Cumbrian Mountain Express 2022

Fred Kerr · 17. Srpanj 2022.

osprey kaže: ↑

You must be beefy....
Click to expand...

Nope .. but my Dad was a butcher !

MIKEP · 17. Srpanj 2022.

Oswald T Wistle kaže: ↑

[Dear Teacher, Oswald was unable to go out and watch the train yesterday because . . . . he was ON IT!!! Signed, Mrs W]

Cumbrian Mountain Express 16 July 2022 – 46115 Scots Guardsman hauling 10+POB+47.804

At 19.47 on Saturday 29th February 2019, Mick Kelly eased “45562 Alberta”, at the head of the returning Cotton Mill Express, to a stop in platform 5 at Preston station. A couple of minutes later Oswald alighted. It had been a good day, a very good day; excellent running throughout in fine weather until, around teatime, storm Jorge announced his arrival with lashing rain and strong winds. This was nothing compared to a storm of a very different kind that was about to strike.

However, 5 jabs later and with effective(?) antivirals only a phone call away, Oswald had decided it was time to “remount the iron horse”. The first attempt (CME 25th June) was cancelled as was the second (Dalesman 28th June); was this to be third time lucky?

I booked a table for four albeit only Mrs W and I were travelling; I guess you could call it a “semi Shireman”. (As I don’t need to be “milepost side” a full Shireman with 8 seats across the aisle was not a necessity).

The train drew into Preston headed by 37.706 with 47.804 on the rear. We were at the rear of coach F (this would be 7th when the POB was added at Carnforth). The early morning cloud began to thin but it was still coolish with no sun (16C). An uneventful ride along the WCML saw us stop in Carnforth loop 5L. The 37 was detached and SG and support added. I enquired about the 47 on the back, because of fire risk it was remaining in situ – not the best start, but not unexpected.

Somewhat unexpectedly and almost 5E, we set off. So how much would the 47 be pushing? Well, just over a mile out we were up to 44 mph!! but then it must have backed off as in the next mile speed fell back to 19 mph!? It appeared that the 47’s contribution may be intermittent, but who knows. We were too far back to hear much from 46115, but there was some noise and some grey exhaust was drifting back. We were also too far from the diesel to hear its contribution. All that said, here we go.

We topped Yealand at 42/3 mph and began to accelerate to gain some speed for the climb to Grayrigg with a max of 69 mph and 68.5 across Beela Viaduct (MP13), down to 65.4 at Milnthorpe (2E) and through Oxenholme at 52 & 2¾E. The sun had broken through and the views, particularly to the west, were spectacular. We held 48/9 mph on the 1/131r towards Lambrigg. We topped Grayrigg at 44 mph (3¼E) with a min of just over 43. MP13 to MP26 took 14m 48s.

Now we needed to gain some speed for the climb to Shap. Just a shade under 61 mph at Lowgill and speed continued to build as we headed through the Lune Gorge with a max of 75.5 mph. We crossed under the A685 (MP31.5 – the start of the “Shap Trial” section) at 73 mph. Across the Lune at 72.7, Tebay S Jn 71.6, across the Lune again 68.4 and now onto the 1/75r; Birbeck Viaduct 58.8, under the Greenholme Road at 51.2 and 40 at Scout Green. The gradient was now biting as we crossed the road to the Shap Wells Hotel at 35.9. As we entered the cutting SG was barking away at the front. We passed MP37.25 (end of the Shap Trial) at 30.3 with a min of 30. With most of the train now beyond the 1/75r we picked up speed quickly, 34.3 as we passed the summit board (6E). MP31.5 to MP37.25 took 7m 31s and 8m 13s to the summit board. It had become a pleasant sunny afternoon (24C on train).

Down the hill we picked up speed quickly, up to 73.7 as we crossed under the M6 a mile beyond Harrisons sidings with a max of 78 beyond Thrimby Grange. Soon after which we began slowing for a 20 mph TSR around MP47. Through Penrith at a shade over 66 & 3¾E, a brief foray into the low 70s before we began slowing for our approach to Carlisle and, unchecked, we stopped in pl3, 6¾E and 73m 55s after starting out from Carnforth.

A walk to the front where I found out the crew details; David Blair driving and Martyn Soames firing. A brief chat with Martyn confirmed that they would remain on the footplate for the return.

We had brought food with us and found a suitable sunny spot to eat it, followed by a walk to the centre and a stroll around the magnificent cathedral and grounds before heading back to the station.

The stock had remained in pl3 and the 47 was now burbling away on the north end of the train. We wandered down to the south end where SG and support were just being coupled to the front. Time to climb back on board, we were now at the front of the 5th carriage and hopefully would hear a bit more of the action. The sun had been shining through the glass roof of the station and into the windows on the west side of the coaches; our seats were on the west side, the sun streamed in and it was now an unpleasant 28C in the shade - but there was no shade!

All appeared well, SG was blowing off, but our departure time came and went, and the minutes continued to tick by. Men in high viz jackets wandered about near the front of the train but still nothing happened. The speakers in our coach were so quiet that it was impossible to discern anything but the odd word from an announcement. A fellow traveller returned from another coach with the story that the diesel was being put on the front. Time continued to pass and nothing, then David Blair and Roly Parker headed towards the back of the train carrying a tail lamp; they returned a few minutes later still carrying the tail lamp – what was going on?! A few minutes later, with a blast on the hooter, we were off.

[Later in the journey I spoke with the Train Manager and the gist of the story was this. The replacement driver for the 47 (or the train he was due on) had failed to arrive in Carlisle. Several plans were considered, at one point the 47 would have been detached and “parked” – hence David & Roly heading to the back. Eventually it was back to Plan A – the 47 was to remain on the back and with NR’s agreement would be manned by one of WCRC’s fitters. Subsequently, a driver for the 47 took over from Hellifield.]

Off we went 46½L, SG was working hard and in good voice (and presumably the 47 was assisting). We passed under the M6 (2+ miles out) at 37 mph (30+ mph is usually indicative of a good start). 40.4 past Cumwhinton and 48.6 past Howe & Co SB. A min of 45 on the climb towards Low House with 53 at the crossing box (45¼L). We were roaring along, 60.7 across Drybeck Viaduct and a max of 63 in the dip before climbing to Armathwaite (58.5 & 45L). 63 across Armathwaite Viaduct and still 61 into the tunnel, climbing in and out of the tunnels, with 56.9 as we left Baron Wood No1 and a min of 54.2 at the summit. We shot through Lazonby (44½L) maintaining speed as we crossed Long Meg Viaduct where the Eden looked very low and was partially covered in green algae. Up the 1/132r and past Little Salkeld at 59.8, lovely sound from the front and cinders accumulating on our table, a min of 51.2 increasing to 52.1 through Langwathby (44¼L). Despite David & Martyn’s efforts time was proving difficult to win back; Culgaith SB 43½L & 60.2, Kirkby Thore SB 43¼L & 59.2. I told Mrs W that the ice cream stop at Appleby would be cancelled – not a popular decision! Approaching Appleby we eased, signals clear and away again 53.5 mph and now only 29¾L. Carlisle (start) to Appleby (pass) 37m 25s.

We roared along gathering speed into the dip. (I was on the wrong side for mileposts so took a time from the south end of Ormside Viaduct.) Up the 1/100r and into Helm Tunnel at 53.1 and out at 50.1 and a min of 46.1 before the gradient eases at Griseburn. Back up to 50 at Crosby Garrett, over the viaduct, in and out of the tunnel and up to 54.3 at Smardale to take onto the next stretch of 1/100r. Through Kirkby Stephen station at 44.7, down to 44.4 at the Box (27¼L) and up to 46.2 as the gradient eases. Into Birkett Tunnel at 42.7 and out at 41.4, the gradient eases at Mallerstang (44.9 & 26½L), and a max of 47.7 near Sycamore Tree Farm. Now less than 3 miles of 1/100r to go; Angerholme 41.8, Aisgill Viaduct 41.5, under the road bridge 41.7 but, approaching MP260, SG was eased for an adverse signal. We passed the Summit Board at 22.5 & 26¾L. Appleby to Aisgill Summit Board 21m 51s and (calculated from the Viaduct time), MP275 to the Summit Board 19m 33s.

We were held for around 90 seconds but once away quickly gathered speed down the hill. The schedule allows little opportunity to regain lost time on what is a 60-mph railway. In the late afternoon sunshine, the views across “the roof of England” were spectacular and this was followed by a rollicking good descent alongside the Ribble before finally stopping in Hellifield loop for water (37L).

It was sticky and uncomfortable (31C) whilst we waited for what seemed like an age for the loco to be watered (actually only 20 minutes) and then we were off (41L). As we left Hellifield the herd of Highland cattle watched from their field – phew, they must be hot. So, would we get straight out at Horrocksford Jn? Yes (34L). We were following the 17.19 departure from Clitheroe to Rochdale (we had been scheduled to run in front of it). Straight through Clitheroe (36.5 & 33¼L), speed rose to the mid-40s until, approaching Whalley, we braked and slowed to 2 mph (presumably waiting for the signal to clear). Then we were off again, a tad under 20 mph through the station and on to the Arches, SG was giving it plenty; the noise was worth the admission money alone. With power available from both ends speed rose to 40.9 at Langho (34½L). We hammered up the bank, 40 in and out of Wilpshire Tunnel and 34.3 through Ramsgreave & Wilpshire station (31¼L) with a minimum of 33 just before the station. The climb from Whalley to Ramsgreave & Wilpshire had taken 7m 40s.

We ran unchecked at Daisyfield Jn and through Blackburn (36.5 & 31L), speed increased as we rattled along; Cherry Tree 50.8 and Pleasington 55.6 (now under 30L). We speeded on our merry way with a max of 67 before Gregson Lane, slow for Bamber Bridge, through Lostock Hall (23L) and joined the WCML at Farrington Curve Jn. We slowed to a crawl approaching Ribble Jn (where we had originally been booked to stand for 10 mins) then away, crossing into pl3 (rather than 6). We stopped 12¾L.

Mrs W said that she was too hot and left the train as I was still gathering up my bits and pieces. I met her down by the loco (where else). Martyn Soames was covered in coal dust from head to toe, save for his beaming white grin – I doubt that the first pint would touch the sides. The support coach was detached from the train and shortly afterwards 46115+POB headed off home, Mrs W and I followed suit (no, not Carnforth – Wistle Towers).

Would I have preferred to travel without a tailgunner? Yes. Would I have liked a cooler day? Yes. Most importantly, did I enjoy myself? YES! Well done to WCRC and NR for coming up with a solution to the Carlisle conundrum. My thanks to all involved in planning and operating the trip especially the staff at RTC who sorted out the credit on my account from various cancelled trips.
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I think it unlikely the 47 was giving any assistance on the return as it was declared a failure on its return to Preston. Passengers (including me) from Liverpool had to board crowded service trains to get back to their destination.

iancawthorne · 17. Srpanj 2022.

Oswald T Wistle kaže: ↑

[Dear Teacher, Oswald was unable to go out and watch the train yesterday because . . . . he was ON IT!!! Signed, Mrs W]

Cumbrian Mountain Express 16 July 2022 – 46115 Scots Guardsman hauling 10+POB+47.804

At 19.47 on Saturday 29th February 2019, Mick Kelly eased “45562 Alberta”, at the head of the returning Cotton Mill Express, to a stop in platform 5 at Preston station. A couple of minutes later Oswald alighted. It had been a good day, a very good day; excellent running throughout in fine weather until, around teatime, storm Jorge announced his arrival with lashing rain and strong winds. This was nothing compared to a storm of a very different kind that was about to strike.

However, 5 jabs later and with effective(?) antivirals only a phone call away, Oswald had decided it was time to “remount the iron horse”. The first attempt (CME 25th June) was cancelled as was the second (Dalesman 28th June); was this to be third time lucky?

I booked a table for four albeit only Mrs W and I were travelling; I guess you could call it a “semi Shireman”. (As I don’t need to be “milepost side” a full Shireman with 8 seats across the aisle was not a necessity).

The train drew into Preston headed by 37.706 with 47.804 on the rear. We were at the rear of coach F (this would be 7th when the POB was added at Carnforth). The early morning cloud began to thin but it was still coolish with no sun (16C). An uneventful ride along the WCML saw us stop in Carnforth loop 5L. The 37 was detached and SG and support added. I enquired about the 47 on the back, because of fire risk it was remaining in situ – not the best start, but not unexpected.

Somewhat unexpectedly and almost 5E, we set off. So how much would the 47 be pushing? Well, just over a mile out we were up to 44 mph!! but then it must have backed off as in the next mile speed fell back to 19 mph!? It appeared that the 47’s contribution may be intermittent, but who knows. We were too far back to hear much from 46115, but there was some noise and some grey exhaust was drifting back. We were also too far from the diesel to hear its contribution. All that said, here we go.

We topped Yealand at 42/3 mph and began to accelerate to gain some speed for the climb to Grayrigg with a max of 69 mph and 68.5 across Beela Viaduct (MP13), down to 65.4 at Milnthorpe (2E) and through Oxenholme at 52 & 2¾E. The sun had broken through and the views, particularly to the west, were spectacular. We held 48/9 mph on the 1/131r towards Lambrigg. We topped Grayrigg at 44 mph (3¼E) with a min of just over 43. MP13 to MP26 took 14m 48s.

Now we needed to gain some speed for the climb to Shap. Just a shade under 61 mph at Lowgill and speed continued to build as we headed through the Lune Gorge with a max of 75.5 mph. We crossed under the A685 (MP31.5 – the start of the “Shap Trial” section) at 73 mph. Across the Lune at 72.7, Tebay S Jn 71.6, across the Lune again 68.4 and now onto the 1/75r; Birbeck Viaduct 58.8, under the Greenholme Road at 51.2 and 40 at Scout Green. The gradient was now biting as we crossed the road to the Shap Wells Hotel at 35.9. As we entered the cutting SG was barking away at the front. We passed MP37.25 (end of the Shap Trial) at 30.3 with a min of 30. With most of the train now beyond the 1/75r we picked up speed quickly, 34.3 as we passed the summit board (6E). MP31.5 to MP37.25 took 7m 31s and 8m 13s to the summit board. It had become a pleasant sunny afternoon (24C on train).

Down the hill we picked up speed quickly, up to 73.7 as we crossed under the M6 a mile beyond Harrisons sidings with a max of 78 beyond Thrimby Grange. Soon after which we began slowing for a 20 mph TSR around MP47. Through Penrith at a shade over 66 & 3¾E, a brief foray into the low 70s before we began slowing for our approach to Carlisle and, unchecked, we stopped in pl3, 6¾E and 73m 55s after starting out from Carnforth.

A walk to the front where I found out the crew details; David Blair driving and Martyn Soames firing. A brief chat with Martyn confirmed that they would remain on the footplate for the return.

We had brought food with us and found a suitable sunny spot to eat it, followed by a walk to the centre and a stroll around the magnificent cathedral and grounds before heading back to the station.

The stock had remained in pl3 and the 47 was now burbling away on the north end of the train. We wandered down to the south end where SG and support were just being coupled to the front. Time to climb back on board, we were now at the front of the 5th carriage and hopefully would hear a bit more of the action. The sun had been shining through the glass roof of the station and into the windows on the west side of the coaches; our seats were on the west side, the sun streamed in and it was now an unpleasant 28C in the shade - but there was no shade!

All appeared well, SG was blowing off, but our departure time came and went, and the minutes continued to tick by. Men in high viz jackets wandered about near the front of the train but still nothing happened. The speakers in our coach were so quiet that it was impossible to discern anything but the odd word from an announcement. A fellow traveller returned from another coach with the story that the diesel was being put on the front. Time continued to pass and nothing, then David Blair and Roly Parker headed towards the back of the train carrying a tail lamp; they returned a few minutes later still carrying the tail lamp – what was going on?! A few minutes later, with a blast on the hooter, we were off.

[Later in the journey I spoke with the Train Manager and the gist of the story was this. The replacement driver for the 47 (or the train he was due on) had failed to arrive in Carlisle. Several plans were considered, at one point the 47 would have been detached and “parked” – hence David & Roly heading to the back. Eventually it was back to Plan A – the 47 was to remain on the back and with NR’s agreement would be manned by one of WCRC’s fitters. Subsequently, a driver for the 47 took over from Hellifield.]

Off we went 46½L, SG was working hard and in good voice (and presumably the 47 was assisting). We passed under the M6 (2+ miles out) at 37 mph (30+ mph is usually indicative of a good start). 40.4 past Cumwhinton and 48.6 past Howe & Co SB. A min of 45 on the climb towards Low House with 53 at the crossing box (45¼L). We were roaring along, 60.7 across Drybeck Viaduct and a max of 63 in the dip before climbing to Armathwaite (58.5 & 45L). 63 across Armathwaite Viaduct and still 61 into the tunnel, climbing in and out of the tunnels, with 56.9 as we left Baron Wood No1 and a min of 54.2 at the summit. We shot through Lazonby (44½L) maintaining speed as we crossed Long Meg Viaduct where the Eden looked very low and was partially covered in green algae. Up the 1/132r and past Little Salkeld at 59.8, lovely sound from the front and cinders accumulating on our table, a min of 51.2 increasing to 52.1 through Langwathby (44¼L). Despite David & Martyn’s efforts time was proving difficult to win back; Culgaith SB 43½L & 60.2, Kirkby Thore SB 43¼L & 59.2. I told Mrs W that the ice cream stop at Appleby would be cancelled – not a popular decision! Approaching Appleby we eased, signals clear and away again 53.5 mph and now only 29¾L. Carlisle (start) to Appleby (pass) 37m 25s.

We roared along gathering speed into the dip. (I was on the wrong side for mileposts so took a time from the south end of Ormside Viaduct.) Up the 1/100r and into Helm Tunnel at 53.1 and out at 50.1 and a min of 46.1 before the gradient eases at Griseburn. Back up to 50 at Crosby Garrett, over the viaduct, in and out of the tunnel and up to 54.3 at Smardale to take onto the next stretch of 1/100r. Through Kirkby Stephen station at 44.7, down to 44.4 at the Box (27¼L) and up to 46.2 as the gradient eases. Into Birkett Tunnel at 42.7 and out at 41.4, the gradient eases at Mallerstang (44.9 & 26½L), and a max of 47.7 near Sycamore Tree Farm. Now less than 3 miles of 1/100r to go; Angerholme 41.8, Aisgill Viaduct 41.5, under the road bridge 41.7 but, approaching MP260, SG was eased for an adverse signal. We passed the Summit Board at 22.5 & 26¾L. Appleby to Aisgill Summit Board 21m 51s and (calculated from the Viaduct time), MP275 to the Summit Board 19m 33s.

We were held for around 90 seconds but once away quickly gathered speed down the hill. The schedule allows little opportunity to regain lost time on what is a 60-mph railway. In the late afternoon sunshine, the views across “the roof of England” were spectacular and this was followed by a rollicking good descent alongside the Ribble before finally stopping in Hellifield loop for water (37L).

It was sticky and uncomfortable (31C) whilst we waited for what seemed like an age for the loco to be watered (actually only 20 minutes) and then we were off (41L). As we left Hellifield the herd of Highland cattle watched from their field – phew, they must be hot. So, would we get straight out at Horrocksford Jn? Yes (34L). We were following the 17.19 departure from Clitheroe to Rochdale (we had been scheduled to run in front of it). Straight through Clitheroe (36.5 & 33¼L), speed rose to the mid-40s until, approaching Whalley, we braked and slowed to 2 mph (presumably waiting for the signal to clear). Then we were off again, a tad under 20 mph through the station and on to the Arches, SG was giving it plenty; the noise was worth the admission money alone. With power available from both ends speed rose to 40.9 at Langho (34½L). We hammered up the bank, 40 in and out of Wilpshire Tunnel and 34.3 through Ramsgreave & Wilpshire station (31¼L) with a minimum of 33 just before the station. The climb from Whalley to Ramsgreave & Wilpshire had taken 7m 40s.

We ran unchecked at Daisyfield Jn and through Blackburn (36.5 & 31L), speed increased as we rattled along; Cherry Tree 50.8 and Pleasington 55.6 (now under 30L). We speeded on our merry way with a max of 67 before Gregson Lane, slow for Bamber Bridge, through Lostock Hall (23L) and joined the WCML at Farrington Curve Jn. We slowed to a crawl approaching Ribble Jn (where we had originally been booked to stand for 10 mins) then away, crossing into pl3 (rather than 6). We stopped 12¾L.

Mrs W said that she was too hot and left the train as I was still gathering up my bits and pieces. I met her down by the loco (where else). Martyn Soames was covered in coal dust from head to toe, save for his beaming white grin – I doubt that the first pint would touch the sides. The support coach was detached from the train and shortly afterwards 46115+POB headed off home, Mrs W and I followed suit (no, not Carnforth – Wistle Towers).

Would I have preferred to travel without a tailgunner? Yes. Would I have liked a cooler day? Yes. Most importantly, did I enjoy myself? YES! Well done to WCRC and NR for coming up with a solution to the Carlisle conundrum. My thanks to all involved in planning and operating the trip especially the staff at RTC who sorted out the credit on my account from various cancelled trips.
Click to expand...

Welcome back!

Mick45305 · 17. Srpanj 2022.

Oswald T Wistle kaže: ↑

[Dear Teacher, Oswald was unable to go out and watch the train yesterday because . . . . he was ON IT!!! Signed, Mrs W]

Cumbrian Mountain Express 16 July 2022 – 46115 Scots Guardsman hauling 10+POB+47.804

At 19.47 on Saturday 29th February 2019, Mick Kelly eased “45562 Alberta”, at the head of the returning Cotton Mill Express, to a stop in platform 5 at Preston station. A couple of minutes later Oswald alighted. It had been a good day, a very good day; excellent running throughout in fine weather until, around teatime, storm Jorge announced his arrival with lashing rain and strong winds. This was nothing compared to a storm of a very different kind that was about to strike.

However, 5 jabs later and with effective(?) antivirals only a phone call away, Oswald had decided it was time to “remount the iron horse”. The first attempt (CME 25th June) was cancelled as was the second (Dalesman 28th June); was this to be third time lucky?

I booked a table for four albeit only Mrs W and I were travelling; I guess you could call it a “semi Shireman”. (As I don’t need to be “milepost side” a full Shireman with 8 seats across the aisle was not a necessity).

The train drew into Preston headed by 37.706 with 47.804 on the rear. We were at the rear of coach F (this would be 7th when the POB was added at Carnforth). The early morning cloud began to thin but it was still coolish with no sun (16C). An uneventful ride along the WCML saw us stop in Carnforth loop 5L. The 37 was detached and SG and support added. I enquired about the 47 on the back, because of fire risk it was remaining in situ – not the best start, but not unexpected.

Somewhat unexpectedly and almost 5E, we set off. So how much would the 47 be pushing? Well, just over a mile out we were up to 44 mph!! but then it must have backed off as in the next mile speed fell back to 19 mph!? It appeared that the 47’s contribution may be intermittent, but who knows. We were too far back to hear much from 46115, but there was some noise and some grey exhaust was drifting back. We were also too far from the diesel to hear its contribution. All that said, here we go.

We topped Yealand at 42/3 mph and began to accelerate to gain some speed for the climb to Grayrigg with a max of 69 mph and 68.5 across Beela Viaduct (MP13), down to 65.4 at Milnthorpe (2E) and through Oxenholme at 52 & 2¾E. The sun had broken through and the views, particularly to the west, were spectacular. We held 48/9 mph on the 1/131r towards Lambrigg. We topped Grayrigg at 44 mph (3¼E) with a min of just over 43. MP13 to MP26 took 14m 48s.

Now we needed to gain some speed for the climb to Shap. Just a shade under 61 mph at Lowgill and speed continued to build as we headed through the Lune Gorge with a max of 75.5 mph. We crossed under the A685 (MP31.5 – the start of the “Shap Trial” section) at 73 mph. Across the Lune at 72.7, Tebay S Jn 71.6, across the Lune again 68.4 and now onto the 1/75r; Birbeck Viaduct 58.8, under the Greenholme Road at 51.2 and 40 at Scout Green. The gradient was now biting as we crossed the road to the Shap Wells Hotel at 35.9. As we entered the cutting SG was barking away at the front. We passed MP37.25 (end of the Shap Trial) at 30.3 with a min of 30. With most of the train now beyond the 1/75r we picked up speed quickly, 34.3 as we passed the summit board (6E). MP31.5 to MP37.25 took 7m 31s and 8m 13s to the summit board. It had become a pleasant sunny afternoon (24C on train).

Down the hill we picked up speed quickly, up to 73.7 as we crossed under the M6 a mile beyond Harrisons sidings with a max of 78 beyond Thrimby Grange. Soon after which we began slowing for a 20 mph TSR around MP47. Through Penrith at a shade over 66 & 3¾E, a brief foray into the low 70s before we began slowing for our approach to Carlisle and, unchecked, we stopped in pl3, 6¾E and 73m 55s after starting out from Carnforth.

A walk to the front where I found out the crew details; David Blair driving and Martyn Soames firing. A brief chat with Martyn confirmed that they would remain on the footplate for the return.

We had brought food with us and found a suitable sunny spot to eat it, followed by a walk to the centre and a stroll around the magnificent cathedral and grounds before heading back to the station.

The stock had remained in pl3 and the 47 was now burbling away on the north end of the train. We wandered down to the south end where SG and support were just being coupled to the front. Time to climb back on board, we were now at the front of the 5th carriage and hopefully would hear a bit more of the action. The sun had been shining through the glass roof of the station and into the windows on the west side of the coaches; our seats were on the west side, the sun streamed in and it was now an unpleasant 28C in the shade - but there was no shade!

All appeared well, SG was blowing off, but our departure time came and went, and the minutes continued to tick by. Men in high viz jackets wandered about near the front of the train but still nothing happened. The speakers in our coach were so quiet that it was impossible to discern anything but the odd word from an announcement. A fellow traveller returned from another coach with the story that the diesel was being put on the front. Time continued to pass and nothing, then David Blair and Roly Parker headed towards the back of the train carrying a tail lamp; they returned a few minutes later still carrying the tail lamp – what was going on?! A few minutes later, with a blast on the hooter, we were off.

[Later in the journey I spoke with the Train Manager and the gist of the story was this. The replacement driver for the 47 (or the train he was due on) had failed to arrive in Carlisle. Several plans were considered, at one point the 47 would have been detached and “parked” – hence David & Roly heading to the back. Eventually it was back to Plan A – the 47 was to remain on the back and with NR’s agreement would be manned by one of WCRC’s fitters. Subsequently, a driver for the 47 took over from Hellifield.]

Off we went 46½L, SG was working hard and in good voice (and presumably the 47 was assisting). We passed under the M6 (2+ miles out) at 37 mph (30+ mph is usually indicative of a good start). 40.4 past Cumwhinton and 48.6 past Howe & Co SB. A min of 45 on the climb towards Low House with 53 at the crossing box (45¼L). We were roaring along, 60.7 across Drybeck Viaduct and a max of 63 in the dip before climbing to Armathwaite (58.5 & 45L). 63 across Armathwaite Viaduct and still 61 into the tunnel, climbing in and out of the tunnels, with 56.9 as we left Baron Wood No1 and a min of 54.2 at the summit. We shot through Lazonby (44½L) maintaining speed as we crossed Long Meg Viaduct where the Eden looked very low and was partially covered in green algae. Up the 1/132r and past Little Salkeld at 59.8, lovely sound from the front and cinders accumulating on our table, a min of 51.2 increasing to 52.1 through Langwathby (44¼L). Despite David & Martyn’s efforts time was proving difficult to win back; Culgaith SB 43½L & 60.2, Kirkby Thore SB 43¼L & 59.2. I told Mrs W that the ice cream stop at Appleby would be cancelled – not a popular decision! Approaching Appleby we eased, signals clear and away again 53.5 mph and now only 29¾L. Carlisle (start) to Appleby (pass) 37m 25s.

We roared along gathering speed into the dip. (I was on the wrong side for mileposts so took a time from the south end of Ormside Viaduct.) Up the 1/100r and into Helm Tunnel at 53.1 and out at 50.1 and a min of 46.1 before the gradient eases at Griseburn. Back up to 50 at Crosby Garrett, over the viaduct, in and out of the tunnel and up to 54.3 at Smardale to take onto the next stretch of 1/100r. Through Kirkby Stephen station at 44.7, down to 44.4 at the Box (27¼L) and up to 46.2 as the gradient eases. Into Birkett Tunnel at 42.7 and out at 41.4, the gradient eases at Mallerstang (44.9 & 26½L), and a max of 47.7 near Sycamore Tree Farm. Now less than 3 miles of 1/100r to go; Angerholme 41.8, Aisgill Viaduct 41.5, under the road bridge 41.7 but, approaching MP260, SG was eased for an adverse signal. We passed the Summit Board at 22.5 & 26¾L. Appleby to Aisgill Summit Board 21m 51s and (calculated from the Viaduct time), MP275 to the Summit Board 19m 33s.

We were held for around 90 seconds but once away quickly gathered speed down the hill. The schedule allows little opportunity to regain lost time on what is a 60-mph railway. In the late afternoon sunshine, the views across “the roof of England” were spectacular and this was followed by a rollicking good descent alongside the Ribble before finally stopping in Hellifield loop for water (37L).

It was sticky and uncomfortable (31C) whilst we waited for what seemed like an age for the loco to be watered (actually only 20 minutes) and then we were off (41L). As we left Hellifield the herd of Highland cattle watched from their field – phew, they must be hot. So, would we get straight out at Horrocksford Jn? Yes (34L). We were following the 17.19 departure from Clitheroe to Rochdale (we had been scheduled to run in front of it). Straight through Clitheroe (36.5 & 33¼L), speed rose to the mid-40s until, approaching Whalley, we braked and slowed to 2 mph (presumably waiting for the signal to clear). Then we were off again, a tad under 20 mph through the station and on to the Arches, SG was giving it plenty; the noise was worth the admission money alone. With power available from both ends speed rose to 40.9 at Langho (34½L). We hammered up the bank, 40 in and out of Wilpshire Tunnel and 34.3 through Ramsgreave & Wilpshire station (31¼L) with a minimum of 33 just before the station. The climb from Whalley to Ramsgreave & Wilpshire had taken 7m 40s.

We ran unchecked at Daisyfield Jn and through Blackburn (36.5 & 31L), speed increased as we rattled along; Cherry Tree 50.8 and Pleasington 55.6 (now under 30L). We speeded on our merry way with a max of 67 before Gregson Lane, slow for Bamber Bridge, through Lostock Hall (23L) and joined the WCML at Farrington Curve Jn. We slowed to a crawl approaching Ribble Jn (where we had originally been booked to stand for 10 mins) then away, crossing into pl3 (rather than 6). We stopped 12¾L.

Mrs W said that she was too hot and left the train as I was still gathering up my bits and pieces. I met her down by the loco (where else). Martyn Soames was covered in coal dust from head to toe, save for his beaming white grin – I doubt that the first pint would touch the sides. The support coach was detached from the train and shortly afterwards 46115+POB headed off home, Mrs W and I followed suit (no, not Carnforth – Wistle Towers).

Would I have preferred to travel without a tailgunner? Yes. Would I have liked a cooler day? Yes. Most importantly, did I enjoy myself? YES! Well done to WCRC and NR for coming up with a solution to the Carlisle conundrum. My thanks to all involved in planning and operating the trip especially the staff at RTC who sorted out the credit on my account from various cancelled trips.
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Welcome back David.

Oswald T Wistle · 18. Srpanj 2022.

iancawthorne kaže: ↑

Welcome back!
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Thanks Ian. Still a bit ring rusty but only to be expected - older yet no wiser!

Oswald T Wistle · 18. Srpanj 2022.

Mick45305 kaže: ↑

Welcome back David.
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Thanks Mick. Not sure yet when I'll be on another, but I will be back and look forward to seeing you on a train or Carlisle pl3.

Oswald T Wistle · 19. Srpanj 2022.

MIKEP kaže: ↑

I think it unlikely the 47 was giving any assistance on the return as it was declared a failure on its return to Preston. Passengers (including me) from Liverpool had to board crowded service trains to get back to their destination.
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Sorry to hear about the problem returning from Preston, I wondered if that had happened when I saw the RTT path with lots of "no report". but didn't know the reason. An email from RTC (today) confirms the failure, explains the change in route and apologises to affected passengers. Many of us have been there and it is always a risk with heritage locomotives/stock.

I don't know the reason why the 47 failed or when the problem occurred. It does appear that whatever it was didn't affect its ability to contribute up the hill from Whalley. We passed through Whalley station at 19.9mph, only one mile later we were up to 33.1mph (on 1/82r). We touched 40mph 1.67 miles from Whalley speed was then held at around 40mph to just beyond the exit to Wilpshire Tunnel when speed slowly fell away. This performance is beyond what 46115, hauling 11 coaches + a non contributing class 47, could achieve. The run has all the characteristics of the 47 pushing from Whalley to the exit of Wilpshire Tunnel where it shut off, and then 46115 lifted the whole train up and over the summit. But Scots Guardsman was certainly shouting loudly!

Oswald T Wistle · 18. Srpanj 2022.

When we arrived at Carlisle there were 2 tiny specks on our table (7th coach - SG working moderately). At Hellifield things were a little different (5th coach - SG hammering along).

MellishR · 18. Srpanj 2022.

How are the statistics going between steam loco failures and diesel loco failures?

Oswald T Wistle · 5. Kolovoz 2022.

With Graham (@1020 Shireman) on board tomorrow's CME I am hopeful that he will post a time for the "S&C Blue Riband section" but just in case . . .

I would be grateful if anyone travelling can record, then post a time for the climb from Ormside to the Aisgill summit sign. I am keeping a record of all posted times for the year. [Pleases see post #63 on the "WCRC Scarborough Spa/Dalesman/Spirit of the Lakes/normal tours 2022" thread for full details.]

Thanks in anticipation and enjoy. Remember, "Oswald needs YOUR time!"

PS the weather in Darwen has been poor (but good for continuing steam operations) today with frequent and prolonged heavy showers

sgthompson · 6. Kolovoz 2022.

Near Greenholme just before it started to blow off .

1020 Shireman · 6. Kolovoz 2022.

35018+12. Bit of a gentle climb of Yealand, 31. Grayrigg Summit 33.2, Shap Climbing Summit 31.9.

Steamage · 6. Kolovoz 2022.

1020 Shireman kaže: ↑

35018+12. Bit of a gentle climb of Yealand, 31. Grayrigg Summit 33.2, Shap Climbing Summit 31.9.
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Doing just enough to keep to schedule without throwing sparks or consuming too much precious coal (MN's have a reputation for prodigious appetites). Seems sensible

Big Al · 6. Kolovoz 2022.

Enthusiast's hat on...So BIL has just done what is needed over Shap today. 70-75 minutes is nothing to get excited about but the train kept time.

Enthusiast's hat off... Steam over Shap today during a summer when a Southerner can only dream of proper steam charters.

When there is nothing decent to do on the main line in the south even an 'ordinary' day out with steam looks enticing!!

I hope everyone is enjoying their trip.

46203 · 6. Kolovoz 2022.

35018 with the return CME 06.08.22.

30910 · 6. Kolovoz 2022.

35018 at Greenholme (and beyond) on the climb to Shap Summit:

Chris

sgthompson · 6. Kolovoz 2022.

35018 near Greenholme , Scout Green and Waitby Common .

Gladiator 5076 · 6. Kolovoz 2022.

Steamage kaže: ↑

Doing just enough to keep to schedule without throwing sparks or consuming too much precious coal (MN's have a reputation for prodigious appetites). Seems sensible
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Out of my nine 12 coach CME's this would have been third fastest time based on RTT so maybe a little more than "doing enough". The quickest by N09 was in the depths of winter.

steamingyorkshire · 6. Kolovoz 2022.

'The Cumbrian Mountain Express' on the 6th August 2022, hauled by SR MN No.35018 'British India Line'. Seen passing Benson Hall and Smardale.

Video Available Here

Fred Kerr · 6. Kolovoz 2022.

... and a close-up view at Greenholme

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