Russell firing.

 

I prefer the first one Steve

 

Each onto there own

 

Les Ross at Berkswell yesterday morning, with Les himself in the cab!

 

Yeah, before I read @1020Shireman comments about the fire I was thinking both the loco and crew were at peak performance. There was definitely a feather at the valves in the Mallerstang clip and the exhaust seemed a decent shade.

 

Exactly, I was on this trip and thought it was lineside fire mitigation measures, the farmers were cutting hay/silage at the railway side, all down the Eden valley, obviously observed by the crew also.

 

SCME 23rd June 2018

Interesting that no-one seemed to know what was waiting for us in Carnforth D&UGL or perhaps WCR were just not telling. After we'd rolled in a few minutes down it was confirmed that Galatea was there to back onto our 10 coach train, making the usual load 11. Mick Kelly was our driver, and we later found out, Chris Holmes was on the shovel. The loading was much better and Ralphie couldn't find me a seat on the right side, the left of the train so I stood in the middle doorway to time. There were bars on the window which didn't help but it was OK for sighting the mileposts.

Thought it might be interesting to track the 5XP's exploits against those of BIL on the outward run from Carnforth to Carlisle, where the CME route really is a Class7/8 territory with 11 up. Anything below a Class 7 will always have an element of risk about it in keeping the path.

We left 7 late due to the usual late running TPE to Edinburgh. Not good with a Pendoline 26 minutes behind us. So good climbs would be needed to keep our path. Thanks again TPE. Its always nice to hear the unique sound of a 5XP up front. Our day started well with a more than decent climb of Yealand, the 1in134 bank from mp7 to 9 1/2 ish. We met it at 31 and with a nice roar got to 34 by mp9 and held that. Not bad at all, only 3 mph slower than BIL on 12th May. Onto the downgrades and level track on the charge to mp 13, the start of the 13 mile drag to Grayrigg Summit. No fun for the fireman this section. 10 back we heard the characteristic Jubilee roar as speed climbed to a max of 59 at mp13. BIL cruised to 69 at mp13. Galatea did well and passed Hincaster, 2 1/2 miles in at 50.4. BIL was chattering away at nearly 64.

After an easing to 1in392, we hit the start of the mile of 1in111 at mp17 1/2 at 50, BIL 64, and left it down to 42, BIL 61. Time wise, the Class 8 was now 1m 48s ahead. The easier 1in176 showed a small pickup to 42 through Oxenholme; BIL blasted through there at 59. Fast forward, or slowish forward to mp23 3/4 where the 2 miles+ to the summit begins. We were losing speed steadily and passed it at 33, BIL was hustling along at 56. We passed the summit at mp26 at 28 and seemed to be struggling a bit from the brown smoke that had started drifting past us. BIL shot over at 51.2. A 5XP overloaded and with a small, narrow firebox and boiler had an attrition of 31 mph on Grayrigg; BIL, the lightly loaded Class 8 with a large firebox and boiler, 18 mph.

So to the 'let's see how fast we can get through the Lune Gorge' bit. Took a while to presumably fill the boiler, but even so doubts about the state of the fire grew as speed didn't so to speak. The target is to get to Tebay South at 70 or more to take decent momentum onto Shap. We passed mp31 1/4 where the level section ends at only 54; BIL at 71. Almost the same pickup, the 5XP 18mph; the 8P 20. Mick drove her hard over the mile and a half of 1in146 to hit the 1in75 at 51; BIL at 67. Shap is always interesting as drivers do work it in different ways. Some prefer the high speed charge, others the more even approach. Yesterday it was much the latter for the 5XP and her roar echoed around us as we tackled the bank. A mile in at mp34 we'd dropped to 41.4; BIL to 59. Then we slipped near mp34 1/2, the lubricator must have been working overtime, losing us a valuable 3mph.

By Scout Green, mp35ish, speed had fallen to just under 30; BIL to 52, and we lost another 2 mph to the next quarter. Then Mick found the 'sweet spot' and Galatea roared away and held 27 for the next 3/4 mile and even got to 28 as we approached the final cutting; BIL 44. We passed mp37 at 27; BIL at 42.3 and the climbing summit at mp37 1/4 at 25.3; BIL 40.7. Attritions from mp31 1/4: 5XP 29mph; 8P 30mph. That was interesting. Times of the climbs were 5XP 9m 50s; 8P 6m 29s.

From Grayrigg Summit: the 5XP 17m 23s; 8P 11m 22s. Total time from Carnforth: 5XP 49m 54s; 8P 36m 7s. On a busy real mainline that almost 14 minutes is the difference in comfortably keeping your path or being backed into the following trains, the Euston-Glasgow Pendolino that charged through Carnforth North Jn 27 mins behind us then only took 20 minutes to pass Shap Summit. And then there was the Edinburgh 18 minutes behind that.

So, by the time the boiler was filled and we really got going down the bank, RTT showed the Glasgow had closed to within 6 minutes so it was inevitable that we'd be looped in Penrith, 17 miles + from Carlisle. By the time we ran into the loop behind the station, the Pendolino was alongside us braking to a halt. After it left we expected to be held for the Edinburgh as he was now only 6 minutes away. For reasons best known to control they let us go and we ran down to Carlisle into P3, not P1 that would have required far more shunting. The Edinburgh was held at Upperby as the station was a tad congested. We arrived 33 down, 7 of which was attributable to the late start from Carnforth D&UGL so we only had the same time as usual to get fed and have a few beers.

Off to the Woodrow. Not too crowded. Enjoyed a Jaipur before the steaks came. Beautiful steak up north, and of course another Jaipur with. Mrs S enjoyed a glass of Sauvignon Blanc. After we'd finished our meal we were joined by andalfi, another of our Nat Pres stalwarts. Good to meet up and we enjoyed a pint, another Jaipur for me and a pint of Old Legover for Andy; I'll order anything by name, even the infamous Dog'd B*******!! We had a good chat about steam both old and new before setting off for the station for hopefully and on time departure.

A wander up front showed Mick Kelly was still in the driver's chair but Chris had been relieved by Rob Russell on the shovel. We left on time and had a decent charge up the 1in132 to Howe and Co. 28, until we slowed for Eden Brows, 17. Decent pick up to 24 at Low House then speed and the roar from the front increased through Baron's Wood, 36; then a sharp increase of speed to Lazonby, 53, and a max of 60 past mp291. Not a bad run the rest of the way to Appleby, Carlisle to Appleby in 50 mins. BIL only took 40 mins. While the engine was watered and we, along with many other passengers had ice creams. So, would we get a decent climb to Ais Gill this time? There wasn't anything to compare with as BIL ran through Appleby non-stop at 54.

Noisy start and the Jubilee roar as Mick used the downgrades to hit 49 at Ormside, mp275, then took 55 onto the first 3 1/2 miles of 1in100. Things looked and certainly sounded good as we held 51 a mile in. Then speed fell steadily into Helm Tunnel, 46 and after that we were down to 31 as we passed mp272. Fortunately the climb eased to a mile and a quarter of 1in166 but there was no pick up of speed. Not looking good and they struggled up front to hold 30 over the almost mile+ of 1in200/220 into Crosby Garret Tunnel. Galatea rallied a bit to 33 over the viaduct but then hit the proverbial brick wall. The sound level fell and brown smoke drifted past. A mile on speed had fallen to 21.4 and only lifted to 22 through the easier gradient through Kirkby Stephen. Things didn't get better and we struggled into Birket Tunnel at 18, still 4 1/2 miles from Ais Gill Summit.

On the lesser 3/4 mile of 1in330 speed rose to 25 but soon dropped quite alarmingly to 19.6 a mile into the final 3 miles of 1in100. Galatea rallied a little to 22.7 around Mallerstang, then we crossed Ais Gill Viaduct at 22 and held the speed to the summit. We passed the summit board at 24.6 in 40m 03s. Can't remember taking that long before.

We were told at the Hellifield water stop that the coal didn't seem to be that bad but the fire had just gone on them in the middle of the climb. No mention was made of fire risk as has been speculated on the thread. It did came around and once over the summit we passed Garsdale at 43 and ran down into Rise Hill Tunnel at 45. No fireworks along the escarpment and into Blea Moor Tunnel at 45. After slowing across Batty Moss Viaduct and clearing Ribblehead Station at 37, we raced down the bank at line speed or thereabouts to make up time. We passed Settle Jn at 63, before speed fell on the climb to Long Preston, 42, before Mick eased her as we approached Hellifield . Then had a red signal caused by problems with the points into the loop but thankfully they cleared themselves quite quickly. The path is so generous we were only 7 down!!

We left 3 down and charged off on the undulating grades towards Horrocksford Jn. Nice sound from the front and we hit 52 before being eased close to the junction. No Northern Trains to worry about and we roared through Clitheroe at 40. Mick charged off towards Whalley and the Arches and the fearsome 3 miles+ of 1in82 1/2 followed by a mile and a half of 1in88/86 with a bit of 1in68 in the tunnel for good measure. We blasted through Whalley at 50 in fine style; BIL 44; and roared over the Arches. Speed fell steadily to 37 a mile into the climb but the exhaust beat was solid as Galatea dug in. We came onto the 1in88 at 23 and into the tunnel at 21, with speed not falling much below 19 to the summit. Out of interest, BIL held 37 up the bank to the tunnel but then speed fell to 26/7 over the summit. Attrition from Whalley to the summit was 31 for the 5XP; only 17 for the Class 8.

With so few trains around we had a clear run to Blackburn where we arrived 12 early. They got us away swiftly and without any fuss and with a max of 65 down the grade between Hoghton and Bamber Bridge, we rolled to a stop 16 early. The loco change was trouble free and we were ready to depart from Farington Curve well before our booked time and the signalling centre let us out 8 minutes early. Good for us as we got to Crewe a bit early if on P1. We had to dash up the platform and across the bridge to get the late 0808 Cardiff back to Abergavenny. Glad we did as the last train, the 0909 was some 30 mins late.

The day was more like the 'old' Galatea than the one that did the 2 superb runs on the 3rd and 17th February; but that's how it goes with steam locos. It was still a good day out 'doing' a Jubilee over Grayrigg, Shap, the S&C and Wilpshire on a dry and sometime sunny northern day.

Thanks to Nigel and his folk; to WCR for providing the stock, the locomotive and the crews who were excellent as always; and to Network Rail for their good train regulation.

 

Thank you for another excellent report.

 

+1 from me on that too.
@1020Shireman raises the 5X vs MN discussion, so now a personal view which I obviously I expect to be shot at for querying the loco allocation policy.
I understand the desire to bed 35018 in on the SSE but the MN, outwardly at least, has shown already it can master the fells without a 'hangover'. The risks and consequences associated with a 5X on the CME are probably significantly greater than MN18 now having a "running in" issue whilst on the CME, to my mind.
Of course their locos, their rights, their choices etc.

 

Absolutely right. I would have thought 35018 would be well bedded in by now and 45699 has done a lot of very hard work on the CMEs and surely ought to be on lesser work such as the Scarborough trains. Without knowing all the background it would seem to me that it would have been sensible to swap the two locos before Saturday.

 

WCRC
You can please some of the people some of the time, all of the people some of the time, some of the people all of the time, but you can never please all of the people all of the time.

Abraham Lincoln

 

That's true and I would only have been on it on Saturday if it had been 35018. Its a very long day and a lot of money for us Southerners

 

Yes it is a longish day, although not as long as a number of other tours and in my opinion one of the best routes on offer. I am not sure I understand the comment about being a lot of money for those in the South, unless you mean the cost of getting to and from London or Watford Junction.