The Pendle Dalesman tours of 2023

If only it was that simple Henry as there’s not a house near the fenced area so needle in a haystack job especially on Tuesday as we were pushed for time I think it’s now part of a business so I know for next time.

 

I assume that's the path that ran along the back of the cemetery ?
The path still sort of appears on the Cumbria definitive map as a dotted red line. BUT - the field it passed through has been developed and Google aerial view seems to show it now around the edges of the new houses (green line on the map) extending to Salkeld Croft which on the OS (Bing) it doesn't, while the crossing still appears to exist. I suspect Network Rail at work there -- if so there should be a closure notice for it .

 

That’s correct as the original footpath crossed the line into the now built housing area but the crossing was closed a few years back leaving the original footpath up to the lineside fence that had an area that someone kept chickens in . Looks like the business to the left has bought the land or owned it to start with and has now fenced it off . Regards Steve

 

A tad late but a record from a highly enjoyable day out. All of the major climbs taken on in the high 20s, low 30s before her unfortunate failure. A rather punchy Five.

 

Anyone know what is hauling tomorrow’s Pendle Dalesman.

 

46115

 

Bay Horse.

 

46115 Departing Carnforth,Bay Horse, Brownhill , Hellifield and near Settle Junction.Haven’t a clue why my video is showing as 26 hours long on YouTube?

 

46115 at Forton, Gisburn and Selside

 

Return Pendle Dalesman - 05.09.23.

 

Wonderful record of the tour, Steve; expert photography as we expect !! The first take of the Scot with a full head of steam and ready is particularly good, jogging the memories of times gone by. Great sound. Cheers, Pete (ps, Luton lad, brought up on Scots !! )

 

46115 seen from Helwith Bridge to Horton Cutting from the east side hilltop.

 

Thanks Pete , pleased you enjoyed the video .

 

Approaching Birkett Tunnel on the return...


Scots Guardsman at Birkett Tunnel

 

Beautiful conditions at Helwith Bridge as No. 46115 'Scots Guardsman' works todays 'Pendle Dalesman' northwards towards Horton and on to Carlisle with Mick Rawling driving and Martyn Soames firing



Working through Dent England's highest station No. 46115 'Scots Guardsman' heads the return 'Pendle Dalesman' towards Ribblehead and on to Lancaster with David Blair driving and Rob Russell firing

 

Superb captures Shep in ideal conditions .

 

The Pendle Dalesman 05 September 2023 – 46115 Scots Guardsman hauling 10+POB

The day dawned bright. It was a cloudless blue sky streaked only with vapour trails from passing aircraft as Mrs W and I made our way to Preston station for the final Pendle Dalesman of the season. We parked on the multistorey car park and made our way to platform 3 only to find that there had been a late change and it was back to platform 6. The train was running around 9L. After a few minutes 46115 glided imperiously along the platform line and stopped (9L). On the footplate it looked like Mick Rawling and Martyn Soames (later confirmed to be correct). A quick count gave a total 11 coaches We took our seats at the front of coach H, the ninth. GPS recorder and paperwork on the table and toplight fully open – we were ready.

10½L and we were off, a cross over to the slow line then off at Farington Curve Jn and back round over the WCML. Thro’ Lostock Hall station (10½L & 33mph). Even this far back SG could be heard working as she sought to build some speed before climbing Hoghton bank. Bamber Bridge 10¼L and up to 40.9 and SG was sounding in the mood. We crossed Gregson Lane, the halfway point of the bank, at 38.4, past the waiting watchers at Hoghton crossing at 35.1 and crested the summit with a min of 33.3. Once over the top speed built quickly; Pleasington (9L & 50.3), Cherry Tree (8¾L & 51.8) before we began slowing for our approach to Blackburn where we stopped in pl 1 (9¼L).

We left Blackburn still 9¼L, thro’ the tunnel and then off to the left at Daisyfield Jn. Accelerating hard up the 2 miles of 1/127/162r, and making a proper racket, we reached a max of 33 just before the bridge for the ring road. The final tightening of the gradient to 1/73r slowed us to a min of 29.9. Running at or about line speed the 11L at Ramsgreave & W had become 8½L at Whalley. Then on towards Clitheroe for our final pickup of the day. Our planned 2 min stop became 4 and as we passed Horrocksford Jn we were 12L.

Running thro’ the Ribble Valley despite it being a glorious late summer’s day the signs of approaching autumn could clearly be seen. Fields had been shorn of grass or ploughed, the leaves on the trees were thinning, hawthorn bushes displayed plentiful red berries, the rosebay willow herbs that adorned the cuttings were a mass of white “sugar stealers” waiting to be whisked away on the gentlest of breezes.

Approaching Hellifield we were held for 2½ mins. I assume that this was to allow the Leeds to Carlisle service to clear the ongoing section. (Although the service train had left the station at 10.12, I understand that a passenger train cannot be allowed into the down goods loop unless the far end of the loop has been cleared on to the main line. This is because, on what is a goods loop, the distance between the signal at the end of the loop and the catch points is too short for use as a passenger loop. “Offering the main line” means that the catch points have been “cleared” and should a passenger train “overshoot” the signal it will not end up in the ballast.)

We stopped in the loop 10¼L. Time for a drink and a snack whilst the loco was taking water. We had a booked 30 min stop but had already used up 10 because of our late arrival. The minutes ticked by and still we did not move; the ban on heads out of windows meant it was difficult to see what might be going on but with my face against the window I could just make out orange clad figures near the front. I later found out that filling from the hydrant can be slow and SG needed a bit more water than was expected.

At just before 11.00 (20¾L) SG gave a blast on the hooter and we were away. By Long Preston we were travelling at 38.2 but 21L. At first traffic on the nearby A65 left us in its wake but as we gained speed we were now moving at the same speed and finally we roared into the lead – what a spectacle it must be when seen from a car. With plenty of noise from the front and grey smoke drifting back the full length of the train we passed Settle Jn SB at 58.8mph with a max of 59.9 as we passed under the footbridge.

Growling up the hill we hammered thro’ Settle station at 48.8 (19¾L), into Stainforth Tunnel at 38, across Sheriff Brow Viaduct 36 with a min of 33.8 as we passed under the Austwick Road. Speed increased on the level section and reached a max of 40 as (in the 9th coach) we passed the quarry junction. Thro’ Horton in R (36.1 & 22L), the sound became louder and we were up to 38 on the brief easing approaching Dike Green. We held 35/6 past Selside Shaw before speed was allowed to fall back for the restriction at Ribblehead (32.4 & 23½L). Across Batty Moss and past the signal box (26.5 & 23¼L) up to 28 before falling back to 27 as we entered the darkness (and coolness) of Blea Moor Tunnel. Settle Jn SB to Blea Moor SB in 22m 13s and Settle Jn SB to Blea Moor Tunnel S in 24m 03s.

We were now running around 25L. There is little opportunity to claw back time running down the hill. The 25L had become 23L by Appleby and 20½L by Culgaith but we were in need of a “top up” and we stopped at Langwathby (21½L) where the tanker was waiting. It was very much a “splash and dash” (5m 01s) and we were off again now only 9½L. On most trips a top up is not required and the final part of the journey is often a gentle amble towards Carlisle but not today. However, despite our best efforts we were 12½L at Howe & Co (passed at 60.7) and then were held before Petteril Bridge Jn whilst a ballast train headed south onto the S&C. We finally stopped in pl 3 at Carlisle 13L.

A walk up to the front where Mick Rawling had already handed over to David Blair and Rob Russell was already on the footplate. Martyn Soames was entertaining the passengers on the platform and helping those who wished up and down onto the loco, posing for photos etc. He told me that one of the trainee fireman had fired up the long drag and would likely be “passed out” next year. There was a curly-haired, young man by the loco with the look of a fireman sporting a dirty face but not as dirty as Mr Soames – that, after all, takes years of practice!

Mrs W had “sussed out” a restaurant for lunch but we agreed that it was too nice a day to be indoors, so we opted to go to the café that adjoins the cathedral and sit outdoors. Unfortunately, so too had half the people in Carlisle, luckily, we grabbed a table just as someone was leaving. Mrs W had a sandwich and I had cheese and onion quiche. It took a while to arrive and the salad was a little limited; it looks as though they were stretched – still it did a job. A couple of errands in the centre then back to the station about 30 mins before departure. The stock was in A road and SG and POB were nowhere to be seen. A few movements in and out of the station then the points changed, and SG backed onto the waiting stock. The points changed back and a northbound Pendo ran into pl 1; the old alongside the not so old. SG drew forward then reversed the stock into pl 3. We boarded, now at the back of the 4th, noisier, hotter (as we were on the west/sunny side) and with, hopefully, a few more cinders.

A blast on the hooter and we headed south (1¼L). By Petteril Br Jn we were up to 17.2 and only ½L, SG was working hard and a little over 2 miles from Carlisle, as we crossed under the M6 speed reached 33.1 – a good start. The 1/132r fought back and as we passed Cumwhinton (near the top of this section) speed had settled around 32/3. On level track this increased to 40.8 as we passed Howe & Co (2L). We continued to gain speed up the next section of 1/132r up to a max of 41.5 but this fell back to 38.5 before the summit. Once over the top we were away down the hill, 49.5 at Low House Xng (2¾L) on down and over Drybeck at 60.7 before climbing again to Armathwaite (57.7 & 2½L). Down once more to Armathwaite Viaduct then into the first of the 3 tunnels on the 1/220r; into Armathwaite at 63.2 out again for ¾ of a mile then into Baron Wood No2 at 61.6 briefly out before entering Baron Wood No1 and out at 59.9 – this was exhilarating. Finally, up and over the summit with a min of 57.3 and onwards to Lazonby (1¾L).

Down again towards Long Meg and the impetus gained was allowed to carry us up thro’ Little Salkeld (56.8) to Langwathby (51,2 & 2L). SG was roaring again as she was on more favourable gradients towards Culgaith Xng (59.8 & ¾L). Down to 54.7 as we climbed to New Biggin then up to 57.4 at Kirkby Thore (½L) and a final flourish with 62.2 at Long Marton (½E). Speed was allowed to decay as we approached Appleby where we stopped (1¼E) for our much-needed ice cream break. Mrs W was primed and ready to go and was first in the queue. She returned with two vanillas before, after declaring it was too hot on the train, she returned to a shady spot on the platform to eat her ice cream. Carlisle to Appleby had taken 41m 27s. A blast on the hooter warned the passengers to get back on the train, Mrs W returned with her half eaten ice cream, the doors were locked (by the stewards) and we were ready for the next instalment.

½L, we set off, our seats had been almost directly beneath the foot bridge, and it took a little over half a minute before we passed MP277¼. SG is a very capable locomotive so here was a chance to get somewhere approaching 60 mph by MP275. She came up a little short with 54.8 (but very noisy). Speed held reasonably well with 44.1 into Helm Tunnel (around the halfway point on the first 3-mile section of 1/100r) but by Griseburn Viaduct (the top of the 1/100r) speed had dropped to 32.3.

Now on 3 miles of less steep gradients (but still climbing) speed increased to 41.9 at Crosby Garrett (1¼L) and all the way up to 50.6 as we reached Smardale Viaduct and the resumption of the 1/100r. Signs looked encouraging as speed held well approaching Waitby but the gradient began to take its toll and we passed KS SB at 34.1 & 2¾L. The brief easing allowed a recovery to 36.6 but soon the gradient took it all back (and more). Nearing the top of this stretch of 1/100r we plunged into Birkett Tunnel at 31.1 and left at only 28.7. It seemed like SG badly needed the easing of the gradient at Mallerstang.

Speed did recover to 35.4 at Mallerstang (3½L) and built to a max of 41.3 some distance before Sycamore Tree Farm and we were now on the final 3 miles of 1/100r. Around this point, I like to have a guess what the min speed might be; I thought that we would be lucky to stay above 30. Oh, Oswald – ye of little faith! (David Blair later confirmed that he had “dropped her down a couple of notches”). The effects were noticeable, tucked in against the shady hillside the sound levels increased and the speed didn’t decrease (much). Angerholme 36.8, Ais Gill Viaduct 35.7, B6259 road bridge 35.3 with a min of 34.3 and 37.0 past the summit board (4¼L). Appleby MP277¼ to Ais Gill SB 28m 17s and MP 275 to Ais Gill SB 23m 53s. (The summit board badly needs replacing if the Friends of the S&C were to launch an appeal I would gladly throw in a few quid).

Nothing extraordinary about the journey back to Hellifield; the scenery and railway architecture was as spectacular as it always is. The sun, now low in the sky shone brightly, as we crossed Batty Moss Viaduct the temperature on the train but in the shade was 32.6C – “Scorchio!”. As we ran thro’ Ribblehead station an Arcow Quarry to Hunslet stone train was waiting to run up to Blea Moor so that its loco could run round. We stopped in the loop at Hellifield (10L).

After watering, we left Hellifield 4½L and still with plenty of time to reach Horrocksford Jn. We were running behind the “Rochdale Flyer” and were held before being let into Clitheroe (arr 4E/dep 4E), held again at Low Moor and yet again at Whalley. From a standing start we passed thro’ Whalley station 6½L at 19.8 mph (fittingly, the limit for steam and freight across the Arches is 20). We left the “west end” at 23.5 and by Billington were up to 24 but speed fell back quickly to 20.7 (possible slip?). Alongside the golf course it was back up to 25.1. Langho 25.3 & 6L and we held 25+ all the way to Wilpshire Tunnel, out at 24/5 with the same speed thro’ the old Wilpshire station. Through Ramsgreave & Wilpshire (4¾L & 24.7) where we exchanged waves with young Philip and his mum and dad. Whalley to R&W 11m 08s.

A slightly late arrival into Blackburn became a RT departure. Some spirited running resulted in us being 4¼E at Lostock Hall and consequently we were held at Farrington Curve Jn before finally running into platform 2 at Preston (1¾L). We gathered up our “stuff” and headed for the front for a chat and to watch the departure to Lancaster. My thanks to all involved in providing such and excellent day’s entertainment; it can’t have been easy on the footplate.

A final note about stewarding. Since my last trip, WCRC have moved up a level on what I had regarded as adequate stewarding here in the NW. Safety announcements are now much more forceful and cover the usual items (heads, arms etc) and expressly forbid anything (camera, phone, microphone) from being put out of the window. It was explained that these were ORR requirements. It was emphasised that “all recordings must be made from inside the carriage”.

Passengers were instructed that only stewards were permitted to open, close and lock doors. Timely announcements were directed towards stewards asking them to make their way to doors in readiness for unlocking. Stewards now carry “walkie talkies”. Prior to leaving the train our steward advised us which door would be in use. When leaving the train at Carlisle the steward (already on the platform) held the doors each side of the gangway in the open position. Forget “overkill” or “it’s treating us like kids.” – this can only be good news!

 

Many thanks for your comprehensive report. And how often does one travel over the S&C with 100% clear skies all day!

 

Taken from the morning train looking west as we crossed the River Eden on Long Meg Viaduct. This is one of the few locations where both Up and Down steam hauled trains run at full line speed (60mph).



Having arrived in Carlisle with the morning train the WCRC "gang" engage in some banter with a couple of the passengers.



L-R, David Blair (driver southbound), Rob Russell in the blue bandana (fireman southbound), Martyn Soames (fireman northbound) and unknown (trainee fireman northbound)

Finally, SG collects the stock for the return journey (mobile phone footage)