CME - 2019

Ditto, Picture changes at each clip but goes no further, weird as the slider preview shows the train. I'll keep quiet about the pub though!

 

On a cold and damp winter's day, LMS 5XP No.45690 'Leander' is seen hauling 'The Winter Cumbrian Mountain Express' on the 26th January 2019, seen passing Horton In Ribblesdale, Plumpton and Great Strickland.

Images Available Here

 

You need to delete all the posts (and this) relating to the defunct video, like a headless chicken only deleting the original, pointless and very unclear leaving the follow ups.

 

From what I've been hearing that's been quite a common occurrence on Youtube in the last few weeks (and from my point of view is rather annoying)...I've now deleted the original and uploaded again and exactly the same thing has happened so next trick is re edit it and upload a completely new video. Perhaps I might get it working by the end of the day...

 

Way back when

 

My PC has been away for repairs (they rang yesterday to say that it's fixed), so this has been a bit of a struggle on a laptop that won't run my usual software. My apologies if there are a few more errors than usual.

The Winter Cumbrian Mountain Express 26 January 2019 – 45690 Leander hauling 10+POB+47.772

It’s hard to believe but it’s been a month since Christmas; the presents have been unwrapped, the toys played with and the turkey is finished (at last), those pounds so easily gained are proving difficult to shed. Ah well, back to business.

I booked this some time ago when RTC were offering a £30 discount. It was advertised from Man Vic via Bolton, Euxton Jn and the WCML to Carlisle with the return over the S&C to Hellifield, onwards to Blackburn and then via Darwen to Bolton. A couple of trips at the end of 2018 put Bolton back on the steam map, but was Darwen a result of “copy & paste” or with Northern on strike would it finally happen? Frustratingly the times did not appear on RTT until overnight on the day of the trip and as expected no Darwen, perhaps Mr Riley will produce something in December.

So off to Bolton in the dark and with some occasional drizzle. Onto platform 4 where Leander finally arrived some 10 minutes late and I boarded at the very back of the 10th coach. Our steward, “West Brom Tom” told us that there was a problem with the TPWS which they were trying to fix; we were not causing a problem with Northern being on strike (46th time in 2 years) and their limited service had not yet begun. At least it was warm with the ETH powered by the 47 on the back. After trying unsuccessfully for some time it was decided that we couldn’t remain here indefinitely so the 47 was dropped off the back, ran through platform 5 and came back onto the front. Further repairs would be attempted at Hellifield.

54L we were off, but now without heating. The diesel was firmly in charge and we ran like a diesel-hauled train. Although badly out of path we were straight out onto the WCML at Euxton Jn but switched over to the slow (booked FL). After a northbound train passed us we crossed back over and off at Farington Jn. Straight through at Lostock Hall Jn and by Bamber Bridge we had reduced the deficit by 10 minutes. Hoghton summit was topped at 54 followed by a steady run into Blackburn to pick up the passengers from Preston who had travelled by RTC provided coach (Northern strike). We left Blackburn 43L, but with plenty of “slack” in the schedule. We slowed to 20 at Langho (adverse signal?), there was a Northern train on its way to Clitheroe. We arrived in Hellifield 24L – still plenty of time, the schedule included 55 mins here, 51 at Appleby and 7 at London Rd Jn, but could the TPWS be fixed? The answer was YES. The diesel went back on the rear, the heating came back on and with Leander having taken water we were ready.

With Mick Kelly driving and Chris Holmes firing we were off (only 16L). So, there was a diesel on the back (and weren’t we glad of it at Bolton) its purpose was to provide heat, but it’s unfair to expect Leander to haul 11 coaches and a 120T diesel so the diesel has to to “try to take its own weight” on inclines by providing some power (minimum setting). This prevents the diesel being a “dead weight” but will almost certainly provide a bit of extra push, how much extra depends on the setting, the speed and the gradient. So extreme caution needs to be exercised when considering performance data. Today, I guess, may be similar to a Jubilee on say 8 or 9 coaches, but isn’t that what they were built for!

By Long Preston we were up to 41, this increased to 61 at Settle Jn SB (16L) and peaked fractionally higher just beyond. Even 10 coaches back we could hear Leander. Speed was just under 50 through Settle but held well to 41 at Helwith Bridge (16L) increasing to 44.7 on the level beyond. 39 through Horton in R (18L) with speeds of 36/7 up past Selside and beyond before easing to 32 through Ribblehead, across the viaduct and past Blea Moor SB (27&18.5L). Into Blea Moor Tunnel at 35 and out at 51. The tops of the hills were shrouded in cloud as we curved around through Dent and shot through Garsdale at 59 (19L) and onto the final climb to Ais Gill (58). There followed a good fast run down to Appleby with speeds in the low 60s. We stopped in Appleby station (17L). In the tenth coach we were well beyond the end of the platform and I had to walk through 3 coaches to the platform – an ice cream was beckoning (blackcurrant), first of the season. A stroll up to the loco where the absence of a water tanker suggests that it was never planned to water here. There was a cool wind now becoming increasingly flecked with drizzle so I rejoined the warmth of the train.

2E we left for Carlisle, shortly after the sun appeared! There was a regulation run to Carlisle with speeds in the mid 40s to mid 50s, there was a nice burst of exhaust as we climbed the 1/132r past Low House Crossing SB (44&RT). 6E at Petteril Br Jn and omitting the operational stop at London Rd Jn saw us glide into platform 3 at Carlisle 16E. Just time for another quick look at the loco. As forecast, rain was in the air as I left the station and was becoming heavier as I made my way to the Woodrow W. I’ve been watching the calories since Christmas but what Mrs W doesn’t see . . ., so fish and chips it was! It was now raining hard as I made lunch last as long as possible before making my way back to the station.

When I arrived Leander was already on the south end of the train and 47.772 on the other. Mick Rawling was the driver with a Craig Potter firing (Craig is from the East Lancs Railway and has recently been passed for mainline firing duties). RT we set off south, this was much better now at the front of the 3rd coach, top light slightly open, it was still raining heavily, and blowing against the west (our) side – the sacrifices we make! Leander was soon into her stride and roaring away as, around 4.5 miles out we topped the 1/131r at 42, plenty of noise passing Southwaite (55) and accelerating up the 1/228r to just touch 60. Speed fell back as the gradient tightens to 1/172r and then 1/164r then on the level past Plumpton, with some splendid sounds from the front, we reached 67. Keeping the power on we roared through Penrith at 65 but all too soon the noise dropped as we slowed ready to make our way into Eden Valley Loop. Once in the loop we chugged slowly up the gradient (1/125r) before stopping near the south end (3L). We had a booked wait of 41 mins when three southbound trains were due to pass. It was still raining, so for now the window was closed. Despite the weather it was still passably light.

The last of the trains was slightly late so we left the loop 1L and out onto the 1/125r to Shap summit, almost 10 miles away; window re-opened. Once again the soundtrack was magnificent, by Thrimby Grange we were travelling at 44 another 1.5 miles further and the gradient eases slightly to 1/142r, at the top of this section speed reached 48 and on the level past Shap station touched 50. On the final part of the climb (1/106r) speed dropped back to 43 with 44 at the summit board. Now the fireman could fill the boiler and take his seat. By Scout Green we reached 78, braking regularly we were back up to 77 at Tebay this dropped back to 67 on the gentle climb towards Lowgill and 63 on the steeper climb to Grayrigg. Downhill again with a shade under 73 through Oxenholme. The run continued in the mid to high 70s with a max just south of Milnthorpe. We eased in preparation for our stop in Carnforth D&UGL but then slowed right down approaching Carnforth N Jn as a northbound train passed and the signals cleared to allow us to crossover into the loop and stop (1L).

The conditions were poor; dark, windy and raining as the WCRC staff watered Leander from the tanker. We were booked to wait 43 minutes, so time for tea. Mrs W knew about this one, it was a slice of Christmas cake and some cheese (the diet starts tomorrow – honest!). 1L we were off on the final leg and the weather was improving. Up to 49 at Hest Bank, briefly touched 60 then a fraction under as we thundered through the centre road at Lancaster and up the bank. 65 past Oubeck loops and 67 at Bay Horse. We reached a max of 70 about a mile south of Garstang and Catterall finally stopping 1E in pl 6 at a very quiet Preston. The rain had stopped.

2E we were off again up to 53 at Leyland and the same speed as we curved off at Euxton Jn. Not many people about, 50 through Buckshaw Parkway, Chorley (47&2E), Adlington (57&4E), Blackrod (55&5E), Horwich Parkway (53&6E) and all with the wonderful sound from the front. A final flourish to 57 through Lostock before stopping in Bolton 7E. A short walk to the front to watch (and hear) Leander depart to the south. A short walk back to the car and home at 19.45.

Thanks to all who planned and operated the trip. Special mention for whoever fixed the TPWS and prevented what turned out to be a very enjoyable trip from being ruined. Although I would have preferred that the diesel was absent, it was a ready rescuer and a source of warmth throughout the day. There was a friendly and knowledgeable group at the table with plenty of chat and very regular contributions from steward, Tom. Not a trip for the “professional” performance fraternity but very good one none-the-less – not much beats the full roar from a Jubilee chimney. Haven’t seen all the photos and videos yet, and despite the conditions they appear to be of the usual high standard – thanks, they make the day last longer.

Within minutes of returning home, under direct questioning from Mrs W, I owned up to having fish and chips. “The small portion?”, she continued. “No” - raised eyebrows, shake of head . . . fruit for breakfast – and it was!

 

Wonderful tale as usual. I would have enjoyed the day but hope the CMEs from 2nd February run DL free and with class 8 power

 

Settle Down
Leander works hard through Settle on the 'down' line, with the Winter CME of 26 January 2019.
The rather prominent radio mast, has been 'removed'!
©copyright 2019

 

E ticket arrived from RTC, 35018 BIL confirmed as motive power for Saturday's CME.

Weather forecast looks snowy...

 

Wonder if it will be fully booked.

 

11 coaches. The letter adds, “At the request of the locomotive’s owner No 6i306 Mayflower, if operationally ready, will be joining 35018 to double head on this train.”

 

Be rather special if it occurs! Definitely one to come out of hibernation for!

 

Attention to detail only to be expected from this scribe..

 

Yes shock and horror. Hope that doesn’t happen on 23rd

 

Snow falling in Darwen, forecast to remain cold with chance of more snow on Thursday and SUN on Saturday - better get the camera ready.

 

Will it still need a diesel for the ETS?

 

The Euston originating ones generally don't.

Is the 11 including POB?

 

A class 63 is a diesel