S&C reopening special with Flying Scotsman 31/03/17

I imagine the police will have at least one on patrol for starters.

 

The ĺast time I travelled over the S&C with 4472 was on the Permanent Wayfarer.
4472 Hellifield to Carlisle and return, diesel Lancaster to Hellifield and return.
Cost £2, and I crossed Batty Moss viaduct in the cab, at 60mph.

 

Sorry should have said "Footplate"

 

Permanent Wayfarer was 1981

 

On the Settle & Carlisle Trust Facebook page it is reported that Scotsman will pass Ribblehead at 11.23 North and 17.28 South

 

Timings here..... http://kwvr.co.uk/kwvr-news-items/flying-scotsman-timings/

 

I wonder if that 30mph TSR will still be in place at Horton, like it was for the A1, I assume that A3 is wider than Tornado ?

 

Not seen the times on RTT yet. I'd wondered with it being a Flying Scotsman high profile job, they may not appear on there.

 

its hardly the ECML

 

I wonder if Scotsman will need help on the return? KWVR quite steep and some significant curves which don't help. Banker anyone?

 

Considering the last time I was hauled (eventually) by Scotsman she could not even lift the ECS off the Clitheroe line into Hellifield for the trip to Carnforth without a 40 minute struggle I suspect it may be an essential.

 

Well lets hope it's one of the Worth Valley fleet and not something maroon from the West Coast fleet !

 

P

Presumably need dragging back out off p1 at Keighley onto the down main to access the branch, on the return???

 

Was it not already announced that the dubdee would be tail end charlie to the A3 on KWVR metals?

 

That was the old wreck, not the new build hauling the reopening train.

 

That's true for the KWVR week of operations. If it needs banking with a short-ish KWVR train then it will definitely need help with a full main line set. But I don't suppose the KWVR will steam the WD just for one trip.

 

Out of curiosity what format of route relearning is necessary to sign it, assuming it has lapsed given the length of closure?

 

May have been factored into the fare structure plus a loco could be used the following day so wouldn't just be steamed for a lone trip.

 

Out of interest, what is the max gradient on the KWVR, and what length trains are planned to operate? (On the Bluebell we have a section of 1 in 55 that starts straight before curving; and to my knowledge we are not planning on using a banker for Flying Scotsman's visit - train weight will be 8 bogies, about 280tons tare).

Tom

 

Can't answer the second part of your question, but as far as the gradient profile is concerned, the KWVR website has this helpful note
"The steepest gradient on the line is 1 in 56, which occurs in two places: Keighley Curve (0m.10ch to 0m.27ch.) and between Ingrow Tunnel (1m.35ch.) and Damems station (2m.0ch). The average gradient of the line is 1 in 70."

Even more helpfully, details of curvature and check rails are given for the former location
"There are two other check-railed curves: the 9 chain radius Keighley Curve (0m.5ch. to 0m.27ch.) and the 13 chains radius Globe Inn Curve (0m.32ch. to 0m.44ch.)."

Source : http://kwvr.co.uk/trains-and-the-railway/branch-profile/

I sometimes wonder whether there might be a publishing opportunity for an omnibus edition of the gradient profiles of branch line/ heritage line routes. I seem to recall a similar question came up a couple of years ago in relation to the Wensleydale Railway, around the time that RTC ran their Wensleydale and Durham Coast outing over that line. I searched, but drew a blank. Meantime, the (1947) main line gradient profiles have recently been re-published (by Ian Allan), so maybe there is a market for this sort of thing, however specialist.