CME - 2019

Return to the 1960's, a Brit and Jub over Shap on the same day, 15 mins apart, wonderful!

 

Can't see the 30th May 2015 repeating itself as the Brit's up first and looking at the coal Saphos are using, 70000 is unlikely to have the kind of steaming issues Galatea did when it led up that day.

 

That was indeed a memorable day. I was a passenger aboard the Brit hauled trip that day and the sight of a steam train ahead of ours was something I never thought I'd see. The spoilt run up Shap was well worth it for the memories that trip left me with, and some great videos mean I can relive it whenever I wish

 

Would have preferred a green 8p but on the positive side I have never seen a black jubilee!

 

But of raw data on the outward; load 11
Yealand Summit 33; Milnethorpe 63; Grayrigg 38.6; Tebay South 70; Scout Green 43; Shap Climbing Summit 28.6.

 

Almost matched Galatea's 29mph ??

 

Mad day. Carlisle to Appleby 41m 9s.
Mp275 55; Kirkby Stephen 36.4; Birkett Tunnel 33; Mallerstang 40; mp260 31.4. Time from Appleby 28m 27.5s. Min of 25 and a bit on Wilpshire.

 

Sounds great. Wanted to do 7029 otherwise would have been on it

 

45690 at Shap Wells , Shap Summit and Birkett Tunnel .

 

Shap Wells.

 

'The Cumbrian Mountain Express' hauled by LMS 5XP No.45690 'Leander' seen passing Shap Wells and climbing over the summit at Ais Gill.

Video Available Here

 

Overcast conditions today as 'Leander' approaches Scout Green with 'The Cumbrian Mountain Express' with Mick Rawling driving and Chris Holmes on the shovel



Speeding away from Kirkby Stephen Station 'Leander' making a fine sight and sound with the return leg of 'The Cumbrian Mountain Express' with Mick Rawling
driving and Clive Gault on the shovel and Roly Parker Guard

 

Shap Wells.

 

Birkett Tunnel.

 

45690 climbing at Salterwath


https://www.flickr.com/photos/167082436@N06/32932569757/in/datetaken-public/

Phil

 

Shap, Birket and Hoghton.

 

Once upon a time Jubilees routinely hauled trains over Shap and the S&C.

Amazingly, it has become almost routine again nowadays.

How do the loads compare? Would eleven coaches have been typical in, say, 1955?

 

Had a closer look at the final 4 quarters and think the GPS was probably overreading a bit. The old fashioned manual calculation shows: qtrs 36 3/4 29.7; 37 28.8; 37 1/4 28.0, then summit board, 37 1/2 28.3. Not quite as fast as the 'spot reading' off the GPS, but nonetheless a really good finale to the climb.

 

The Cumbrian Mountain Express 18 May 2019 – 45690 Leander hauling 10+POB

It is a year ago since British India Line put on such a magnificent display on the CME and true to form I wasn’t on it. I was hoping for an “Anniversary Special”, or if not BIL, then Lizzie but I got Leander. “Nowt wrong with a Jubilee”, what they lack in size and sheer power they make up for in noise. It was an overcast day as I made my way to Preston, a little late I had missed my chance to see 70000 heading north through the station on Saphos’s trip over Shap. Les Ross arrived early and with a wait at Lancaster we arrived at Carnforth D&UGL 16L. Les Ross was detached and Leander and support attached. I was in coach F, the 8th, and had a table to myself after the 2 guys who were sharing, and had been on since Euston, decided they needed some extra comfort (or they didn’t like the look of me) and upgraded to first class.

With Mick Rawling driving and Chris Holmes firing we set off (2L). Locos are often eased gently into their work when heading north from Carnforth but Leander was soon singing merrily away; 34 before Yealand Bank back down to 30 on the climb but back up to 34 as I passed the summit. Next, some good acceleration as we reached a max of almost 65 at Beela Viaduct, this fell back to 63 at Milnthorpe (3¼L); the start of the climb to Grayrigg had begun. Leander was roaring as we shot through Oxenholme at 50 (2¾L). The 1/178r at Oxenholme soon stiffens with five miles of 1/131r (or steeper) to Lambrigg, despite this speed held well (42.8). The final couple of miles to Grayrigg are at 1/106r and Leander responded with a battling 38.1 at the summit (still 2¾L), minimum on climb 38. So far, so very good, but what would recovery be like?

We were up to 45 as we crossed under the M6 to the north of Grayrigg loops and 57 as we gently climbed past Low Gill, now for the charge with a max of 71 through the Lune Gorge. Still over 70 at Tebay S, 68 as we crossed the North Lune Viaduct, 66 as we crossed under the M6 and still 63 as we crossed Birbeck Viaduct – this had the makings of a seriously good climb. Another half mile and under the Greenholme road bridge (57) on past the well packed gallery of spectators (“Two for One Saturday” – not daft are these lads!), past Scout Green at 42 and starting to dig in, 30.5 at Shap Wells with 28.2 at MP37¼, a minimum of 27.5 and up to 31.4 at the Summit Board (2¾L). The 2L off Carnforth had become 2¾L at Oxenholme but grew no further; this was 31.61 hard miles against a scheduled time of 41½ mins, testament to what a well handled small engine can do.

With the help of gravity we were soon gathering speed; 73 at Thrimby Grange and a max of 77 before Clifton and Lowther before slowing for a 50mph TSR (around MP41¾ alongside Eden Valley loop). Speed built again and we shot through Penrith at 69 and only ½L, better was to come and we were soon back up to 75 around Plumpton, then approaching Calthwaite, on falling gradients, we topped 75 again and for the next 5 or so minutes we flew along only slowing below 75 as we reached the M6 north of Wreay. As we approached Upperby we were held for 1½ mins and a chime whistle heralded Britannia’s approach from the north. As we were entering Carlisle station a Stanier hooter rang out marking 45231’s partially obscured presence in High Wapping sidings. We stopped in Carlisle pl 1 (1¾L – save for the check at Upperby we would have been RT).

I reasoned that with two excursion trains having just arrived Wetherspoons might be packed, so I went straight from the station without my usual wander down to look at the loco. When I got to the Woodrow Wilson there were plenty of empty tables – how wrong can you be? Lunch eaten (chicken and noodles), a stroll round the centre then back to the station just in time to see Leander and POB reversing onto the stock which appeared to have remained in platform 1 for the duration. Mick Rawling was again the driver but Clive Gault was now firing. I was now at the back of the 5th coach and had opened the window a little more.

It was a few seconds late when we set off south, by Petteril Bridge Jn we were over 1E and about to begin the first part of our climb. 2 miles out we passed under the M6 at 28 and Leander was blowing off. After the around 3 miles, just beyond Cumwhinton we topped the first stretch of 1/132r at 35.5, around a mile of level saw us accelerate to 44.8 at Howe & Co SB; the box being located just beyond the start of next climb (4 miles at 1/132r). Leander was making a great noise and we topped this stretch, beyond Cotehill, at 40. Down the hill and past Low House Xng SB (49 & ½L) coasting now with 59 in the dip and then power on and up the 1/132r through Armathwaite (55 & RT), another short dip and up to 61. A climb at 1/220r up through the 3 tunnels into the first, Armathwaite at 59 and out of the third, Baron Wood No1 at 53.5, this was good stuff! Down the 1/165f with a max of 63 in the dip, coasting up the other side then power on and 60 through Lazonby & KO (¾E). Down the hill again with 63 across Long Meg Viaduct, 62 past Long Meg SB (as was) and onto the 1/132r through Little Salkeld at 60 – the high speed roar was phenomenal. Leander yielded a little to the gradient as we passed through Langwathby at 53. On the next couple of miles of predominantly rising gradients speed increased to 59 as we entered Waste Bank Tunnel, fractionally higher out of the tunnel and past Culgaith SB (2E). The rising gradients did little to slow Leander as we past Kirkby Thore SB at 56.4, the power, speed and noise continued as we shot through Long Marton at 61 (4E), finally slowing and stopping in Appleby station 4½E.

As we approached Appleby there had already been a smattering of very light rain, it was still falling gently as we left the train to buy ice creams. There was a huge queue at the ice cream stall, Les had “advertised” it a couple of times over the PA, stocks were running low, I had to settle for a Thunder and Lightning – not my favourite. Leander was watered from the column on the platform (dispute over?), the rain stopped, I took my seat, ice cream was consumed and GPS “wound up” – ready for the next bit, and if the next bit was as good as the last bit . . . .

We were away ½L and now to get some speed before the climb, down into the dip and 55 across Ormside Viaduct with 53.5 past Ormside (1½E) and now already on the first 3 miles of 1/100r. Half way along this section lies Helm Tunnel (in at 44) as we left (41) the weather was brighter. As we reached Griseburn Viaduct (33) the gradient eases, first a mile of 1/166r (topped at 36) then a further easing to 1/200r approaching Crosby Garrett (39.5 & ¼L). Then further easings, we were so as up to 44 as we entered CG Tunnel and 47.6 as we reached Smardale Viaduct where the next section of 1/100r begins. So far Leander was showing no signs of weakening, but there follows 9 miles of gruelling climb.

With plenty of noise from the front we stormed through the cutting towards Kirkby Stephen, through the station and past the SB (36 & 2L), half a mile further and, with the briefest easing in gradient, Leander battled battled up to 38.6. Another hard stretch towards Birkett Tunnel, where the photographers and video warriors were perching on the hill tops, in at 33 and out at 31. Then a mile of 1/330r and we climbed past Mallerstang at 33.5 with speed building for the next half mile to a max of 41.4 before Sycamore Farm, “something in the kitty to be paid out on the final 3 miles”. Around the corner at Wild Boar Fell and the end is in sight (just), Angerholme and down to 35.4, under the road bridge 32.8, down to a minimum of 31.2 and then past the summit board at 33.5 (3½L). Around 29 minutes from Appleby to Ais Gill Summit Board with a Jubilee and 11 coaches, what a performance and what noise.

We headed off down the hill with 59.7 across Dandry Mire Viaduct, through Garsdale at 57 and wended our way along the valley side, through Dent, through Blea Moor Tunnel and at Blea Moor SB we were still 3L. We crossed Batty Moss and were only 1½L through Ribblehead but then the power came back on and we enjoyed a fast run through Selside, Horton in R (63 & 1L), Helwith Bridge (59.6) and with nothing exceptional we passed through Settle (3E & 52), up to 63 at Settle Jn SB and over 4E but we were slowed approaching Long Preston, where there was a brief flurry of light rain, before stopping in Hellifield UGL 1E. Leander took water.

A late running service train using the up platform ensured our late departure (3L). 25 of our scheduled 28 minutes for the 13.2 miles to Horrocksford Jn still remained and, from experience, Mick knew exactly how to drive to arrive there at just the best time. We arrived 4E and the service train was waiting on the down line waiting to cross after we had cleared. Through Clitheroe (5½E & 43) we slowed to 27 about 1½ miles before Whalley where presumably Mick sighted the green signal at Barrow and we set about making some speed for the climb. We briefly touched 51 before Whalley station with 50.8 through the platforms (7¾E); the 1/81½r starts here. We blasted up the hill behind Billington still in the 40s but slowing, 33 & 9E at Langho, no let up with around 27 into Wilpshire Tunnel and 26 out, 25.6 through Ramsgreave & Wilpshire (11E) and finally the summit (27.5); another fine climb. Being so early we were held at Daisyfield Jn for 5 mins, through Blackburn (33 & 5¾E). We left the outskirts at 45, 50 at Pleasington, and our max of 60 just west of Hoghton. By Bamber Bridge we were 8E, Lostock Hall (11½E) and we and paid the price; held for over 3 mins approaching Farington Curve Jn and over 10 mins south of Ribble Jn. We were finally allowed to cross over into platform 6 where we stopped ½L. I was home before 7 pm; a much shorter day than last week.

This was a terrific day’s entertainment, a skilled driver and two excellent firemen got the best out of an engine never designed to haul 11 coaches up steep hills; but it did and did it very well and made lots of wonderful noise doing it – what is not to like! My thanks to all who planned and operated this trip it was a good un!

I briefly spoke to Graham (@1020 Shireman) on the platform at Carlisle and so I have purposely avoided quoting times as he does it much better than I do (and besides mine might be wrong). What of Mrs W, I hear you ask, she watched a film on TV and then the Cup Final – I’ve got the recorded highlights to watch and then there’s the cricket but only after looking through all your photos and vids (of course); a good day for action but I guess a bit short of sun?

 

Thanks for that OTW - raised the hairs it did