Dalesman 2023

I do like BIL. A nice bit of scenery always helps too!

Great pics from you all. Thank you.

 

Yes but it was a DMU not steam so it’s not the same is it

 

There are no cookies is you become a professional and pay the fee .But if you want something for nothing thats different.

 

I think I can work that one out Steve.

 

Perhaps my Flickr site is more widely viewed than I thought Henry !!
It was interesting to see the steam shot taken the day after I posted mine of the unit but that's the advantage of Flickr,we all look at it to check for different locations.I'm not claiming to have discovered it either,I saw something similar fairly recently and the Search engine brings up several alternatives.

David Price
Cop Lane on Flickr

 

35018 British India line approaches Blea Moor tunnel with the southbound Dalesman of 10/8/2023

David Price
Cop Lane on Flickr

 

Yes Ive seen a few David.In this instance did you put a cross on the road to mark the spot for the Tremeloes.

 

I dont think we will see the old man climbing up there David.

 

No cross needed Henry !
One of the reasons I didn't try the steam from there on Tuesday was the surprising amount of traffic on the road.Story Rail have established a working site nearby and quite a few of their vans had to cross the bridge very slowly - I didn't fancy one appearing at train time.The Thursday tour was later and Story would have packed up for the day

 

Don't suppose anyone was on board with a stopwatch? Didn't look to be much different at Ais Gill Summit with 13 on yesterday comparing it with last Saturday's CME with only 11. RTT got no Ais Gill Time but says it was on time at KS, 17 mins from Appleby. Took 19 last Saturday. The enigma that is 35018...

 

For what it's worth, my own personal take on the varying performances of BIL (as a non-expert, non-engineer) is that it is an extremely capable and strong loco which is often worked within itself, simply because it doesn't need to be pressed to get the job done; a bit like 6233. As such, getting a noteworthy performance is more of a case of getting lucky with a particular driver, or situation, which calls on the loco to do more, rather than the 'mood' of the loco itself. As a rule, I'd say it is often worked conservatively, and every now and then you get to see what it's really capable of. As much as I love locos to be extended, working them conservatively is how I'd prefer my engines to be driven (in the parallel universe where I own several ).

 

Unless you are on the footplate you cannot know the reason for variable performance, nowadays it could well be the quality of the coal.

 

I'm not pretending to know the reason, just giving my lineside opinion, for what it's worth.

 

Apologies for causing thread drift. 35018 is an enigma to me as a timer and lover of Bulleids as its performance varies more than any other locomotive I've travelled behind in preservation with the same load over the same route. Just like to see the comparative times for the loads.

 

Finally got my video (4k) sorted from yesterday's run. Dandry Mire & Greengate.

 

Video from a friend.

 

The (Eastern) Dalesman 10 August 2023 – 35018 British India Line hauling 12+POB

On what was forecast to be a warm and dry day Mrs W and I headed over to Skipton (our nearest boarding point). We parked on the long stay car park in the town centre (£5.50 for a full day) then walked the 10-15 minutes back to the station. [The station has reasonably sized car park but during the week spaces are often impossible to find]. Mrs W bought herself a coffee from the shop and we made our way across to platform 3, where despite there being over 30 minutes before the train was due there was already a sizeable crowd of would-be passengers.

As we waited I checked RTT for news of the Arcow Quarry train – I had already confirmed that it was running, and also running late. Even when running on time it can “get in the way” as it stops mid-section, splits its train and reverses the waggons into the quarry sidings. Would it be so late that we would be let out from Hellifield before it? Too soon to know.

Hauled by 47.746 our train stopped (4L) and with plenty of passengers to board it left 6L. Our seats were near the back of the 2nd coach (3rd when the POB was added) – that’ll do nicely! We stopped in Hellifield down loop (9L) and peering between the station buildings I spied BIL (and POB) waiting in the up loop. A couple of service trains passed, the top and tail diesels were detached, BIL reversed down the Blackburn line, crossed over ran alongside us thro’ the platform line then reversed back onto the front. All done whilst a large band of watchers, photographers and videographers looked on. Mrs W and I ate our snacks and stared in disbelief at the size of a huge cat that was prowling under Mr Smith’s line of “spare coaches”.

The quarry train was still running late and was due to pass Hellifield at the same time that we were booked to depart – but who would go first? After a bit of “string pulling” we were ready, a blast on the whistle and we were away (2¾L) – common sense had prevailed, steam first. As we set off, I wondered which BIL would turn up today. (At this point, with a ban on heads out of windows and a count at Hellifield ruled out, I had no idea of the number of coaches. At Carlisle it was confirmed as 13 including 2 Pullmans – so a heavy train).

BIL, usually a whispering giant, was making some healthy sounds. As we passed through Long Preston (3½L & 32.6mph) plenty of grey smoke swept back past the window and cinders began to drift in through the fully open toplight. Now on falling gradients speed gradually increased to 54.4 at Settle Jn SB (3½L) with a max of 55.2 just as we began to climb away from the Carnforth line. I had spotted Mick Kelly in the driver’s seat at Hellifield but I didn’t know who was firing, that is until we came to Settle, where with more whistles than Oswald’s family tree, we roared thro’ at 43.8 (3¼L). Yet more whistles as we passed the churchyard – it had to be the Settle man, Martyn Soames (and it was).

A combination of gravity, incline and a heavy train was slowing us down, 34 into Stainforth Tunnel, 31.1 across Sheriff Brow then down to a minimum of 29.4. Back up 32.0 under the Austwick Road (5½L). As we reached the level stretch, with BIL now warmed through, she was opened up; the decibels increased and so did the number of cinders that cascaded in and onto us and the table. Up to 39 as we passed the junction to the quarry, where several orange-suited men were waiting with camera phones at the ready. A max of 40 approaching Crag Hill Farm and into the cutting where the noise was superb. Despite the hard work we slowed to 36.6 thro’ Horton in R (6½L).

Beyond Horton the sound rose another notch as BIL was pressed harder and with the briefest of easing in gradients speed increased to a smidge under 39. BIL was not eager to give up her hard-won speed; 38 at Salt Lake, 37 at Selside and held above 36 until just after we passed under the B6479 road bridge. Shortly after BIL was eased and speed fell away in preparation for the restrictions at Ribblehead and Batty Moss. Ribblehead (7¾L & 30.7mph) was followed by a regulation crossing of “The People’s Viaduct” and on past Blea Moor SB (7L & 28.9). BIL was opened up again and chuffed her way into Blea Moor Tunnel at 31. Once inside the tunnel, in addition to the cinders large “raindrops” began to fall (inside and out). Once comfortably over the summit, 35018 was eased and the morning’s main event was over. Settle Jn SB to Blea Moor SB 23m 5s and Settle Jn SB to Blea Moor Tunnel S 24m 43s.

[At this point my GPS recorder suffered a malfunction (the technical term being “it threw a wobbly”). GPS receivers rely on “line of sight”, the recorder needs to be in contact with the requisite number of satellites. Obviously, in a tunnel it loses contact. My GPS carries on as best it can for a short time (around 60 seconds) then asks the operator (Oswald) to press a key to acknowledge loss of signal. Once done, as soon GPS can “see” the satellites again it carries on displaying and recording. But not today. Despite a couple of attempts to restart it, my GPS refused to play ball. As I was on the non-milepost side, the report continues in a more limited format.]

By Garsdale we were 8L then 9L at Ais Gill. We dropped down the hill gathering speed but were 9¼L at Kirkby S SB. Some more fast running with regular application of brakes saw us gradually win back time against the schedule; Appleby (6½L), Kirkby Thore SB (4L) and 3L at Langwathby where we didn’t need to stop for water and consequently were 10E. Now running early we continued at a more leisurely pace and were 9¼E at Howe & Co SB. We crawled towards Petteril Bridge Jn (6¾E) and were held for 5m 49s at London Rd Jn. Finally, we stopped in platform 1 (not 4 as planned) at Carlisle (3½E). Hellifield to Carlisle in 111m 48s. With a clear run into Carlisle, perhaps around 100m.

As we were near to the front it was but a short walk to where Mick Kelly and Martyn Soames were dismounting their steed. Amongst the first to great them was Gordon Hodgson – what a pleasure it was to see him. There were plenty of smiles and handshakes for Gordon not only from the WCRC staff but also from several of the passengers who knew him. We stayed just long enough to confirm that the crew for the return was David Blair and Rob Russell.

It was a glorious afternoon (now 14.30) in Carlisle and we decided to try out the café in the cathedral grounds. Simple fare, soup, sandwiches, jacket potatoes etc. We each had a sandwich, served with coleslaw and salad, and a cold drink. We sat at one of the many outside tables in a square bounded on one side by the cathedral. The food was good, promptly served and the surroundings excellent. A couple of fruitless errands, followed by the purchase of some fruit and more water for the return journey and it was time to return to the station.

[I had tried to come up with a solution to my GPS problem. I loaded a GPS app on my phone but I doubted that my battery would have sufficient life for continued use. I hoped now that my GPS recorder had been given some time to reflect on its misdemeanour it would pull itself together. And it did, it worked on the return without a single hiccup.]

The ECS had remained in platform 1 but BIL was still absent. The carriage doors were locked and passengers were being denied access in readiness for an anticipated set-back. Because of the length of the train it was thought that adding BIL and support coach to the south end of the stock would necessitate a shunt back to ensure that the loco was “behind” the signal. There were several hundred passengers waiting. The platform staff and stewards had their work cut out as first one and then another misguided soul wandered towards the train and tried the door handles – some of them should not be allowed out without Matron! As we waited, an “ample” lady (wearing a low-cut top), who was one of a couple sitting across the aisle, confided that she had, “a sooty cleavage”. I suppose that might be part of someone’s Steam Dreams – but not Oswald’s. BIL returned. The setting-back in the platform was not necessary and passengers were allowed to board. We were now at the front of the 12th coach, whatever was happening was a long, long way away.

Following a loud blast on the whistle, David Blair eased his charge across all the trackwork and in the direction of the S&C (8L). We picked our way south, London Rd Jn (7½L & 13) and onto the S&C at Petteril Bridge Jn (6½L & 18.2). Even this far back we could hear BIL as she strained to accelerate her heavy load, 2 miles out climbing at 1/132r, and under the M6 at 26. Holding 27 as she continued to climb and up to 27.7 past Cumwhinton and onto the short level. Howe & Co SB (7½L & 37.0) and now onto 3 miles of 1/132r towards Low House Xng. Speed fell back to a min of 32.8 but soon we were over the mini summit; Low House Xng (8¼L & 45.2) then dropping down to Drybeck Viaduct (54.5), speed rising to 55.4 in the dip.

Speed held well as we climbed towards Armathwaite (8L & 51.9). Downhill again and up to 58.9, across the viaduct and into Armathwaite Tunnel at 56.1, climbing at 1/220r, in and out of the three tunnels and out of the last, Baron Wood No1 at 50.2. Short steepening and over the summit at 48.5. Down again, gathering pace then power on to hold the speed up through Lazonby & KO (7½L & 63.6). Through Lazonby Tunnel and down towards Long Meg Viaduct then powering up towards Langwathby with 57.7 passing Little Salkeld. Against the gradient now and speed fell back to 50.6 thro’ Langwathby (7½L). Now on easier grades with speeds held in the mid to high 50s, Culgaith SB (6¼L & 57.3). Speed dropped to 51 at New Biggin, Kirkby Thore (53.2 & 5¼L), up to 58.3 at Long Marton (4¼L) and not quite 60 (59.9) before we began slowing for the Appleby Ice Cream Stop. That we might not stop had been worrying Mrs W, but now armed with a £5 note she hurried off towards the front of the train. We stopped in Appleby 3L and 45m 01s after leaving Carlisle.

Mrs W returned with a couple of Dairy Cream tubs and very welcome they were on a hot (30C) train. Before I could finish mine, a second blast on the whistle signalled that we were about to depart and, with BIL blowing off, we were on our way (½L) for the main event of the afternoon. At the back of the train, we had been “parked” near the signal box, and it took 1½ mins before we reached MP277¼. The Merchant had some heavy hauling to do if she was to get this train rolling at any sort of decent speed before MP275 and the start of the Blue Riband section.

Across Ormside viaduct at 53.5 (max of 54) and 53.5 as we passed MP275. First comes 3 miles of 1/100r, midway and 43 into Helm tunnel, speed fell away to a min of 34 but recovered as the gradient begins to ease to 1/166r and then 1/200r. Crosby Garret (½E & 42.5), picking up pace with 48.2 after leaving Crosby Garrett Tunnel and onto the arduous 4 miles of 1/100r to beyond Birkett Tunnel. Speed was falling and it was becoming a slog. As we approached Waitby cutting it appeared unlikely that we would stay above 30. We did, just, with a min of 30 thro’ Kirkby S Station and up to 30.4 past the SB (now 1½L). On the short easing of the gradient speed crept up to 32.1. This was hard going, and it wasn’t lack of effort by BIL; the sounds from the front were loud and clear even in the 12th coach. Down to 24 into Birkett Tunnel and 23 as we left.

As we emerged into daylight the front of the train was already reaching the easier (1/330r) gradient at Mallerstang. Speed rose quickly, we passed Mallerstang at 32.9 (1¾L) and reached a max of 37.9 beyond Sycamore Tree Farm. By this point, closing in on the summit, the noise levels rose as BIL made one final effort. Clinging to the hillside we passed Angerholme at 33.7, across Ais Gill Viaduct at 31.8 and under the road bridge at 30.5. Would we hold 30 to the summit? No, a short dip to 28.9 and then a recovery to 34.1 as we passed the summit board (2¾L). Appleby (MP277¼) to Ais Gill SB 30m 08s and MP275 to Ais Gill SB 25m 52s. [Although we met the Blue Riband criteria - Appleby start with a minimum of 12 coaches our time was nowhere near the best. It makes you appreciate just how good some of the record times are.]

A nice brisk run “across the roof of the world” and only 5L at Blea Moor SB. A very restrained run down the hill culminating in a 20s stop in Settle station. A man sitting opposite pointed to the platform and said, “that was the fireman I was talking to at Carlisle, I wonder how he got here so quickly”. (I did explain). We drew into the up loop at Hellifield (12¾L).

It was hot (31C), someone asked me why we had to wait here for an hour. Well, BIL was watered, detached and with its POB ran down the Blackburn line. A 47 that had been waiting in the down loop set off to Settle Jn to cross over, returned and was attached to the back of the train. BIL propelled her coach from the Blackburn line into the down loop and the POB was uncoupled. The other 47 waiting in the down siding ran forward, switched over to the platform line and reversed thro’ the station and down the Blackburn line. BIL ran round her POB and attached to its west end. The 47 came back from the Blackburn line and crossed into the up loop and was attached to the front of the train. The brakes were sorted. BIL headed to Carnforth. All this was co-ordinated around 2 service trains that used the station.

With 47.245 at the front and 47.746 on the back we departed RT and arrived at Skipton RT. Back to the car park and a drive home in near record time arriving before 9pm. My thanks to all concerned in providing the day’s entertainment, it is not often these days that you get to ride in a 13 coach train, BIL coped well. Solid without being exceptional but certainly fun. She made more noise on the northbound climb than I’ve heard from her before – and long may it continue.

One final comment. During the trip there were announcements warning passengers not to put their heads out of windows, lean on doors etc. Despite this there were also several “reactive” announcements from the train manager and the guard instructing passengers not to lean out of windows. From the ones that I saw, I don’t think it was a case of “nobody tells me what to do” or “I’ve been doing this for years, I know what I’m doing”. I suspect that many people are simply oblivious to the announcements as they chatter away or don’t understand that they are passengers, the windows are the windows on this train and it does apply to them and all of the time moving or stopped. I fear that the only satisfactory solution will be to fit bars to the windows.

 

Two southbound runs over the S&C with the same locomotive, 35018 and driver, David Blair in 6 days. CME, 11, approx 450 tons; Dalesman, 13, 75 tons+ heavier train

I'm sure, ducking for cover, that David won't mind me using some of his splendid report's locations and speeds to put a bit of a comparison with the 11 coach CME. The latter's speeds are in brackets. As always 35018 did its thing....what does the load matter???

Petteril Bridge Jn 18.2 (18.8); under the M6 at 26 (26.6); Cumwhinton 27.7 (29.1); Howe & Co SB 37.0 (36); on 132r min of 32.8 (32.6); Low House Xng 45.2 (43.1); Drybeck Viaduct 54.5 (54); Armathwaite 51.9 (47.2); Downhill again and up to 58.9 (53); Armathwaite Tunnel at 56.1 (48.2); Baron Wood No2 at 50.2 (43.1). Short steepening and over the summit at 48.5 (44); Lazonby & KO 63.6 (59.6); Little Salkeld. 57.7 (57.9); Langwathby 50.6 (47.9); Culgaith SB 57.3 (52.6); Kirkby Thore 53.2 (47.3), Long Marton 58.3 (50.8) and not quite 60 (52.3). Carlisle to Appleby 45m 01s (47m 33s).

Ormside viaduct 53.5 (53.9); and 53.5 (53.5)as we passed MP275; 43 (45.4) into Helm tunnel, speed fell away to a min of 34 (38); Crosby Garret 42.5 (46), picking up pace with 48.2 (47); min of 30 (33.2) thro’ Kirkby S Station; up to 30.4 (33.1) past the SB; the short easing of the gradient speed crept up to 32.1 (35.4); Down to 24 (28.9) into Birkett Tunnel and 23 (26) as we left; Mallerstang 32.9 (27.5) and reached a max of 37.9 (34) beyond Sycamore Tree Farm; across Ais Gill Viaduct at 31.8 (30.8); a short dip (prob. past the Climbing Summit, mp260) to 28.9 (29.3) and then a recovery to 34.1 (32.8) as we passed the summit board (2¾L). Appleby (MP277¼) to Ais Gill SB 30m 08s (29m 58s) and MP275 to Ais Gill SB 25m 52s (25m 20s).

 

It struck me reading both of your excellent reports that rail conditions on Thursday vs last Saturday must have accounted for quite a lot. If there had been dry conditions on Sat and wet/greasy on Thursday, the relative numbers would have been very different.