CME 2023

sgthompson · 14 Februar 2023

Zitat von 1020 Shireman: ↑

First unassisted mainline tour of the year. This is how our day went.

Winter Cumbrian Mountain Express 11th February 2023

Well, here we are again. After the first 2 WCMEs were ruined by diesel assistance, the spectre of diesel assistance was there again. We decided to 'Travel in Hope'. Sadly none of our friends could make the train so again Mrs S and I had a table for four each in Coach G.

Cloudy in South East Monmouthshire. Up at 0445 and out an hour later for the run to Crewe. Bit mizzly in places but not much traffic so we were in the Brocklebank on Weston Road at 0745. The roads were really grey after so much salt spreading. Many of the lane markers and cat's eyes were well covered and almost invisible. After running the 110+ miles up the motorways our blue car was a grey mess from roof to tyres. As usual we had an excellent seriously big Full English Breakfast that would set us up for the day.

The chat on the platform was again 'will they; won't they' put a diesel on the back. Nothing we could do about it. A few minutes late, 86259 brought 10 carriages into P11. Like the 28th there were 3 Pullmans. The stock hadn't turned so Standard Class were on the front so middle of 4rd carriage for the outward journey. As we approached Carnforth D&UGL we wondered what was waiting for us. This time thankfully there was no Class 47 on the parallel road. 86259 was detached and released and then 46115 + POB attached to the front. After a brake test we left on time.

Mick Rawling was our driver with Martyn Soames our fireman. Been about a bit has Martyn as he fired Galatea on the Bath and Gloucester Train last Saturday. Not much noise from the Scot as we set off for Yealand. No doubt Mick was making sure the fire bedded in nicely. 46115 is a bit of an inconsistent performer so we never know what the day will bring. It got a bit noisier but we only passed MP7, the start of the 2 1/2 miles of 134r at 28. Mick didn't use much in the way of steam on the climb. Speed rose to just under 31 at mp8 1/4 and holding 31 over the last half mile to the summit. Not one of the best but hopefully Mick had a good fire to pick up speed by mp13, the start of the 13 miles of Grayrigg. Interesting to hear from David that there was a bit of rain in the area. Not always apparent when timer's are concentrating on looking for the yellow posts.

46115 wasn't worked too hard on the 293f, and we only took 51.4 onto the level 2 miles but then the noise level rose and 46115 charged along to hit 59 at mp12 3/4; and even pick up to just over 60 in the first 1/2 mile of 173r at mp13 1/4. Bodes well for a good climb. We passed Milnethorpe at mp13 1/2 at 58.5 and there was only a small fall per 1/4 on the 2 miles+ of 173r, left at mp15 3/4 at 51.3. the grade steepens a bit to 153r for 3/4 mile, left at 49.7. Mick used the 3/4m of 392r to lift speed back to 52 and the safety valves lifted as we hit the mile of 111r. Plenty of noise from the Scot but we still lost 6 mph on the stretch. Next is a mile and a half of easier 176r but speed fell to 43.8 through Oxenholme, mp19 and a bit. We left the 176r at 43.6 and the short 3/4m 104r saw a further fall to just under 40.

We love the sound of a Scot working hard and that's what we got but speed kept falling steadily on the 3/4m 124r to 37. Much noisier on the 2 miles + of 131r to mp23 3/4 and we took 35.4 onto the much steeper 2 miles of 106r to the summit. Crossed Docker Garth's Viaduct at a good 35.8 then felt a short slip. The Scot got a bit winded on the last mile but held 31 before slipping back to 30 over the summit. Not bad as the conditions weren't great. Time from mp13 to mp26 was 18m 48s and we were 7 minutes late. Hoped that would be pulled back as the chance of both Scots being together in Carlisle Citadel depended on us being on time or a bit early as 46100 was due to be dragged out of the station at our arrival time. 46100 with a diesel on the back was only one down at Shap.

As is the norm, we rolled down the 204f/777f to Low Gill, mp28 passed at a slow 48. Fire and boiler preparing time. No great pick up as we rolled down the 425f either and we only passed mp 29 at 54. Not the usual pick up but the ballast was wet so there must have been a shower earlier. No serious roar from the front and only 62.2 at mp30. Mick went for a final charge along the mile+ of level track and this was more like the roar of a Scot. We took 66.4 onto the 1 3/4 miles of 146r, the approach to Shap proper. Ok, not great and we lost 5 mph to only take 61 onto the 75r. Not much chance of getting the 35-37 summit speed we estimated in the Shap Challenge,

46115 sounded like a 3/4 Scot as we attacked the bank at mp33 - not sure if it was the milepost that I timed - doing just under 60. Hard work for Martyn keeping the boiler on the mark on a bank as steep as Shap. Omens were not good as our speed fell 10 mph to 50 over the mile to mp34. There were a few umbrellas up lineside though there wasn't any sign of rain on the window. We still had 3 1/4 miles of 75r to go. Above mp34 we began losing just over 3 mph to each quarter mile despite lovely sounds from the Scot. The westerly wind was more noticeable and by mp35 we were down to 36.5. Scout Green looked a bit wet as we crossed the line of the path at 34.8 and a little above here close to mp35 1/2, 46115 suffered a bout of slipping, caused we believe by the Flange Lubricator just doing it's thing and the wet rail. Mick sensibly eased the Scot and we almost drifted past mp36 at only 22.1. He then did an excellent job to produce a steady surefooted climb, passing the quarters thus: mp36 1/4 at 20.9; mp36 1/2 at 20.5; mp36 3/4 at 19.8; mp37 at 20.1. Into the cutting then and despite the usual damp atmosphere we passed mp37 1/4, the climbing summit, at 20.1.

Moments after the quarter milepost, the Scot slipped again on the flange lubricator on the right hand curve, very common for steam locomotives these days, and Mick let 46115 coast past the Summit Board on the level at mp37 1/2 at 16.2. We'd lost 7 minutes to schedule. Time from the start of the 146r, mp31 1/2 to mp37 1/4 was 9m 41.1s. We got there and that was what mattered.

All down grade to Carlisle then. Not a rapid descent of the few miles and we only passed mp40 on the 142f at 55. Speed picked up noticeably on the 125f to pass mp44 at 71 and mp45 at a good 75. Slight easing to rush through Penrith North Lakes at 71.2, 9 down now and highly unlikely to get down the 17 miles to Carlisle Citadel for the 'Two Scots Shot'. So it proved to be. No great rush with good 75 achieved by mp61. Speed was held there and we were now only 5 down. Mick didn't apply the brakes until mp64 1/2 where we were still doing 75. Unfortunately RTT showed the Saphos train had been on time and as we ran alongside Upperby Yard we saw the two tone green Class 47 and a few seconds later, 46100 being towed there for servicing. As we approached the signal box the water tanker was there waiting for the Scot. We rolled into Citadel 4 down, journey time 81m 23s. Rather a slow time but it was a proper steam hauled run, the first up north this year.

We heard from the Saphos folk that 46100 would facing London Road Jn in the GL we rolled down to Petterill Jn later in the afternoon. We had a snacky lunch sitting in the astro turf area and watched 46115+POB back through the station on its way to the splendidly named High Wapping Sidings south of the station where 46115 would be serviced. We wandered into the 301. They had an exotically named golden/blond beer from the Whitley Bay Brewery named Spanish City Blond; and a traditional stout whose source I forgot to note. Both were very quaffable. Mrs S had her usual glass of Waddling Duck Sauvignon Blanc. So good we bought a bottle to take home.

Just after 1400 we wandered back onto the platform to see 46115 on the front of our train. Settled down on the opposite side of the carriage for the return journey. Bill came to share the table again and we had an excellent afternoon 'facing and back as all posts can't be seen viewing in one direction. We were in the middle of the ninth carriage so probably wouldn’t hear much from the Scot. The timing to Appleby, 31 miles away over mostly gently rising gradients is a challenging 44 minutes so Mick can't hang about.

We left 3 down and as we rolled down the slope past London Road we saw a group of LSL folk taking pictures of us and 46100. Mike Wylie's excellent picture was shared on this forum. Checking with RTT we'd have to have been early for the Station Shot as they left for Upperby GL 3 minutes early at 1241. We weren't due in until 1243. Heard the Scot as Mick accelerated away from Petterill Bridge Jn onto the 7 1/2 miles of 132r to Low House. On a good day with 11 up we'd expect speed in the 40s by Howe and Co. Mp306 3/4 is where the 132r starts. We passed it at 25.4 and didn't get the sort of acceleration we expected. By mp306 speed was only 29.6 and then we passed the old Cumwhinton Station then mp304 at 30. We did hear some noise then as Mick pushed 46115 to close to 38 by mp303, Howe and Co. Better - but that was our maximum speed and we lost speed to pass mp302 at 35 and mp301 at 33.5. things got worse and by Eden Brows, the 'new' viaduct, we were down to 31.5 and we passed the 'summit' of the 132r at 31.4.

Speed picked up rapidly on the 132f and we passed Low House Crossing SB at 43.6. not good as we'd taken 18m 28s to cover the 9 miles, leaving us with only just over 25 minutes to cover the remaining 22 miles with a line speed of 60 most of the way. The 132f ended at mp299, 51.7 and then up the 132r to Armathwaite speed fell to 48. Short 220f saw a rise to 52 then on the level, 53.8. We blasted into Armathwaite Tunnel at 52.2 and after that lost a few mph to the 220r to Baron's Wood Tunnels, 295 3/4, 49 into no. 1 and 47 out of No. 2. Good section for us now, 2 1/2 miles of 165f, left at 59. Lost a bit to the short 264r to Lazonby and Kirkoswald, 54.3. undulating for a while to mp291, still 59; then a few miles of 264r/132r through Little Salkeld, 55, plenty of noise. Another mile and a half of 132r/110r to Langwathby, 52 and 3 miles of 264r/330r gradients to Waste Bank Tunnel, 56, then on the level through Culgaith, 59.

Not an easy road this unless the locomotive is at its best. Over the mile and a half of 132r/220r speed fell to 50.6 past New Biggin station building and with the Scot making itself heard, working hard, a couple of miles of 220r/490r/660r took us to mp280 3/4, 55.7. after half mile on the level we passed Long Marton, mp280, short bit of 300f at 58. Then it was another mile and a half of 120r. We passed mp279 at 50.5 and wondered if we were going to stop for water at Appleby. At mp28 1/2 46115 was eased and we rolled up the remaining mile+ of 200r/400r into Appleby Station. Elapsed time from Carlisle was 45m 35s. Not a bad run at all.

Annoyingly Mike, one of the regulars we've known for donkeys years wandered past a tub of ice cream. Mrs S hadn't bothered going to look for any this time. Too late by then so I went without. Stanier hooter blasting everyone got back on the train and we were ready to depart. The timing from Appleby to Hellifield is a very tight 58 minutes, a time rarely achieved.

No attempt at the Blue Riband as the train was a carriage short but the time could be interesting if 46115 is anywhere near its best. Hard work for Martyn firing as from mp275 over 95% of the 15 miles to Ais Gill Summit is at 100r. The aim is to use the 2 miles of 440r/level.176f to Ormside to get close to 60 mph or more. We didn't get close and only passed mp275 on the 100r at 50.6 after 5m 16.2s of running. A mile in and we passed mp274 at 44.3. Decent noise from up front but speed fell slowly to 42.6 as we dived into Helm Tunnel; leaving it at 40.4.

Mp273 was passed at 39 and things were looking a bit grim as we only passed mp272 at 34. We hit the respite then, a mile and a quarter of 166r, left at 38; then a mile and a half of 200r to Crosby Garret Viaduct, 44. A half mile of level track saw a further pick up to 45 and the momentum saw us up to 49 at mp268 1/2, Smardale. Much better running but the 100r bit back and we were back down to 40 at mp267 as we entered Waitby Rock Cutting. Round the curve then through Kirkby Stephen on easing 264r at 38, held back on the 100r past the signal box, 266 1/2. We were holding 39 to mp266 but again the continuous 100r bit back and we were down to 33.7 at mp265. Birkett Tunnel was entered at 31.5 and left at 30.9; a minimum of 30.4 at mp264. Here there is the final respite, 3/4m of 330r around Mallerstang. Nice bit of noise as we got close to 40 at mp263, 3 miles of 100r to the summit.

Sometimes we get a rousing run around the long curve to Ais Gill viaduct and onwards to the summit. Did we? Not this day. Speed fell slowly to 35.6 at mp262 and to 32.2 at mp261. We crossed Ais Gill Viaduct at just under 30 and struggled a bit to pass mp260, the climbing summit, at 26.7. once the 100r was left, on the level we passed the Summit Board - hardly any lettering now visible - at 31.9. Blue Riband Section, mp275-mp260 took us 23m 47s; to the Summit Board, 24m 19s. Appleby to Ais Gill Summit Board had taken 29m 35s. Just one of those days when 46115 wasn't at its best. That's the thing about steam locomotives, two runs are rarely the same.

Mostly down grade all the way to Settle. Decent pick up to 61 into Moorcock Tunnel and 56 through Garsdale. Bit of 330r to Rise Hill Tunnel, 52.5in; 47 out. Through Dent at the permanent 30 mph; across Arten Gill Viaduct at 50; Dent Head Viaduct, 264r, 53 and up the 264r into Blea Moor Tunnel, 49. The usual trundle onto Batty Moss Viaduct, 27 and through Ribblehead station, mp274 1/2, 176f, 37. Mostly 100f down to Selside, 66 and mp243 64. We dropped down through Horton-in-Ribblesdale, mp242 1/2, 65 and running in the early 60s over Sheriff's Brow and through Taitland's Tunnel . we passed Settle Station at 58 and got back into the low 60s to Settle Jn Signal Box. Only recorded the speed through Long Preston, mp232 1/2, 290r, 40 before we slowed for the entry into Hellifield Goods. We stopped at 1624, some 10 down. Time from Appleby was 65m 46s.

We had to wait for the late running Carlisle-Leeds and didn't leave the loop until 1649, 17 down. This is not good as we have to get to Horrocksford Jn before the signaller releases the Rochdale Flyer back into Clitheroe station. Technically we had 12 minutes to cover the 22 miles on a 45mph freight only line!! In reality we could have 27 minutes as the Flyer isn't due to leave the junction until 1715. It's an undulating run and the light was failing. I switched sides of the carriage again as the mileposts were on the right.

Long blast on the hooter and we left the loop, running through the station and past the signal box, 114r, 13.4. The first few miles are on rising grades, average 140r to mp33, 40. Then its undulating between level/175r/105f to Gisburn, mp28 1/4, 47. Then down a mile and a half of 101f, generous 45!!; bit of a climb, 543r to Chatburn, 35, and with a sympathetic signaller, through Horrocksford Jn, 170f, mp21 3/4, at 40. The Flyer was waiting to cross back over and into Clitheroe Station. Through the station, 104f, at 46 and across Low Moor LX, 260f at 50.

Down grade and level to mp 19, 42, then braking for Whalley and the 20 mph restriction across the Arches. This is a nasty restriction for those who don't know as the gradient rises to 81 1/2r from the start of the Arches, passed at 19. We left the Arches still at 19 and despite the failing light it was just possible to pick out the quarter mileposts. The 81 1/2r goes on for 3 1/2 miles to Wilpshire Tunnel. It's almost as steep as Shap, but not as open. We passed mp17 1/4 at 19 and with a lovely gentle three cylinder beat we got to 20 at mp17. Dropped to 19 as we passed mp16 1/2 but then a short slip pulled us back to 17. Mick held it really well and we were back to 18 at mp16; 19.5 at Langho, just above mp15 3/4 and a max of 21.6 at mp14 3/4. In sight of the murky cutting on the approach to Wilpshire Tunnel with speed holding around 21. The sound reverberated off the cutting walls as we entered Wilpshire Tunnel without a slip. Excellent stuff up front. Out of the tunnel on the slightly easier 88r at 20 and a drop in speed to 17.3 as we passed mp13 3/4 and to 16 at mp13 1/2. Seemed as if Mick just left the cut off as was and we ran through Wilpshire and Ramsgreave with mp13 1/4 on the platform at just over 12. Still a solid beat from the front and 11.3 at mp13. Then we assume we had a signal against us as we came to a stand. There is a Daisyfield 'distant' there somewhere.

That was the final challenge of the day and unassisted steam had prevailed. Yes we were some 13 minutes down but experience had shown Preston could cope well with the shunting and we had no doubt we'd be ready to leave booked time.

Too dark to milepost now so I down to the odd landmark, stations and level crossings. First there was the run down to Blackburn, passed at 33, then on falling grades we ran through Mill Hill, 105f, at 44; Cherry Tree, level, 45; Pleasington, level, 50. Next landmark was Hoghton Viaduct, 210f, 54; Hoghton LC, on the steep downward 101f, 55; Mintholme LC, 101f, 51; Hospital LC, 99f, 53; Bamber Bridge, 99f, 40 with gentle braking. Last station was Lostock Hall, 224f, 29. Uneventful run down to the WCML and we weren't delayed and ran into Platform 6 at 1800, 6 down.

The locomotive and POB were detached quickly and the brake conversion was completed without any issues. 86259 backed on and we were ready to leave well before booked time. We left a little late and seemed to be affected by a train in front as far as Wigan. Back to normal fats running then and arrival at Crewe only 2 down.

Our journey home was quieter than on 28th January but an accident blocking the road from Monmouth led to a 15 mile detour so we didn't get it until 2200. A big downside was I had to clean the car yesterday.

An excellent day out with a proper steam hauled train as we've come to expect of the Winter Cumbrian Mountain Expresses. 46115 was a bit lacklustre on the day but that's how it goes. No issues it appeared apart from a few slips, excellently handled. The coal seemed to be OK from the cleanish exhaust most of the day.

Thanks:

To RTC for keeping the faith and running the train. Kelly, RTC's M.D. was on board. It was good to see her and have a chat about life, the universe and main line steam!! The cynics will no doubt say that's why there was no diesel. As with all RTC's trains diesels are never requested and when they are in the consists it's the decision of WCR as the TOC;

To Train Manager Les and the stewards for doing a good job all day controlling the rowdy steam fans.

To WCR for running an unassisted train with the immaculate 46115 getting us over all the banks and to Preston close to booked time;

To our footplate crew, Mick showed again what an excellent engineman he is; as did Martyn 'on the shovel; our guard; and last but not least the support crew who did a good job servicing the big loco all day.

To Network Rail for letting us play on the big railway and facilitating two steam charters, albeit one with a degree of diesel assistance, over the WCML to Carlisle on the same morning. Control at Preston did a good job with the shunting, loco and POB release and getting us away close to time.

We're out again on Saturday, down south on the Cotswold Venturer. Again we'll be travelling in hope of an unassisted steam hauled train with Galatea over Sapperton both ways.
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Superb account of the day . As 46115 passed me at the summit I noticed a chap in the driver’s seat with Mick Rawling standing behind him supervising . Found out on Saturday evening it was a trainee driver called Phil Heelis so he did a competent job especially when the Big Green monster slipped. Regards Steve

30567 · 14 Februar 2023

Great report and some great videos. Looking back at David @Oswald T Wistle league table from last year, the climb to Ais Gill was within a minute of the Scot's typical performances last year.

1020 Shireman · 14 Februar 2023

Zitat von sgthompson: ↑

Superb account of the day . As 46115 passed me at the summit I noticed a chap in the driver’s seat with Mick Rawling standing behind him supervising . Found out on Saturday evening it was a trainee driver called Phil Heelis so he did a competent job especially when the Big monster slipped. Regards Steve
Click to expand...

Thanks for that info Steven. God, talk about in at the deep end!!

Oswald T Wistle · 14 Februar 2023

Zitat von 1020 Shireman: ↑

First unassisted mainline tour of the year. This is how our day went.

Winter Cumbrian Mountain Express 11th February 2023

Well, here we are again. After the first 2 WCMEs were ruined by diesel assistance, the spectre of diesel assistance was there again. We decided to 'Travel in Hope'. Sadly none of our friends could make the train so again Mrs S and I had a table for four each in Coach G.

Cloudy in South East Monmouthshire. Up at 0445 and out an hour later for the run to Crewe. Bit mizzly in places but not much traffic so we were in the Brocklebank on Weston Road at 0745. The roads were really grey after so much salt spreading. Many of the lane markers and cat's eyes were well covered and almost invisible. After running the 110+ miles up the motorways our blue car was a grey mess from roof to tyres. As usual we had an excellent seriously big Full English Breakfast that would set us up for the day.

The chat on the platform was again 'will they; won't they' put a diesel on the back. Nothing we could do about it. A few minutes late, 86259 brought 10 carriages into P11. Like the 28th there were 3 Pullmans. The stock hadn't turned so Standard Class were on the front so middle of 4rd carriage for the outward journey. As we approached Carnforth D&UGL we wondered what was waiting for us. This time thankfully there was no Class 47 on the parallel road. 86259 was detached and released and then 46115 + POB attached to the front. After a brake test we left on time.

Mick Rawling was our driver with Martyn Soames our fireman. Been about a bit has Martyn as he fired Galatea on the Bath and Gloucester Train last Saturday. Not much noise from the Scot as we set off for Yealand. No doubt Mick was making sure the fire bedded in nicely. 46115 is a bit of an inconsistent performer so we never know what the day will bring. It got a bit noisier but we only passed MP7, the start of the 2 1/2 miles of 134r at 28. Mick didn't use much in the way of steam on the climb. Speed rose to just under 31 at mp8 1/4 and holding 31 over the last half mile to the summit. Not one of the best but hopefully Mick had a good fire to pick up speed by mp13, the start of the 13 miles of Grayrigg. Interesting to hear from David that there was a bit of rain in the area. Not always apparent when timer's are concentrating on looking for the yellow posts.

46115 wasn't worked too hard on the 293f, and we only took 51.4 onto the level 2 miles but then the noise level rose and 46115 charged along to hit 59 at mp12 3/4; and even pick up to just over 60 in the first 1/2 mile of 173r at mp13 1/4. Bodes well for a good climb. We passed Milnethorpe at mp13 1/2 at 58.5 and there was only a small fall per 1/4 on the 2 miles+ of 173r, left at mp15 3/4 at 51.3. the grade steepens a bit to 153r for 3/4 mile, left at 49.7. Mick used the 3/4m of 392r to lift speed back to 52 and the safety valves lifted as we hit the mile of 111r. Plenty of noise from the Scot but we still lost 6 mph on the stretch. Next is a mile and a half of easier 176r but speed fell to 43.8 through Oxenholme, mp19 and a bit. We left the 176r at 43.6 and the short 3/4m 104r saw a further fall to just under 40.

We love the sound of a Scot working hard and that's what we got but speed kept falling steadily on the 3/4m 124r to 37. Much noisier on the 2 miles + of 131r to mp23 3/4 and we took 35.4 onto the much steeper 2 miles of 106r to the summit. Crossed Docker Garth's Viaduct at a good 35.8 then felt a short slip. The Scot got a bit winded on the last mile but held 31 before slipping back to 30 over the summit. Not bad as the conditions weren't great. Time from mp13 to mp26 was 18m 48s and we were 7 minutes late. Hoped that would be pulled back as the chance of both Scots being together in Carlisle Citadel depended on us being on time or a bit early as 46100 was due to be dragged out of the station at our arrival time. 46100 with a diesel on the back was only one down at Shap.

As is the norm, we rolled down the 204f/777f to Low Gill, mp28 passed at a slow 48. Fire and boiler preparing time. No great pick up as we rolled down the 425f either and we only passed mp 29 at 54. Not the usual pick up but the ballast was wet so there must have been a shower earlier. No serious roar from the front and only 62.2 at mp30. Mick went for a final charge along the mile+ of level track and this was more like the roar of a Scot. We took 66.4 onto the 1 3/4 miles of 146r, the approach to Shap proper. Ok, not great and we lost 5 mph to only take 61 onto the 75r. Not much chance of getting the 35-37 summit speed we estimated in the Shap Challenge,

46115 sounded like a 3/4 Scot as we attacked the bank at mp33 - not sure if it was the milepost that I timed - doing just under 60. Hard work for Martyn keeping the boiler on the mark on a bank as steep as Shap. Omens were not good as our speed fell 10 mph to 50 over the mile to mp34. There were a few umbrellas up lineside though there wasn't any sign of rain on the window. We still had 3 1/4 miles of 75r to go. Above mp34 we began losing just over 3 mph to each quarter mile despite lovely sounds from the Scot. The westerly wind was more noticeable and by mp35 we were down to 36.5. Scout Green looked a bit wet as we crossed the line of the path at 34.8 and a little above here close to mp35 1/2, 46115 suffered a bout of slipping, caused we believe by the Flange Lubricator just doing it's thing and the wet rail. Mick sensibly eased the Scot and we almost drifted past mp36 at only 22.1. He then did an excellent job to produce a steady surefooted climb, passing the quarters thus: mp36 1/4 at 20.9; mp36 1/2 at 20.5; mp36 3/4 at 19.8; mp37 at 20.1. Into the cutting then and despite the usual damp atmosphere we passed mp37 1/4, the climbing summit, at 20.1.

Moments after the quarter milepost, the Scot slipped again on the flange lubricator on the right hand curve, very common for steam locomotives these days, and Mick let 46115 coast past the Summit Board on the level at mp37 1/2 at 16.2. We'd lost 7 minutes to schedule. Time from the start of the 146r, mp31 1/2 to mp37 1/4 was 9m 41.1s. We got there and that was what mattered.

All down grade to Carlisle then. Not a rapid descent of the few miles and we only passed mp40 on the 142f at 55. Speed picked up noticeably on the 125f to pass mp44 at 71 and mp45 at a good 75. Slight easing to rush through Penrith North Lakes at 71.2, 9 down now and highly unlikely to get down the 17 miles to Carlisle Citadel for the 'Two Scots Shot'. So it proved to be. No great rush with good 75 achieved by mp61. Speed was held there and we were now only 5 down. Mick didn't apply the brakes until mp64 1/2 where we were still doing 75. Unfortunately RTT showed the Saphos train had been on time and as we ran alongside Upperby Yard we saw the two tone green Class 47 and a few seconds later, 46100 being towed there for servicing. As we approached the signal box the water tanker was there waiting for the Scot. We rolled into Citadel 4 down, journey time 81m 23s. Rather a slow time but it was a proper steam hauled run, the first up north this year.

We heard from the Saphos folk that 46100 would facing London Road Jn in the GL we rolled down to Petterill Jn later in the afternoon. We had a snacky lunch sitting in the astro turf area and watched 46115+POB back through the station on its way to the splendidly named High Wapping Sidings south of the station where 46115 would be serviced. We wandered into the 301. They had an exotically named golden/blond beer from the Whitley Bay Brewery named Spanish City Blond; and a traditional stout whose source I forgot to note. Both were very quaffable. Mrs S had her usual glass of Waddling Duck Sauvignon Blanc. So good we bought a bottle to take home.

Just after 1400 we wandered back onto the platform to see 46115 on the front of our train. Settled down on the opposite side of the carriage for the return journey. Bill came to share the table again and we had an excellent afternoon 'facing and back as all posts can't be seen viewing in one direction. We were in the middle of the ninth carriage so probably wouldn’t hear much from the Scot. The timing to Appleby, 31 miles away over mostly gently rising gradients is a challenging 44 minutes so Mick can't hang about.

We left 3 down and as we rolled down the slope past London Road we saw a group of LSL folk taking pictures of us and 46100. Mike Wylie's excellent picture was shared on this forum. Checking with RTT we'd have to have been early for the Station Shot as they left for Upperby GL 3 minutes early at 1241. We weren't due in until 1243. Heard the Scot as Mick accelerated away from Petterill Bridge Jn onto the 7 1/2 miles of 132r to Low House. On a good day with 11 up we'd expect speed in the 40s by Howe and Co. Mp306 3/4 is where the 132r starts. We passed it at 25.4 and didn't get the sort of acceleration we expected. By mp306 speed was only 29.6 and then we passed the old Cumwhinton Station then mp304 at 30. We did hear some noise then as Mick pushed 46115 to close to 38 by mp303, Howe and Co. Better - but that was our maximum speed and we lost speed to pass mp302 at 35 and mp301 at 33.5. things got worse and by Eden Brows, the 'new' viaduct, we were down to 31.5 and we passed the 'summit' of the 132r at 31.4.

Speed picked up rapidly on the 132f and we passed Low House Crossing SB at 43.6. not good as we'd taken 18m 28s to cover the 9 miles, leaving us with only just over 25 minutes to cover the remaining 22 miles with a line speed of 60 most of the way. The 132f ended at mp299, 51.7 and then up the 132r to Armathwaite speed fell to 48. Short 220f saw a rise to 52 then on the level, 53.8. We blasted into Armathwaite Tunnel at 52.2 and after that lost a few mph to the 220r to Baron's Wood Tunnels, 295 3/4, 49 into no. 1 and 47 out of No. 2. Good section for us now, 2 1/2 miles of 165f, left at 59. Lost a bit to the short 264r to Lazonby and Kirkoswald, 54.3. undulating for a while to mp291, still 59; then a few miles of 264r/132r through Little Salkeld, 55, plenty of noise. Another mile and a half of 132r/110r to Langwathby, 52 and 3 miles of 264r/330r gradients to Waste Bank Tunnel, 56, then on the level through Culgaith, 59.

Not an easy road this unless the locomotive is at its best. Over the mile and a half of 132r/220r speed fell to 50.6 past New Biggin station building and with the Scot making itself heard, working hard, a couple of miles of 220r/490r/660r took us to mp280 3/4, 55.7. after half mile on the level we passed Long Marton, mp280, short bit of 300f at 58. Then it was another mile and a half of 120r. We passed mp279 at 50.5 and wondered if we were going to stop for water at Appleby. At mp28 1/2 46115 was eased and we rolled up the remaining mile+ of 200r/400r into Appleby Station. Elapsed time from Carlisle was 45m 35s. Not a bad run at all.

Annoyingly Mike, one of the regulars we've known for donkeys years wandered past a tub of ice cream. Mrs S hadn't bothered going to look for any this time. Too late by then so I went without. Stanier hooter blasting everyone got back on the train and we were ready to depart. The timing from Appleby to Hellifield is a very tight 58 minutes, a time rarely achieved.

No attempt at the Blue Riband as the train was a carriage short but the time could be interesting if 46115 is anywhere near its best. Hard work for Martyn firing as from mp275 over 95% of the 15 miles to Ais Gill Summit is at 100r. The aim is to use the 2 miles of 440r/level.176f to Ormside to get close to 60 mph or more. We didn't get close and only passed mp275 on the 100r at 50.6 after 5m 16.2s of running. A mile in and we passed mp274 at 44.3. Decent noise from up front but speed fell slowly to 42.6 as we dived into Helm Tunnel; leaving it at 40.4.

Mp273 was passed at 39 and things were looking a bit grim as we only passed mp272 at 34. We hit the respite then, a mile and a quarter of 166r, left at 38; then a mile and a half of 200r to Crosby Garret Viaduct, 44. A half mile of level track saw a further pick up to 45 and the momentum saw us up to 49 at mp268 1/2, Smardale. Much better running but the 100r bit back and we were back down to 40 at mp267 as we entered Waitby Rock Cutting. Round the curve then through Kirkby Stephen on easing 264r at 38, held back on the 100r past the signal box, 266 1/2. We were holding 39 to mp266 but again the continuous 100r bit back and we were down to 33.7 at mp265. Birkett Tunnel was entered at 31.5 and left at 30.9; a minimum of 30.4 at mp264. Here there is the final respite, 3/4m of 330r around Mallerstang. Nice bit of noise as we got close to 40 at mp263, 3 miles of 100r to the summit.

Sometimes we get a rousing run around the long curve to Ais Gill viaduct and onwards to the summit. Did we? Not this day. Speed fell slowly to 35.6 at mp262 and to 32.2 at mp261. We crossed Ais Gill Viaduct at just under 30 and struggled a bit to pass mp260, the climbing summit, at 26.7. once the 100r was left, on the level we passed the Summit Board - hardly any lettering now visible - at 31.9. Blue Riband Section, mp275-mp260 took us 23m 47s; to the Summit Board, 24m 19s. Appleby to Ais Gill Summit Board had taken 29m 35s. Just one of those days when 46115 wasn't at its best. That's the thing about steam locomotives, two runs are rarely the same.

Mostly down grade all the way to Settle. Decent pick up to 61 into Moorcock Tunnel and 56 through Garsdale. Bit of 330r to Rise Hill Tunnel, 52.5in; 47 out. Through Dent at the permanent 30 mph; across Arten Gill Viaduct at 50; Dent Head Viaduct, 264r, 53 and up the 264r into Blea Moor Tunnel, 49. The usual trundle onto Batty Moss Viaduct, 27 and through Ribblehead station, mp274 1/2, 176f, 37. Mostly 100f down to Selside, 66 and mp243 64. We dropped down through Horton-in-Ribblesdale, mp242 1/2, 65 and running in the early 60s over Sheriff's Brow and through Taitland's Tunnel . we passed Settle Station at 58 and got back into the low 60s to Settle Jn Signal Box. Only recorded the speed through Long Preston, mp232 1/2, 290r, 40 before we slowed for the entry into Hellifield Goods. We stopped at 1624, some 10 down. Time from Appleby was 65m 46s.

We had to wait for the late running Carlisle-Leeds and didn't leave the loop until 1649, 17 down. This is not good as we have to get to Horrocksford Jn before the signaller releases the Rochdale Flyer back into Clitheroe station. Technically we had 12 minutes to cover the 22 miles on a 45mph freight only line!! In reality we could have 27 minutes as the Flyer isn't due to leave the junction until 1715. It's an undulating run and the light was failing. I switched sides of the carriage again as the mileposts were on the right.

Long blast on the hooter and we left the loop, running through the station and past the signal box, 114r, 13.4. The first few miles are on rising grades, average 140r to mp33, 40. Then its undulating between level/175r/105f to Gisburn, mp28 1/4, 47. Then down a mile and a half of 101f, generous 45!!; bit of a climb, 543r to Chatburn, 35, and with a sympathetic signaller, through Horrocksford Jn, 170f, mp21 3/4, at 40. The Flyer was waiting to cross back over and into Clitheroe Station. Through the station, 104f, at 46 and across Low Moor LX, 260f at 50.

Down grade and level to mp 19, 42, then braking for Whalley and the 20 mph restriction across the Arches. This is a nasty restriction for those who don't know as the gradient rises to 81 1/2r from the start of the Arches, passed at 19. We left the Arches still at 19 and despite the failing light it was just possible to pick out the quarter mileposts. The 81 1/2r goes on for 3 1/2 miles to Wilpshire Tunnel. It's almost as steep as Shap, but not as open. We passed mp17 1/4 at 19 and with a lovely gentle three cylinder beat we got to 20 at mp17. Dropped to 19 as we passed mp16 1/2 but then a short slip pulled us back to 17. Mick held it really well and we were back to 18 at mp16; 19.5 at Langho, just above mp15 3/4 and a max of 21.6 at mp14 3/4. In sight of the murky cutting on the approach to Wilpshire Tunnel with speed holding around 21. The sound reverberated off the cutting walls as we entered Wilpshire Tunnel without a slip. Excellent stuff up front. Out of the tunnel on the slightly easier 88r at 20 and a drop in speed to 17.3 as we passed mp13 3/4 and to 16 at mp13 1/2. Seemed as if Mick just left the cut off as was and we ran through Wilpshire and Ramsgreave with mp13 1/4 on the platform at just over 12. Still a solid beat from the front and 11.3 at mp13. Then we assume we had a signal against us as we came to a stand. There is a Daisyfield 'distant' there somewhere.

That was the final challenge of the day and unassisted steam had prevailed. Yes we were some 13 minutes down but experience had shown Preston could cope well with the shunting and we had no doubt we'd be ready to leave booked time.

Too dark to milepost now so I down to the odd landmark, stations and level crossings. First there was the run down to Blackburn, passed at 33, then on falling grades we ran through Mill Hill, 105f, at 44; Cherry Tree, level, 45; Pleasington, level, 50. Next landmark was Hoghton Viaduct, 210f, 54; Hoghton LC, on the steep downward 101f, 55; Mintholme LC, 101f, 51; Hospital LC, 99f, 53; Bamber Bridge, 99f, 40 with gentle braking. Last station was Lostock Hall, 224f, 29. Uneventful run down to the WCML and we weren't delayed and ran into Platform 6 at 1800, 6 down.

The locomotive and POB were detached quickly and the brake conversion was completed without any issues. 86259 backed on and we were ready to leave well before booked time. We left a little late and seemed to be affected by a train in front as far as Wigan. Back to normal fats running then and arrival at Crewe only 2 down.

Our journey home was quieter than on 28th January but an accident blocking the road from Monmouth led to a 15 mile detour so we didn't get it until 2200. A big downside was I had to clean the car yesterday.

An excellent day out with a proper steam hauled train as we've come to expect of the Winter Cumbrian Mountain Expresses. 46115 was a bit lacklustre on the day but that's how it goes. No issues it appeared apart from a few slips, excellently handled. The coal seemed to be OK from the cleanish exhaust most of the day.

Thanks:

To RTC for keeping the faith and running the train. Kelly, RTC's M.D. was on board. It was good to see her and have a chat about life, the universe and main line steam!! The cynics will no doubt say that's why there was no diesel. As with all RTC's trains diesels are never requested and when they are in the consists it's the decision of WCR as the TOC;

To Train Manager Les and the stewards for doing a good job all day controlling the rowdy steam fans.

To WCR for running an unassisted train with the immaculate 46115 getting us over all the banks and to Preston close to booked time;

To our footplate crew, Mick showed again what an excellent engineman he is; as did Martyn 'on the shovel; our guard; and last but not least the support crew who did a good job servicing the big loco all day.

To Network Rail for letting us play on the big railway and facilitating two steam charters, albeit one with a degree of diesel assistance, over the WCML to Carlisle on the same morning. Control at Preston did a good job with the shunting, loco and POB release and getting us away close to time.

We're out again on Saturday, down south on the Cotswold Venturer. Again we'll be travelling in hope of an unassisted steam hauled train with Galatea over Sapperton both ways.
Click to expand...

Thanks Graham for another of your enjoyable reports - "Pure Steam but no Ice Cream"

I agree that SG was less than her best but nonetheless got the job done. The climb of Wilpshire Bank was "steady", I timed my video and got 15mph thro' R&W station. The Pendle Dalesman of 23 Aug 2022 (also 46115+11 and me) accelerated from 22.4mph across the Arches to 27.9 at Langho with a max of 29.3 before slowing thro' the tunnel with 27.6 at R&W. The conditions were perfect in the evening sunshine and David Blair took full advantage as SG snarled up the hill. This climb was possibly a more accurate reflection of the Scot's capabilities.

The Pendle Dalesman of 27 Sep 2022 (35018+11) slipped to a stand around the site of the old Wilpshire station - restarted successfully. It was a dry day but it had just gone dark and there was a heavy dew, the driver was, I think, Mick Rawling.

The WCME, driven by Mick Rawling (or his apprentice) was also climbing just as night was falling. Perhaps the easing beyond the tunnel was was a sensible precaution in anticipation of "dew on the rails", the sanders were on as SG eased thro' the station. I know that a 4-6-0 is not the same as a (sometimes skittish) 4-6-2 but maybe - once bitten . . .

MellishR · 18 Februar 2023

I've just noticed that https://www.railwayherald.com/railtours shows the 18th March and 13th May trips as running to Carlisle, while the RTC website still shows them missing Carlisle and having the break at Appleby. A recent email from RTC confirms Appleby for 13th May.

30567 · 18 Februar 2023

Zitat von MellishR: ↑

I've just noticed that https://www.railwayherald.com/railtours shows the 18th March and 13th May trips as running to Carlisle, while the RTC website still shows them missing Carlisle and having the break at Appleby. A recent email from RTC confirms Appleby for 13th May.
Click to expand...

RTT shows a much reduced set of services at Carlisle on 18 March with nothing over Beattock, so the block at Carstairs must be on. I suppose there is a bit of a question mark over it running that day now it is a strike day for the TOCs. I'd have thought that more than most charters the CME would take a significant proportion who access it by rail. It must be weird being virtually the only train on the line.

Big Al · 18 Februar 2023

It may be that whatever originally made Carlisle a problem has now disappeared with the planned strike. That said, Upperby to London Road is rare so if the plan is tweaked then that may result in some disappointed travellers.

30567 · 18 Februar 2023

Zitat von Big Al: ↑

It may be that whatever originally made Carlisle a problem has now disappeared with the planned strike. That said, Upperby to London Road is rare so if the plan is tweaked then that may result in some disappointed travellers.
Click to expand...

https://scotlandsrailway.com/projects/carstairs-modernisation

It's this Alan. Can't see this going away! But on the other hand if there are no TOC trains at Carlisle that day, who knows.

Big Al · 18 Februar 2023

Zitat von 30567: ↑

https://scotlandsrailway.com/projects/carstairs-modernisation

It's this Alan. Can't see this going away!
Click to expand...

Probably not, but with no trains going north.....?

nige757 · 20 Februar 2023

Here we have a scenic view of Scots Guardsman's unassisted climb to Aisgill Summit.

Swiss Toni · 1 März 2023

Zitat von nige757: ↑

Here we have a scenic view of Scots Guardsman's unassisted climb to Aisgill Summit.
Click to expand...

Love that Nige, no zooming in just a great overall view.

osprey · 1 März 2023

Zitat von Swiss Toni: ↑

Love that Nige, no zooming in just a great overall view.
Click to expand...

Got to agree...unadulterated....

Big Al · 3 März 2023

I see the times are up for 18 /3. Appleby bound as planned. .Might be worth a trip

1020 Shireman · 3 März 2023

Zitat von Big Al: ↑

I see the times are up for 18 /3. Appleby bound as planned. .Might be worth a trip
Click to expand...

I see we have a grand hour and 17 minutes in Appleby, and that's from the booked arrival to departure time, the latter to drop into the usual timings into Hellifield. So in reality, less than an hour, especially if one takes some pictures of the shunt.

https://www.realtimetrains.co.uk/service/gb-nr:U54975/2023-03-18/detailed
https://www.realtimetrains.co.uk/service/gb-nr:U54579/2023-03-18/detailed

Shunts:

https://www.realtimetrains.co.uk/service/gb-nr:U55011/2023-03-18/detailed
https://www.realtimetrains.co.uk/service/gb-nr:U55010/2023-03-18/detailed

Big Al · 3 März 2023

Zitat von 1020 Shireman: ↑

I see we have a grand hour and 17 minutes in Appleby, and that's from the booked arrival to departure time, the latter to drop into the usual timings into Hellifield. So in reality, less than an hour, especially if one takes some pictures of the shunt.

https://www.realtimetrains.co.uk/service/gb-nr:U54975/2023-03-18/detailed
https://www.realtimetrains.co.uk/service/gb-nr:U54579/2023-03-18/detailed

Shunts:

https://www.realtimetrains.co.uk/service/gb-nr:U55011/2023-03-18/detailed
https://www.realtimetrains.co.uk/service/gb-nr:U55010/2023-03-18/detailed
Click to expand...

Plenty of time for ice cream. Of greater concern is whether the stock can be serviced...water, toilets etc

Gladiator 5076 · 3 März 2023

Zitat von Big Al: ↑

Plenty of time for ice cream. Of greater concern is whether the stock can be serviced...water, toilets etc
Click to expand...

Or even get everyone off in 8 minutes when half the train has to walk forward to the platform.

MellishR · 3 März 2023

Zitat von Gladiator 5076: ↑

Or even get everyone off in 8 minutes when half the train has to walk forward to the platform.
Click to expand...

They seem to be allowing longer to get everyone back on, even though they don't actually all need to have reached their seats before the train moves off.

neildimmer · 3 März 2023

It’s a strike day as well isn’t it? So no other services I presume

Gladiator 5076 · 3 März 2023

Zitat von neildimmer: ↑

It’s a strike day as well isn’t it? So no other services I presume
Click to expand...

Presumably timed around not delaying 1E65. No idea what service plans are for that day, drivers and signalers working so I guess it is down to what stations and guards think they can provide.

Gladiator 5076 · 14 März 2023

I see there is nothing in RTT for about 30 minutes before or after the CME. So should allow for an unhindered run over Shap.
Not sure what the very reduced TOC schedules will do to the passenger count though.

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