Welsh Marches Express (Saphos Trains) 20/7/19 and 7/8/19

Here's my record of "Britannia's" return from Cardiff:

https://youtu.be/JRwzBUw6dAM


Jeremy

 

Well worthy of a report. Apologies for the timing but we did the Royal Duchy on Sunday as well and I was out yesterday.

Welsh Marches Express 20th July 2019

Apart from the later return we were really looking forward to a full return Marches with the Brit after her mighty run on the S&C. The late return meant a drive to Crewe. Up at silly o'clock and out on the road by 0445 as the M50 was due to be closed. It wasn't and we got to Crewe at 0710. Never mind. Managed to get a full tank of petrol at a much lower price than rural Monmouthshire. After coffee and a bacon roll we saw the train in P12 and horror of horrors, no Generator Car on the rear but Craftsman one of LSL's Class 47s. As most of you know Shireman and Diesels do not go together so we wandered across to find out "What's going on".

Found Jim Smith, our TI chatting to Ron, one of our travelling friends of longstanding. I interrupted them to ask what was going on. Jim was annoyed and told me it was due to a track issue at the north end of P12 and an overnight possession that required the train to be dragged out of P12 as soon as the passengers had detrained. They'd tried to get the instruction changed to no avail. Jim assured me that the diesel was there only to provide electrical power to the Mk2s. The high pitched sound not the tick over throb from the Class 47 was due to the higher revs needed from the diesel engine to provide electric power primarily to the Mark 2s. There would be no driver in the front cab that would be required for assisting.

A quandary for us as we'd heard that before and suffered Class 47 interference. Jim was adamant there would be none unless something drastic happened. Hmm. Mrs S and I talked it over and as we were meeting our friends John and Judith in Cardiff to go for lunch at El Puertos in Penarth, we decided to bite the bullet and join the train. Quick bit of maths and the conclusion that the fully loaded 10+Class 47 train was close to 485 tons. Not unusual for a Brit in service days.

70000 was immaculately turned out. We hadn't travelled behind her since the Torbay Express of 13th September 2015. We took our seats in the First Open, 5 back, happily on the milepost side. A couple of blasts of the chime whistle and we were away - slowly. The tug from the big two cylinder locomotive told us the Class 47 was doing nothing. It's not a great path down as we were only 7 mins behind the 4 late Carmarthen. So not expecting anything much before Whitchurch.

The driver didn't agree and we roared past Gresty Green Sidings at 38, the end of the electrification section at 44 and hit 50 just past mp2. Just like the 4th May the brakes flicked on at mp3 and our speed dropped off to 15.2. Picked up a bit as we got going again through Nantwich at 25 and then we were treated to plenty of noise and tugging from the front down a 1/4 of 323d to get us to 32.4 at the foot of the mile+ of 1in97. Love the sound of a Brit being worked on a bank. We lost no speed at all to the gradient and then ran over the bridge over the Shropshire Union Canal at 39.5. Nice gentle bank for early in the morning next: a mile of 1in158, 43.3 on, 42.3 off; a mile of 1in184, left at 28.8 and an easing as we were too close to the service again. We trundled through Wrenbury at 11.6 but had a green and the Brit charged up the mile and a half at 1in230 very noisily, taking 35.5 onto the mile of 1in100. Sounded superb 5 back as the Brit dug in and only lost 1 mph to take 34.4 onto the 3/4 mile of 1in107. Speed rose slightly to 36 and then to 37 up the final 3/4 mile of 1in115. We ran down into Whitchurch some 9 minutes late.

So after our Whitchurch pickup the Brit picked up speed on downgrade and level track to reach a max of 66.3 at Prees. Gently down to pass Wem at 54, crossings no problem; and a mile or so later made a lot of noise up a mile of 1in270/758 to 56, held over a mile of 1in208. We ran down through Yorton at 61 and took advantage of the mile+ of 167d to hit 68 past mp26. Making some time up we used the 687d to attack the mile+ of 1in155 at 69.3. We came off it at 64 at mp28 1/2, and then got to 67.6 down the 117d before the brakes came on for Harlescott Crossing, 26.8 and our crossover into Crewe Bank Sidings for our extra water stop due to the lower water capacity of the Brit's tender. We drifted down to Shrewsbury for our final pickup 6 down.

A blast of the chime whistle and the tug from the two cylinders up front and we were off to Hereford. Whistled at the superb Severn Bridge Jn Signal box, 12, over English Bridge, 14, to Sutton Bridge Jn Box on a bit of 1in132, passed at 31. There's a climb away up 2 miles of 1in127 which made the Brit bark a bit as we accelerated to 38.7. Down/level to mp4 where the 9 mile climb to Church Stretton Summit starts. It's a mixed gradient climb. We passed the mp at 44.4 and accelerated up the 3/4 mile of 1in134, left at 47.8. Speed picked up to 52.3 down 3/4 mile of 1in279; then a 1/4 of 1in130, 51.1, led to 1 1/2 miles of 1in562 with Dorrington SB at the mid-point, passed 53. We left the section at 52.5. The next 1/2 a mile of 1in105 saw a fall to 49; then almost a mile of 1in90 took us back to 40.5. So far credible for a heavy train.

Next was a 1/2 mile + of 1in117 left at 37.4. This was followed by 3 miles of 1in100. Being worked hard and sounding superb, the Brit picked up to take 40.4 onto the final 1 1/4 miles of 1in252 to the summit. We roared through Church Stretton Station at 49.3 and passed the summit at the old Halt at 50.7, 20m 20.27s from our Shrewsbury Departure. A mighty bit of climbing for a 485 ton train. Then it's down the highly scenic run to Craven Arms and Stokesay Castle with Marshbrook LC passed at 70.9. Our driver (didn't find out who it was) braked to 50 by mp17 and the brakes remained on quite hard on the run down to CA. There are a number of crossings on this section. Speed picked up after the crossing north of the station and we blasted through the station at 54.5 and got to 71 2 miles later down the 1in112. Onibury was crossed at 72.5; then after falling to 60 by mp24 the Brit was opened up on the 870d to cross Bromfield LC at 65.6; and to 701 on the level past mp27.

We ran up through Ludlow at 69.1 and got to a max of 77 at mp130 on the 134d. Downgrade in the mid 70s to mp31. Over the level/131r to Woofferton SB, 71.2; then up the mile of 372/100 speed fell to 67. Up a further 3/4 mile of 1in115 we only lost 2 mph. Pretty much downhill for miles then. We hit a max of 74 at mp36 and down the 1in400 through Leominster at 72. Down the 2 miles + of 1in1309, 74. With Dinmore Hill was getting closer and it got noisier up front on the climb up to the tunnel started at 71.9 up a mile of 1in300, left at 61.6; then 1/2 mile of 1in264, left at 61.1. once out of the tunnel, the Brit charged down the 1in100 to hit 71 by mp44. We ran down to cross Moreton-on-Lugg at 72.5. we crossed Shelwick Junction, 40, then drifted down into Hereford DRL to water. The locomotive was taken off the train as hoses would have to be run across the running lines otherwise, and we had plenty of time.

We would have left right time but for the signaller to allow a late running West Midland train to run out of P4 across us to gain access to the diesel sidings south of the station. Consequently we left 14 down. One good thing was there was nothing in front of us.

Blasts on the chime whistle and we charged out of the station down the 1in350 to pick up speed by Rotherwas Jn to tackle the short climb to Red Hill Tunnel. We approached the site of the old junction at 32 but then there was a sharp brake application that took our speed down to 20. So barking up the 1/2 mile of 1in220 we got to 26; speed rose to 31.6 by the end of the 1/2 mile of 1in287; then we left the 1/2 mile of 1in143 very noisily at 36.5. Now we were onto the steepest bit, 3/4 of a mile of 1in92 where the Brit really raised the echoes, just touching 37 before falling back to 35.9. Not the summit yet and the Brit barked up the mile of 1in104 to enter the short tunnel at 38.8. Excellent.

The countryside is at its best this time of year with hilly backdrops, some wooded, some not, as we headed towards Wales. We crossed Tram Inn on the level at 61; passed St Devereux at 66 and with a serious increase of noise, roared down the 1in289 past Pontrilas SB at 69. A mile or so later we hit the start of Llanvihangel Bank at mp12 3/4 at 70 and left the 3/4 mile of 1in216 at 66.8. Next is a mile+ of 1in170 where speed fell to 61. A bit of 1in200d saw no change onto 3/4 mile of 1in100 to Pandy, where it had fallen to 49.4. The bank was taking a toll on our 485 ton train. Now onto the steepest bit, 1/2 mile of 1in99. Despite really raising the echoes into the cutting, speed fell to 45.1. Onto the final 1 1/4 miles of 1in100 through the cutting and past the old platform to the summit. Speed fell steadily with quarters: mp 17 1/4, 42.6; mp17 1/2(G), mp41.6; mp17 3/4, 40.3; mp18(G), 39.1; mp18 1/4, 37.5; mp18 1/2(G), 36.2, where the gradient eases to 1in512; mp18 3/4, just before the summit, 38.5. A seriously impressive climb for the load. (G - couldn't find the mileposts).

Down the steep side with only a few mileposts visible to pass through Abergavenny Station at a very generous 75!! Past the old Penpergwm Station at 74.6, then 74.9 onto the mile and a half of 1in80 through Nantyderry. Mid point was passed at 60.2 with a fall to 48.4 at mp27 3/4. Speed picked up to 51 down 1/2 mile of 416d but fell back to 45 up the mile of 1in119. Up the 2 miles+ 1in104 then. 1/2 mile in past Little Mill SB at 49; then a steady fall at mp32 1/4 just before Pontypool and New Inn station, 40 on the curve. Quite a few photographers on the island platform. As soon as they'd taken their pictures of the Brit they moved to the other side and just below the station we passed Bahamas climbing the 1in95 bank with serious assistance from the LT liveried Class20. Why I wondered as the load was only equivalent to 10? We found out later it was due to a restart from an emergency brake application/tripping of the TPWS.

Then it's pretty much all downhill to Maindee West Jn. We passed Cwmbran at 73.5; Ponthir at 61.5, braked through Caerleon, 52.9, trundled across the Usk River Bridge at 38; Maindee North, 30, and straight across Maindee West onto the SWML at 21. We passed through Newport at 27 and went out on the main. No smart running with a max of only 55. We came to a stand in P8 at Cardiff Central at 1235, only 4 down.

Met up with another friend of ours John on the platform. He'd come to watch the Brit climb up into the station as his first memory of steam on the mainline was Britannia 70019 Lightening barking up the short 1in47 into the station. The first thing he told us was the driver of the Class 47 had got out of the rear cab; so Jim was right and the Class 47 had only provided electric power for the train. Unfortunately he couldn't come to lunch.

We waited for John and Judith to arrive. They'd enjoyed watching both trains at Pontypool so were a bit delayed. Off again to Milliways, the Restaurant at the end of the Universe, still currently on the ground floor of the Old Custom House on Penarth Marina, at least that's what we think.

Mrs S had a pate starter and beautiful lightly battered piece of cod. My fresh black bream was superb. John chose a beautifully matured steak; Judith a lightly battered fish goujon starter that John and I shared with her, and an excellent lasagne. The service wasn't the best as we waited for 40 minutes as they'd forgotten about us!! The food was worth the wait. Only I had a dessert, an excellent crème brulee. The Felinfoel Double Dragon was decent. We left well in time for John to drop us off at the station and then head off home to Cwmbran in time for them to get to the 'black bridge' to watch the train on the 1in95 climb to Pontypool Road.

There was all kinds of chaos in Cardiff with late running trains but ours came into P2 at 1650. Vince Henderson was in the driver's seat with Bob Hart our TI. No idea who was on the shovel. We left 6 mins later, only 3 down. Out on the up main the Brit was worked hard and we got to 42 by Rhymney River Bridge Jn. Only a max of 63.4 at Marshfield though. We crawled through P2 at Newport at 17.8, only 4 1/2 minutes behind the Manchester. As on May 4th, not good, especially with a heavy train in tow. Still it would be very noisy!! We joined the Marches route at Maindee West, 23; crossed the River Usk at just over 30 with greens in sight. Up the mile of 1in550 the Brit only got the train to 36.2, but on the short lev/990 it got really noisy and speed rose to 41.6. The Brit accelerated up the 3/4 mile to Caerleon, 45, and picked up to 54 on the 1/2 mile of 132d. Up the 1/2 mile of 1in428, then on the level, we passed Ponthir at 51.8 at the start of 1 1/2 miles of 1in120. A cacophony of noise up front as speed was held on the section. But just as we hit the level bit before the 2 mile climb of 1in106 through Cwmbran, the brakes came on and our speed fell to 17.3 as we approached the platform end at Cwmbran. Can only think there was a platform speed restriction for the Brit.

We left the station on the 1in106 at 18.9 and reached 22.5 as we started the arduous 2 1/4 miles of 1in95 to Pontypool. We were 7 back and the sound echoed around as the Brit slogged up the bank without a slip. Half way up the climb speed had risen to 30.7, very impressive and enjoyed from the watchers on the black bridge, including John, Judith and the dogs, Ollie, Ruby and the 'newcomer' from the Forest of Dean, Jack, who was a bit startled by the chime whistle and made an attempt on the canine high jump record. John later confirmed that the Class 47 was doing nothing in the way of assisting, with the driver in the rear cab. The bridge shook from the exhaust of the Brit as we slowly accelerated to 32.8 before falling back to 32 on the 1in358 into Pontypool and New Inn Station, passed at 46.4.

The long block north of the station led to us being checked down to 21.6 on the approach to Little Mill SB. We didn't need that with our 485 ton train. Best guess was that the Manchester was less than 6 minutes ahead of us and it was stopping at Abergavenny so the signaller held us back, this time fortunately without a stop. So, with greens, off for the charge to Abergavenny and hopefully a fast free run to get us over Llanvihangel Bank in style.

We passed the box with a long chime at 39.9 but lost 3 mph up the mile of 1in141. Hmmm. Down to Nantyderry, 48.6 and a distinctly noisy Brit charged down the bank as greens and semaphores off must have been visible to Vince. We were flying along at 74.5 as we came off the 1 1/2 miles down the 1in80. Then it levels off before a short 1in100 to Penpergwm, 71, took us onto the climb to Abergavenny Station. It's 3/4 mile of 1in154, left at 67; 3/4 mile of 1in181, left at 63.3; followed by 3/4 mile of 1in153, left at 62. RTT showed us a safe 10mins behind the Manchester.

Back in the day Brits on heavy Manchester Expresses used stop at the station and then more often than not pick up a banker for the climb to Llanvihangel Summit. Today 70000 charged through the station with chime whistle sounding past mp22 3/4, at 61.9, as good as could have been expected. Almost immediately the gradient rises to 1in85. We left the 1/2 mile section at 59 straight onto the steeper 1 3/4 miles of 1in82. The Brit roared up the bank, quarter speeds (only 2 mileposts, the rest GPS odometer readings) were: mp22 1/4, 56.8; mp22(G), 55.9; (all the rest GPS) 21 3/4, 54.1; 1/2, 52.3; 1/4, 51; 21, 49.6 and 20 3/4, 48.4; seriously special. Onto the final 1 1/2 miles of 1in95 to the summit. The quarter speeds (all GPS) were: mp20 1/2, 47.4; 1/4, 47; 20, 46.2; mp19 3/4, 46.1; 1/2, 45.4; 1/4, 44.6; mp19, 44, just before the summit, and the lowest speed. An exceptional climb by 70000.

Down the bank in the mid 70s, max 77, before firm braking before Pontrilas, 58, must be on the driver's notice as the Manchester that was way ahead of us. A 6 mile block to Tram Inn now. St. Devereux was passed at 68, and Tram Inn LC at 72. We hit a max of 73.2 at mp4 1/4 on the slight 1in459 before we trundled into Hereford URL. Over an hour so plenty of time for 70000 to be detached and watered in the bay from the waiting tanker. We were sitting opposite DB Driver Keith Murfin's mother, a very friendly lady who'd told us that her son was driving from Hereford to Crewe.

Blast from the chime whistle and away 5 early for the charge to Dinmore Tunnel. Can a Brit and 485 tons dive into the tunnel at 60? A steady start; we could feel the two cylinder tug 7 back. We passed mp50 3/4 on the 1in145/460 at 12 and then up the 1/2 a mile + of 1in145/460 to 16; then half a mile of 1in142 to 31.6. nice and noisy! Speed rose over close to 2 miles on the level/394/162d to 53. The climb to the tunnel is a gentle 3 3/4 mile of 1in1100 followed by the short 1in200 and a mile of 1in100. 1 1/2 miles into the 1100r we crossed Moreton-on-Lugg LC at 62 left the section at 64.7, held up the short 1in200. Despite a thunderous climb our speed dropped to 56 into the tunnel. The gradient continues through the 1 1/4 mile long tunnel and we burst out into the sunlight at 55.3. good for the heavy load.

More or less down grade to Leominster with a max of 71 at mp40, 69 through the station. Speed held in the low 70s with an acceleration down the 1in100/372 to pass Woofferton SB at 75.5. The Brit hit the 3/4 mile of 1in112 at 74, left it at 68; then held that until the brakes came on just before the end of the 3/4 miles of 1in134 as we were due to stop and take on water in Ludlow station.

So, now to Craven Arms and the climb to Church Stretton Summit. Downgrade and across the level mile to start the climb to Craven Arms at mp26 1/4 at 23.2. The noise level rose as the Brit attacked the 3/4 of a mile of 1in160. We left it at 44. We crossed Bromfield up the 1in425 at 47.3. The Brit sounded superb as we charged up the mile of 1in870, left at 54.4 and powered on to start the mile of 1in286 over Onibury LC 58.2. Onto the mile and a half of 1in112 where speed dropped to 52.5 as Stokesay Castle came into view. Bit of downgrade and 55.4 off the 1in406 as we roared through Craven Arms. Speed fell up the mile of 1in150/lev/130 to 39 at the start of the 3/4 mile of 1in105 and left it close to 40. Keith used the bit of level and mile of mixed 1in164/180 to get to 49 and then to 52.3 down 1/2 mile of 1in125. And to 53.3 up the bit of 1in110. Seriously good.

The next 1/2 mile of 1in278 saw us hold the 53 across Marshbrook and to take almost 55 onto the steepest part of the climb, 2 miles of 1in112. What a racket up front and a bit of whistling as the Brit charged to the summit. 1/2 mile into the 1in122 at mp15 speed was 52.6; a mile in 50; a mile and a half in at mp14, 48.4, and 48 onto the 1/4+ of 1in150 to the summit passed at 52.6. We charged through Church Stretton Station at 57.

To the fireman's relief it was downgrade virtually all the way to Shrewsbury. We got to 73 on the 1in100d, checked before again 72 down the 1in90. The Brit was eased and we drifted down past Dorrington at 62 ; mp5 1/4 on the 3/4 mile of 1in279 at 65, left at 63 before we eased our way to our booked stop at Sutton Bridge Jn. After a shorter than booked stop we ran into Shrewsbury RT.

We left RT and took 30 at mp31 1/2 onto a mile of 1in124 to Harlescott LC. The Brit was far from finished for the day and accelerated up the climb to 40. We crossed the LC on the level at 45 and then charged up the 1 1/2m+ of 1in117 where speed held noisily and picked up slightly to 45.6. Over the undulating couple of miles to mp26, speed rose to 66 before we met the mile+ of 1in167. We flashed through Yorton, mid way, at 62 and only dropped to 61.4 at the end of section. Downgrade through Wem,70, up a 1/2 mile of 1in240, 67; through Prees at 68 on 1in257. No much let up on the 1in353/161/264, 65; mile+ level, 66, before easing down for our Whitchurch set down.

Keith worked 700 up the 1/4+ 1in1353 to 21, then up the mile of 1in331/136 to 35 before accelerating down through Marley Green and Wrenbury to hit a max of 72 at mp6. 70000 was eased down to 57 across the River Weaver Bridge before it got noisy up front on the 1/2 mile of 1in323 to Nantwich, 52. Then the last 'climb', the mile+ of 1in172. We were still doing 48 3/4 miles when unfortunately the brakes came on. We trundled over the last few miles and arrived in Platform 12 at Crewe RT at 2150.

Definitely no time to wander up the front as we had a 2 hour+ drive home and an early morning start to get to Bristol for the first Royal Duchy of 2019.

So thanks to everyone at Saphos for running the train; to DB for their excellent crews; there were trainees on the footplate, both a fireman and driver most of the day, so the future looks good crew-wise. Thanks to LSL for the magnificent 70000 and their support/footplate crews; and to Network Rail for letting us run on the mainline; and for the good train regulation most of the day.

The exchange of the 45 ton Generator Car for the 119 ton Class 47 for late night shunting could have spoiled the day. (but the drivers were in the rear cab all day and it only provided electrical power) Apologies for this incorrect statement because it did as watching and listening to the footage of the day the diesel was assisting from Hereford. Spoiled our day seeing that. Still a good day out but not deserving of the 'praise for the Hereford to Church Stretton' section. The Brit certainly lived up to its reputation and some with an excellent performance (all day) with a heavy train on the Welsh Marches Route most of the day. Hope she's on the 7th August for a (repeat) proper unassisted day on the Marches.

 

thought it was fast !

 

The Southbound climb of Llanvihangel Bank, and the Northbound climb of Battlefield captured in the second half of my latest video.

 

Hope that Mods will allow use of this thread for the WME of 7 Aug. Not received tickets, rang Saphos - NR final timings expected this afternoon, tickets to be sent first class today (Friday).

 

Still nothing on RTT for the WME on 7 Aug but some times came with the tickets.

(Diesel from Preston, steam Crewe - Cardiff - Crewe)

Preston d 06.40 / a 23.40
Wigan NW d 06.55 / a 23.15
Warrington BQ d 07.25 / a 22.55
Crewe d 08.40 / a 21.55
Whitchurch d 09.05 / a 21.30
Shrewsbury d 09.50 / a 21.00

Cardiff Central a 13.05 / d 16.45

 

Still nothing on RTT or OTT. Oddly LS isn't on the TOC list to search under.

 

That seems to have had 40 mins put into the Shrewsbury--Cardiff time since last year, when there was a 35 min water stop at Hereford going and 50 mins coming back.

 

Because the Brit needs extra water stops.

 

TY not on list either - looks like the list doesn’t yet include the new boys.

 

I'd suspect an IT Configuration Management issue - looks very much like an old version of the database table read by that dialog box (without TY and LS) has been re-released in error.

TY STP schedules visible yesterday -- likewise LS at Crewe HS today.
http://www.realtimetrains.co.uk/search/advanced/SAV/2019/08/04/0000-2359?stp=S&show=all&order=wtt

 

Just checked RTT times now showing for Wednesday’s trip.

 

http://www.realtimetrains.co.uk/train/U10768/2019/08/07/advanced
http://www.realtimetrains.co.uk/train/U10774/2019/08/07/advanced

 

Is the stock top and tailed this morning? Reason I'm asking is the Generator Car is on the depot. Suggests a diesel on the rear day unless the Brit brings it with.

 

Diesel on rear all day. On notch 1 or more to assist on the banks. Nothing to time and home from Cardiff.

 

Brutally honest, you must give them points for that. Won't bother chasing now.

 

Not ontrain info Liam.

 

From the crew then ? I couldn't imagine the train manager stating that over the tannoy.

 

Weird train. Only topped Stretton Bank at 33. Not much assistance, especially as we're late.

 

Approaching Woofferton with Clee Hill in the background. Big black cloud came over at the wrong time...