The Dalesman

DALESMAN 20 August 2015 – 45699 Galatea hauling 10+POB

Mrs W had decided that Carlisle did not warrant a second visit within a week so I was “flying solo”. I joined the train at Skipton and with a diesel each end we arrived in Hellifield loop. After a bit of “tooing and froing” Galatea was attached to the front. I was in coach H and so was just under 3 coach lengths from the loco.

David Blair got us away 8E, by Long Preston we were up to 35 this was followed by an increase in the noise coming from the front and at Settle Jn (10½E) we were up to 61, this peaked at 62 before the gradient began to bite. We were still doing 50 when we charged through Settle station accompanied by the full Jubilee roar. By Helwith Bridge we were down to 25, this increased to 31 beyond the short level but then the loco was eased and we began to slow culminating in a stop at Horton at Ribblesdale station, we were 11½E at this point. Almost exactly 3 mins later we re-started; there were a couple of slips as we started and another as speed built (all quickly and expertly controlled). By MP243 we were up to 16, MP243½ 23, more power was applied and by MP244 we were up to 27 this increased to 28 at MP246 and 29 at MP247. At Ribblehead we were still 6E and doing 32. This would have been acceptable even without our unscheduled stop.

I was informed (by someone who knew) that a longer than usual layover at Hellifield had not helped the fire and the train was halted because of water and steam concerns. It seems that the short stop worked, presumably the fire had livened by this time, and we passed Blea Moor 8E. 40 mins from Hellifield loop to Blea Moor (as scheduled) - not bad with a 3 min stop and a re-start on the 1 in 100. We topped Ais Gill at 37/38 and headed down to Appleby mainly around 55 to 60, arriving 6E. Water for the loco, tea for the crew and ice cream for me!

We left 1L and by Long Marton we were up around 50 but were soon braking for the TSR around MP281¼, down to 4mph. We accelerated hard away and speed was worked up to 62. The TSR had a major impact we were 5L at Culgaith, speed was held around the line limit by virtue of hard work by 45699 when required and was kept in check by brake applications on the downhill sections. We were still 4½L at Howe & Co and doing 57. Just less than 8 mins later we eased into platform 3 at Carlisle RT. The table was covered in cinders (fully open toplight).

I returned to the station in time to see the train, driven by Gordon Hodgson, reverse into platform 3. We were away RT, there were now 9 carriages (around 200 yds) between me and the noisy bit at the front. By Howe & Co we were up to 40 and 1E, 2E at Armathwaite and 53, 4E at Kirkby Thore but braking for the TSR, once clear we were up to 44 before braking for Appleby where we arrived 3E; very creditable considering the TSR.

We were away again 1E, with the loco working hard and, taking advantage of the downhill stretch, we were up to 54 by Ormside almost 2E, speed fell away on the 1 in 100 but we were still around 44 when we entered Helm Tunnel, this increased to 45 at Crosby Garrett RT. 32 at Kirkby Stephen but this increased to 33 at Mallerstang. We were down to 27 for the final part of the climb which gradually increased to 28 and was up to 34 by the time I passed the summit board (in the 10th carriage), we had dropped a little over a minute from Appleby.

We made our way through Garsdale, Dent and by Blea Moor we remained 1L with little chance for recovery across the viaduct the deficit remained unchanged at Ribblehead. We now took full advantage of the downhill section and speed was up to 60 by Horton in Ribblesdale, 60 at Helwith Bridge, Settle 55 and back up to 57 at Settle Jn; we were now almost 3E. On our descent speed was kept below 62 by frequent applications of the brakes. We trundled into Hellifield loop 2E. Even so far from the loco the sound of the exhaust could still be clearly heard on the uphill stretches and there was a smattering of albeit finer cinders on the table.

After some running round 45699 and its support coach set off for Carnforth and as they did so driver, fireman and support crew all smiled and waved to the passengers on the train; a nice touch and appreciated by the children and grandparents who seemed to be well represented. Now part of a “diesel sandwich” we left 4E for Skipton.

A very enjoyable day out on a well managed train that ran RT as is required on today’s railway; my thanks to all involved. To those, like me, who frequently “watch” the trains on RTT the morning’s hiatus was completely invisible –so you never know what you are missing, if possible get out and enjoy the real thing!

 

+1

Damn good report.

 

Thanks Ralph and Mr Yeti for your comments, nice to be appreciated.

 

45699 on today's Dalesman.

 

Fiddlers Lane near Lazonby northbound and Staingills + Breaks Hall southbound.

https://www.flickr.com/photos/iancawthorne/20251839123/
https://www.flickr.com/photos/iancawthorne/20890307151/
https://www.flickr.com/photos/iancawthorne/20889797361/

Just Thursday left now.

 

Any clues for tomorrow's loco? Given she's not been out this week, 45231 would be a reasonable guess, but anyone know for sure? Thanks in advance.

 

45699 again, I hear.

 

Cheers. Can anyone confirm by sighting?

 

It was shown on TOPS this morning as Galatea.

 

Definitely 45699. Plodded past Selside about 10 early.

 

The final of this year's 'Dalesman' charters was hauled by LMS 5XP No.45699 'Galatea' seen passing Langcliffe on the outward trip this morning (27/8/2015).

Video Available Here

 

Hope these are slightly different enough for Henry's tastes

Shadowy Selside by Nigel Pitt, on Flickr

Dalesman in the Dales by Nigel Pitt, on Flickr

Birkett Common by Nigel Pitt, on Flickr

 

Very nice set of 3 there Nigel.

Got it at Ribblehead on the return through the station. Had somebody made special arrangements for smoke at this location btw? Safety valves going all across the viaduct (I think) & absolutely blasted off the viaduct & through the the station. Great sight with sun, glint & smoke from where I was stood.

 

Yes Nigel, like them a lot

 

DALESMAN 27 August 2015 – 45699 Galatea hauling 10+POB

As Mrs W was otherwise occupied for the day, I raided the kids’ inheritance and joined the final Dalesman of the season at Skipton; the train was full bar the odd seat.. A few minutes later at Hellifield and on a cool blustery morning, Galatea was attached. As I waited in coach G (just over 3 coach lengths from the loco) for the off there was a light shower.

Just as a week ago, David Blair got us away 8E, by Long Preston we were up to 36 (last week 35). Settle Jn was passed 10½E doing 56 (61), Settle 42 (50). The noise from the loco was heard intermittently, being carried away by the sharp wind. At Helwith Bridge we were down to 26 (25) but on the level improved to 33 (31), Horton in Ribblesdale 11E at 25 (stopped). Just beyond Horton the loco was opened up and, in around half a mile, speed increased from 24 to 29, this appeared to be beyond the loco to sustain and we eased back to 26 for the remainder of the climb. Ribblehead passed 10½E, we eased for the viaduct and Blea Moor was passed 11E at 22; this was a 3 minute gain on schedule.

Ais Gill was topped at 36, down the other side and through Kirkby Stephen at 55 with 61 into Helm Tunnel. We were down to 57 at Ormside as we began to slow and arrived at Appleby 9E. After watering (and ice cream) we left 3E and speed was up to 57 by Long Marton. We then slowed for the embankment works and the 5mph TSR which was exactly where we passed the early running southbound log train. Up to 37 at Kirkby Thore and 61 at Culgaith, speed fell to 50 at Armathwaite but the loco was opened up and 54 was held on the 1 in 132 to Low House Crossing (½E). There was a maximum of 62 at Howe & Co all culminating in a 4E arrival at Carlisle. Unlike last week, despite the open toplight, there were no cinders on the table (carried away by a strong westerly wind?).

I arrived back at the station in time to see Mick Kelly reversing the train into platform 3. We left RT and by Howe & Co were were up to 43 (40) and 1½E, this increased to over 2E at Armathwaite 55 (53). 58 into Armathwaite Tunnel, 56 and 54 into Barons Wood Tunnels. We peaked in the dip before Lazonby and were still doing 60 through Lazonby station. On the climb to Langwathby speed fell to 49 but on the easier stretch to Waste Bank Tunnel was worked back up to 57, up to 59 on the level through Culgaith 4E. 39 at Kirkby Thore and 5E before braking for the TSR. Speed was back up to 45 (44) before we began to slow for Appleby where we stopped for water 3½E.

We were away 3½E and were up to 51 (54) by Ormside and entered Helm Tunnel at 42 (44) and speed was 43 (45) at Crosby Garrett. We went through Kirkby Stephen 4E at 35 (33), into Birkett Tunnel at 31 and roared along Mallerstang at 38 (33). 2 miles from the summit we were down to 33, 1 mile to go 30 and a minimum of 27 which had climbed to 32 (34) by the time I passed the summit board (9th carriage) 2½E. As last week 1 min dropped on schedule.

We were 2E at Garsdale which increased to 3E at Blea Moor. As we neared the middle of the viaduct speed was reduced to 8mph much to the delight of many of the passengers who enjoyed the view. As we left the viaduct the loco was opened up and we passed Ribblehead 2E at 31. Before we reached Selside brakes were applied to reduce the speed from 62 to 57, braking again near Horton in R and through the station at 58 (60), Helwith Bridge 61 and 1½E. Speed rose again to 63, brakes applied, up to 62 near Stainforth, brakes applied, Langcliffe 62 and then braking for Settle Station 57 (55) one finally flurry Settle Jn 62 (57) and 7E. Fast running downhill!

We stopped in Hellifield loop 5½E (with just a few cinders on the table). 45699 was detached, ran round its support coach and left for Carnforth with the what must be customary waving and smiling and cheering from a number of children in the coach (buy one adult ticket, get a free child ticket).

I think the two runs make interesting comparisons; northbound same driver and southbound two very experienced drivers. It seems to me that all of them (with their respective firemen) probably got all out of Galatea that she has to offer with an 11 coach train on the S&C. This is supported by some (reliable) information I received, that Galatea is much improved from when she returned to traffic and was very comfortable on the 8 coach trains earlier in the season but is much less so with an 11 coach train.

My thanks to all involved in organising and running the trip (and the unheralded firemen), once again very friendly and very professional – long may they continue.

 

Thank you Mr Wistle. Do you and others think the Dalesman has been a commercial success for WCR? My impression is that patronage was rather light in the early weeks (better in Premier Dining than first and standard) but has been good during the school holidays. I wonder if there is scope to do some deals with coach operators for next year. The 0947 unit from Leeds regularly has one of its two coaches blocked out for party bookings from Skipton and/or Settle. Indeed on one occasion I overheard loud complaints on Skipton station that 'it isn't the steam train'. You would think WCR ought to be able to compete in that market now they have an established offer which I think has been pretty reliable (?1 failure of 45231 and the regulator problem at Carlisle with 45690).

How much of the Fellsman's capacity is taken up by party bookings? It always seems to be fully booked.

 

Boarding at Hellifield would be an advantage too especially if there were connection with services from/to the west.

 

I think it would probably have be Long Preston like the Fellsman or just possibly Settle (interesting starting from there up to Stainforth ). Given that it has to be overtaken at Hellifield by the 1019 and the 1047 from Leeds it couldn't run in its current slot which is about as late in the day as you'd want to be.

 

One last look at the Dalesman, with footage of 45699 climbing through Mallerstang to Ais Gill: