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A1SLT The Pennine Explorer 5/10/19

Discussion in 'What's Going On' started by Where's Mazeppa?, Sep 19, 2019.

  1. Sheff

    Sheff Resident of Nat Pres

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    .... but we didn't go via Darlington?
     
  2. Where's Mazeppa?

    Where's Mazeppa? Member

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    The Pennine Explorer 5th October 2019/ Part 2 - Carlisle-Hellifield-Leeds Whitehall Junctions-Barrow Hill

    Carlisle – a city that I think of more as a pit stop than a destination in the visitor sense of the word. 90 minutes might, in the view of some, be a bit tight to take in everything of interest that the city has to offer to the visitor. I would disagree; plenty of time, methinks, to do all this and enjoy a selection of the Woodrow Wilson’s finest draft ale offerings as well – my preference of the day being the locally brewed (Wetheral) Great Corby Blonde Ale (4%) described as “medium bodied, softly bittered with hints of hops and lemon, an excellent thirst quencher” Plenty of time, too, to make the best of the one real chance to take a good look at Tornado; actually a double helping, as it drew the empty stock north following its dwell on Platform 3 and again as it stood, now facing south, adjacent to Platform 1 waiting to carry out the manoeuvre to draw the stock forward and then reverse into Platform 3. So having re-acquainted myself with the delights of the Woodrow Wilson on a busy Saturday afternoon, and thirst duly slaked, I retraced my steps to the station. And there, standing in the forecourt area and looking up at its once-impressive facade, I noted with some sadness that, despite the halfway decent platform and passenger environment that Citadel station (as I knew it) presents to the user, and despite the nod to its illustrious past with some very impressive murals and other bits of railway memorabilia, an air of crumbling neglect is displayed by the decayed, peeled-paint crests of the Lancaster and Carlisle Railway and the Caledonian Railway on the facia above the entrance - a disappointing lack of attention to this important and prominently-positioned detail of Carlisle’s great railway heritage.

    Concern grew as departure time approached that the Explorer’s stock was still held awaiting the reversing manoeuvre into Platform 3, and at our timetabled departure time of 16.03, it was not the Explorer but an EWS liveried Class 66 hauling a Grangemouth-Daventry (DIRFT) container train that drew into the platform. After a brief pause of about a minute or so, it’s departure cleared the way for our stock, but by this time, with only ten minutes or so to go to the departure time of the S&C all-stations stopping service at 16.18 (2H95), it was becoming clear that we were in for a further delay. With a slight sense of dismay, we could just about see (from Coach H at the rear of the Explorer), the 16.18 departing south from the bay platform in the distance, and we braced ourselves for the possibility of a run somewhat different to original expectations.

    Now crewed by Chris Cubitt on the regulator and Fraser Birrell on the shovel, our departure immediately followed at 16.21, 18L and less than four minutes behind the stopper. A final glimpse of Carlisle’s congested day was afforded by the sight of a stationary LNER HST set working 1W15 11.50 KGX-Aberdeen, held at Petteril Bridge Junction (which it subsequently passed just 2L) on its approach from the Tyne Valley line. And then we set out on the S&C proper, passing under the M6 (2.1 miles) at 29.4, speed then very gradually increasing on the rising 1 in 132 to 31.2 at Scotby and 33.8 at the site of the former Cumwhinton station (3.9 miles). The three quarter-mile level stretch that followed saw speed increase to 41.3 at Howes Sidings Box, but the first signs of constrained progress were emerging as speed fell back to 33.8 after 1.1 miles on the resumed 1 in 132 rise at Duncowfold, and 30.1 at Cotehill, one mile further south. By way of comparison, Tornado’s Load 13 Border Raider in September 2017 had maintained a steady 39 mph throughout the climb past Cotehill, while OTW’s account of last month‘s run with Scot’s Guardsman/ Load 12 reported a climbing rate of 42 minimum, with 43 at the summit. Our time to Cotehill, was 17m19s for the 6.96 miles from Carlisle (24.1 start-to-pass average).

    Looking at RTT, at this point, 2H95 would have been approaching Lazonby, some 8.5 miles to the south, but we now encountered our first check at Eden Brows (17.4), and this preceded subdued progress over the following three miles past Low House LC (27.2 on 1 in 132F) and Armathwaite (35.1 on 1 in 132R). The 9.94 miles from Carlisle had consumed 24m 26s to this point, and the lateness had grown from 18 to 25 minutes. Climbing through the Baron Wood Tunnels (1 in 220R, entered at 28.0) we eventually settled down to more even progress from around MP295, with speed rising over the next undulating 2.5 miles to 55.1 at Lazonby; 15.45 miles/ 32m 47s, some seven minutes longer than the Border Raider’s 25m 53s – and a fair reflection of the cumulative impact of our constrained running.

    2H95 was now passing Kirby Thore, ten miles further south and enjoying a headway of some 12 minutes, to the extent that no further checks were encountered until the Ais Gill climbing section had been surmounted. Our speed rose to 59.3 in the shallow dip south of Lazonby (Long Meg Viaduct), before being pulled back on the rising 3 miles at 1 in 264/ 132 to 52.0 at Little Salkeld and 50.0 at Langwathby. The generally level to slightly adverse 3.58 mile section on to Culgaith LC was covered at a brisk average of 57.8, with a maximum of 60.6 emerging from Culgaith Tunnel, before the 1.4 mile rise at 1 in 132/ 220, pulled speed back again to 52.2 at New Biggin. Recovery over easier rising gradients then saw speed increase to 58.4 at Long Marton (27.85 miles/ 46m 12s) before a further fall back to a minimum of 45.6 on the sharp rise of 1 in 120 over the (roughly) 1.7 miles to the Appleby Bypass Underbridge(47.3). This was then followed by a slight increase to 50.5 over the generally level section from here to Appleby (50.5), passed in 49m 37s for the 30.78 miles from Carlisle.

    Our lateness was still hovering around 26L. But at least our rate of progress was matching the schedule – the 25 minute allowance for the 20.84 mile Armathwaite to Appleby section was almost exactly matched by our 25m 11s pass-to-pass time and at last we were now enjoying the sense of unhindered progress, with the main course still to follow.

    The customary dash down the 1 in 176 to Ormside Viaduct saw speed peak at 63.8, falling back on the three-miles of 1 in 100r to 60.8 at Ormside, 50.4 in the entrance to Helm Tunnel and 42 at Griseburn. With the two mile easing to 1 in 166/ 200/ level, we recovered to 48.3 at Crosby Garrett, before resumption of the 1 in 100 up saw a fall back to 41.8 at Kirby Stephen. Two more miles of climbing shaved another three miles per hour off our speed. Entering Birkett Tunnel at 39.0 and leaving at 39.7, we carried this rate forward onto the one mile section of 1 in 330 past Mallerstang (45.2), and further to 47.9 (Sycamore Tree farm), 47.5 at MP262m 40c, and 47.0 at Little Ing (262m27c). Progress continued with a gradual attrition from 44.6 to 44.1 to 43.7 at the Angerholme overbridge (261m 08c), before falling further to 42.1 over Ais Gill Viaduct (260m 54c) and more rapidly again to 39.5 at 260m 20c. An absolute minimum of 39.1 was recorded at the summit of the 1 in 100 climbing section (MP260). The customary swift recovery (particularly when timed from the rear of the formation) saw a speed of 41.4 at the Summit Board.

    So how did we do? Well, the headline Ormside Viaduct to Ais Gill Summit Board pass-to-pass time totalled 20m 26s; I calculate that the equivalent from an MP 275 start-line would have been 20m 11s, and this would certainly qualify as a workmanlike effort, although some way below best-in-class for Load 11. For comparison, Tornado’s Border Raider (October 2017) with two coaches extra, timed by Sean Emmett, turned in a time over exactly the same course of 21m 16s, cresting the summit at 36. Scots Guardsman’s recent September 10th run, at 20m 39s per OTW’s report posted on the Dalesman thread, appears to be in the same league, taking into account 7P, Load 12, and an Appleby restart rather than line-speed pass; very noteworthy as an outstanding 7P effort, especially the 39.3 mph Climbing Summit minimum, virtually identical to our own effort. Finally I looked at another 8P run with Load 11, timed by 1020 Shireman that had caught my eye when details were originally posted on NatPres. Hauling the CME on 12th May 2018, 35018 British India Line, having passed Appleby at 53.6, covered the distance from MP275 to the Ais Gill Summit Board in a quite outstanding time of 16m 56s. And crested Ais Gill Summit at an amazing 53 mph!!

    Back to our run. We passed the summit 26L, but it soon became apparent that the flipside of “Strong Performance” was going to be “Delay Risk”; and so it proved to be, because 2H95 wasn’t quite done with us yet. At the point where we passed the summit, the stopper had just completed its Dent station call, some 7.35 miles further south, and, based on the scheduled passing times, its headway would have been no more than 6 minutes. So after a mild acceleration from the summit down the 1 in 330/ prior to Shotlock Hill Tunnel, producing 51.8 at MP259, we encountered a heavy check, emerging from Moorcock Tunnel to a protracted crossing of Moorcock Viaduct at walking pace. Recovering through Garsdale station (15.7) we reached a maximum of 42.6 north of Risehill Tunnel, before slowing through the Tunnel itself (in at 39.5/average 37.1/out at 33.8) ahead of the 30 psr at Dent Station and then the 20 tsr south of Arten Gill Viaduct. Then across Dent Head Viaduct (36.9), into Blea Moor Tunnel at 35.0, out at 36.1, with speed being kept in check down the 1 in 100 to pass Blea Moor Box at 29.8, in line with the stipulated psr for the single track section over Batty Moss Viaduct and the single line junctions at either end.

    Our lateness had increased to 38L at Blea Moor, passed in 93m 12s from Carlisle, and 37L at Ribblehead, thanks to the impact of the severe check north of Garsdale, and the faltering progress from that point which had precluded any opportunity for time recovery. The 12.69 miles from Ribblehead Station down the almost uninterrupted 1 in 100 to Settle Junction would at last offer the prospect of unhindered running within the prevailing line-speed limit, but in practise, no time was recovered against schedule along this section. Passing Ribblehead Station at 36.9, speed increased to 53.4 past Selside Cottages, 57.4 at Horton in Ribblesdale, 57.9 at Helwith Bridge, and then maintaining speeds ranging from 60.4 to 62.1 through Stainforth Tunnel, and on to a maximum of 63.2 at Langcliffe, before easing through Settle station (60.1) to pass Settle Junction at 61.9 in a time of 13m 37s from Ribblehead (average 55.9). Passing Long Preston at 32.2, we made a slow approach to our water stop on the Up Goods Loop (min. 8/ then 11.4) to come to a stand in 117m 08s from Carlisle, representing an average of just 39.3 mph, and now 39L on arrival.

    This raised the prospect, with the Explorer now so far out of its path, of yet further delays through the heavily trafficked section of the Aire Valley Line from Skipton to Leeds, and through the junctions there to gain the former Midland Railway route to Woodlesford and Normanton. But instead three favourable factors intervened to ensure that we were able to (nearly) regain our booked path soon after Skipton. Firstly, the Hellifield water stop, timetabled to consume 39 minutes, was shaved right back to 13 minutes – this saving directly translating into a 13L departure from the Goods Loop as we set off into the gathering gloom of a very overcast dusk.

    With just a short 1 in 214/ 348 to the minor summit at MP229m 40c, we were soon well into our stride and fully benefitting from the continuously falling gradients at 1 in 192/ 132/ 300/ 150/ 165/132 /L for around 6.5 miles to the outskirts of Skipton itself. Speeds had already risen to 53.9 within 2.44 miles (0.66 miles beyond the minor summit), and Bell Busk, 3.44 miles was passed at 56.1 in just 5m 39s. Speed hovered just below the mile-a-minute rate until we passed Gargrave, 6.28 miles in 8m 32s, at 61.4, and then the second piece of good fortune came into play. Our schedule allowed no less than 11m 30s to cover the 3.69 miles from Gargrave into Skipton. Despite speed falling gradually from the 60+ rate around Gargrave to a Skipton pass at 32.5, the intervening distance was covered in just 4m 17s – seven minutes inside schedule and allowing our lateness to fall from 14L passing Gargrave to 7L passing Skipton.

    And it was here that our third piece of good fortune intervened. The most likely hindrance to our progress from this point would have been the 18.41 2S51 departure from Skipton to Bradford Forster Square all-stations stopper. But its departure was held for our passage of Skipton station at approximately 18.43, leaving instead at 18.45, just 4L. But it made a very big difference to our prospects of a decent run down the 26 miles of the Aire Valley main line all the way to Leeds. The stopper was allowed 27 minutes for the 15 miles to its turn-off for Bradford at Shipley West Junction. We covered the Skipton-Shipley section in a pass-to-pass time of just 17m 01s, so an increase in our lateness – 7L at Skipton, back up to somewhere between, in all probability, 20 and 23 minutes, was averted by this action. So now, the closest train in our path to Leeds had become, yes, our nemesis, 2H95 again, but this time, it was already making its station call at Bingley, some 13 miles south of Skipton, and its safe headway of somewhere around 11 minutes, with only one further intermediate stop at Shipley ensured that our run through to Leeds would now be clear and unhindered by local traffic.

    From Skipton, passed in 12m 49s for the 9.97 miles from Hellifield, we gathered speed to pass Cononley, 3.06 miles south of Skipton, at 65.3, and Kildwick at 62.0, before drifting down to slightly below mile-a-minute rate through Steeton and Silsden (58.3) and Keighley (58.9). A brief 62.6 past Cross Flats (where we had clawed back to just 1L) and 59.8 at Bingley preceded a gradual slowing to pass Saltaire at 33.5 and Shipley’s Platform 1 at 27.9. Now just 1L, at this point, we had covered the 25.38 miles from Hellifield in 29m 50s – a highly respectable 51.0 average start-to-pass, given the speed restricted passage of Skipton and the reduced speed approach to Shipley West. Apperley Bridge was passed at 62.3 then speed reduced to 48.0 at Kirkstall Forge (32 miles, 37m 40s), gradually falling further over the next three miles into the junction layout west of Leeds. Armley Junction was passed at just 7.6, and with the Whitehall West Junction approach signal now against us, we eventually came to a stand half a mile further on, with our coach (H) positioned over the Wellington Road underbridge on the approach to the Whitehall Junctions. Sum-up : 35.35 miles, 45m22s, 46.7 start-to-stop.

    The signal stop here lasted three and a half minutes, and this break in our progress represented a convenient opportunity to rewind the clock, reset the mileage, and describe the second half of the final leg as an entity in itself, presenting as it does a route through the former Yorkshire Coalfield with a very different character to the S& C and Aire Valley lines. But a route of particular interest (well, it would have been, in daylight!) because it retraces elements of the three different former lines by which the Midland Railway and its successors created access from the North Midlands for its services originating from St Pancras, Bristol, and the South-West, to Leeds/ Bradford and its notable Anglo-Scottish services via the S&C.

    From North to South, these lines comprised, firstly, parts of the one-time main line from Leeds City to Sheffield Midland – the sections from Leeds Engine Shed Junction to Normanton’s Goose Hill Junction, and again from Wath Road Junction to Rotherham Masborough (the gap in between, the former route via Cudworth being closed completely in the 1980’s). Secondly, the route that replaced the slack infested Cudworth line, which had been plagued by mining subsidence to the extent that it had given the journey from Sheffield to Leeds – around 70 to 75 minutes non-stop- the unenviable distinction of being the slowest inter-city journey between two main centres of population in the whole of Western Europe. The re-routing, which was implemented in 1966/ 67 for St Pancras and Cross Country express services, utilised the Leeds-Doncaster line via Wakefield Westgate, and we were to travel over the section that these re-routed services utilised from Hare Park Junction to South Kirby Junction, and its continuation thence via Moorthorpe over the Swinton & Knottingley Joint line to re-join the previous route at Wath Road Junction. And finally the Midland Railway’s “Old Road”, direct from Rotherham to Chesterfield, by-passing Sheffield, which would take us to Tornado’s destination for the day at Barrow Hill. This section of line last saw regular timetabled West Riding-bound express services in the mid 1950’s.

    So we set off, 4L, on the remaining 48.7 miles to Barrow Hill, scheduled to be covered in 75 minutes from Whitehall Junction. Traversing the 0.69 miles (from our exact restart position) along the Whitehall to Engine shed Junction chord in 2m 38s (max. 18.6) we negotiated the 25 mph Engine Shed Junction psr at 20.1, and then headed out along the old Midland main line past the sidings at Hunslet and the vast infrastructure of the Stourton Freightliner Terminal, gathering speed to pass Woodlesford (5.96 miles) at 59.0 in 9m 55s from the restart, and on to maximum of 59.7 before slowing to pass Altofts Junction, on the approach to Normanton, at 41.1 in 14m 15s.

    If ever there was a first prize for a station that merited the unhappy distinction of “merest shadow of its former self”, then surely Normanton, with its short platforms and its two meagre shelters, would surely be a leading contender for such a title. Especially so when remembering how this enormous brick pile used to look in the 50’s and early-mid-60’s. Passed at 28.2 in 15m 46s for the opening 10.72 miles, our passage of this station marked the start of a real crawl through a series of heavily speed restricted junctions, enabling us to by-pass the outskirts of Wakefield and gain the Leeds-Doncaster main line at Hare Park. Commencing 2.5 miles beyond Normanton, these included, in sequence (and with psr’s in brackets) Turners Lane Junction (15) and then along Turners Lane Curve (25) to Calder Bridge Junction, continuing past Oakenshaw Junction (20) to Crofton West Junction (25) before finally regaining the Doncaster main line at Hare Park Junction (20). The 5.67 miles from Normanton to the latter point consumed no less than 17m 18c (average 19.7 mph), more akin, perhaps, to the flavour, character, and pace of a Branch Line Society outing, but fascinating nevertheless for a keen student of the complex railway geography hereabouts.

    Back on the main line, we covered the 5.96 miles to our turn-off at South Kirby Junction onto the old S&K Joint line in 9m 45s, with speed rising to 55.0 recorded at Fitzwilliam. Covering the 0.65 miles of the South Kirby Junction (39.7) to Moorthorpe Junction Curve in just 57 seconds (41.0 average) and now on S&K metals we passed Moorthorpe station in 43m 52s for the 23.1 miles from Leeds. An opportunity now for Tornado to stretch its legs a little for the next few miles to Swinton, as we accelerated past Thurnscoe (61.8), Goldthorpe (63.2) and Bolton-on-Dearne (64.7) before slowing for Swinton, passed at 36.5. The trundle then resumed, averaging just 38.0 mph to the site of the former Masborough station (41.3) south of Masborough Junction. At this point, 35.67 miles from the Leeds restart and 60 minutes 46 seconds into this final section of our final leg, it had become impossible in the dark to recognise locations, lineside features and landmarks on a route that I had very rarely travelled before, and I decided to call it a day for recording any further intermediate times and speeds, save for marking the conclusion of our run from Leeds, 48.7 miles, as we gently drew to a final standstill at Barrow Hill in 80m 43s (129m 37 from Hellifield). Quite a run! Quite an enormous variety of running!! And it had been quite a day to remember for so many good reasons, as Tornado slipped past us with its POB to its resting place for the night at Barrow Hill.

    If you’ve stayed with this account of the day right up to this point, then you probably deserve a medal. But I still think it’s appropriate to run the credits one more time and praise the great work of our footplate crews for the day, the services of our guard, Peter James, and the friendly, courteous and helpful support of all the A1SLT stewards and staff on board. Well done indeed! Also a mention somewhere in the credits for the interventions of NR – noted particularly at Hambledon on the outward and Skipton on the return, for helping us to either maintain or regain the schedules that had been set for the day. And finally a special word of thanks to 30567 for all the help during the day cross-checking and corroborating all the manually-derived times and GPS-sourced performance data without which this account would not have been possible – or at least not credible!

    This outing concluded a trio of fascinating and varied runs with Tornado in 2019 (the others being the Mad Hatter and the Summer Cornishman). Thinking ahead to plans and budgets for next year’s main line steam outings, I had hoped to introduce rather more variety into my choices and indulgencies. But A1SLT aren’t making this exercise any easier, having now announced the 4th April Fen and Fells Flier, offering a much sought-after opportunity to travel the Tyne Valley route and a second go at the S&C southbound. So I guess it’s back to the drawing board!! We’ll see…………
     
    Last edited: Oct 14, 2019
    ragl, Marshline, alastair and 5 others like this.
  3. GWR4707

    GWR4707 Nat Pres stalwart

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    Not doubting you in the slightest, but from the lineside it looked a despairingly lot slower than 36.9 through Ribblehead station!
     
  4. 30567

    30567 Part of the furniture Friend

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    Told you folks it would be a proper report!! For me also, a good day to end the steam year which began with the Auld Reekie. Warning---o/t.

    A couple of comments on railway history. Although the MR stations like Cudworth may have closed around 67, there was a long period when several routes were used between Sheffield and Leeds, although I don't recall doing the one we did the other day. It has to be remembered there were a lot of slacks on the GN line, and the S and K needed a lot of work to bring it up to standard. In the early 70s some trains ran the whole way from Rotherham to Normanton via the MR and Goose Hill Jct. At least one, the Cornishman, 0740 from Leeds called at Westgate, took the spur line to Kirkgate, turned right at Turners Lane Jct and then right again on to the MR at Oakenshaw Jct. I think it was the mid 70s before the traffic was finally concentrated on the Dearne Valley.

    There was for many years a Friday evening only Portsmouth to ?? Leeds train which went via the Old Road missing out Sheffield.
     
  5. Marshline

    Marshline New Member

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    Quite right sir. It was the birth place of the Peppercorn A1's though.
     

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