Saphos 2025

Steam from the border/boundary.

 

I assume the same sort of setup like the SRPS tours over the G+SW in the early nineties. The Diesel would pilot to Annan before detaching to let steam take over. Steam wasn't allowed on its own under the wires between Carlisle and Gretna Junction back then. Whereabouts at the border will the detaching take place tomorrow with it going straight up the mainline?

 

Steam comes on at Carlisle

 

My mistake I thought it would get a Diesel pilot on the front until Scotland. Left Carlisle on time with a shove from the back until they get to Scotland.

 

A4 60007 'eases forward' on B road at Carlisle, 16th July 2025

 

The Edinburgh Summer Explorer 16 July 2025 – 60007 Sir Nigel Gresley hauling POB+10+57311

This was my first “steam jolly” of the year; we were originally booked on the June trip that was subsequently cancelled for operational reasons. The June trip was to have been Oswald’s birthday present and, rather than having no present to open, we transferred to the later date. The perceived lack of rain in the NW made this decision questionable. However, on Tuesday a heavy band of rain moved slowly across the northern half of the country, this covered the entire route of the ESE and even caused the planned cricket matches at Durham to be washed out without a ball being bowled. With a diesel minder (class 40 on the front), SNG was allowed to run from Crewe to Carlisle in readiness for Wednesday’s trip.

Although I have travelled the Carlisle-Edinburgh route several times behind steam, it was some time since my last trip. I checked my records, 11 March 2017 when 46115 had to be rescued by a 47 from Abington, this was when insufficient coal had been brought forward and “being under the wires” although there was still adequate coal in the tender it was out of reach. Could it really be 8 years?!

The train, diesel hauled, started from Stoke and we chose to join at Preston. The confirmed times arrived last week and included just over 4 hours in Edinbugh. With all that time available Mrs W set about planning our itinerary; lunch at an Italian eatery (as suggested by Oswald Jnr) followed by a tour on an open top bus to Leith and the Botanic Gardens. The times that were showing on RTT didn’t agree with those that had been “confirmed”. On Monday an email from Saphos gave “new confirmed times” and these did agree with RTT. The break in Edinburgh had been reduced to 3 hours. The bus tour times meant that we couldn’t eat and take the bus tour. Eating was ditched in favour of the bus ride. The revised times did have a silver lining, a later start; 08.22 from Preston.

Maisie had her breakfast early and eyed us suspiciously as we put on our coats and left her in charge of Oswald Jnr. It was an easy journey early in the morning and there was plenty of parking on the multistorey car park at the station. We were on platform 3 about 25 mins before the train was due. It was dry, cloudy and cool (14C), there were puddles in places where the previous day’s rain had found its way through the roof. D1935 arrived at the head of 10 coaches and 57311 brought up the rear. We made our way to our seats near the back of coach G, the last coach – ah well! We had paid a supplement for a “superior” table for 2, a table for 4 but for only 2 passengers; and it was good with 2 window seats and plenty of room. Off we went, next stop Carlisle.

We were just a few minutes late stopping in pl3 at Carlisle. As soon as the doors were opened we were off the train and walking the length of the platform to get to where the action would be. The lead diesel came off and 60007+POB were already waiting towards the north end of the middle road. People were vying for the best place from which to watch SNG, I had to actively discourage a lady in a shocking pink trouser suit from standing directly in front of me (and she was on the wrong side of the yellow line).

A blast from the chime whistle and then 60007 drew forward before reversing onto the stock. I headed towards the cab to get the crew details (out & return); Mike Wylie (driver), Jack Gresty (fireman) and Matthew Searston (TI) – thanks Jack. Jack also confirmed that the plan, as described in Mike’s post, still stood; 57311 would push to regional boundary whereupon steam would be “unleashed”. I didn’t get chance to speak to Mike as he was busy preparing, posing for photos and even a video message. Back to our seats in what was now the 11th coach.

Around 1L we headed north towards the boundary (12.4 miles away) with a black loco pushing us out of what was supposedly a black fire-risk zone?! We crossed the boundary at a little over 60mph. Even with the toplight open 11 coaches back, with 57311 for company, track noise and with the A4 being an eighth of a mile away I couldn’t hear anything from the front, not even the chime whistle. 57311 was not too noisy and it didn’t seem to make too much difference to the noise level whether it was pushing or idling. Mike is a steam enthusiast and if “pure steam” is possible then that is what he will aim to deliver. However, a touch of realism is needed; the load was 11 plus a 57 making the equivalent of 14 coaches, timings were tight, and the line is a busy main line where good time keeping is essential and it is a line with long and steep gradients. Once outside the fire risk area, I understand that on the climbs the 57 “took its own weight” and SNG was working very hard (oh for a seat near the front). Against that background here is some of what happened.

After steam had warmed through we flew thro’ Lockerbie (2L) at 74.7. Nethercleugh 73.6, Wamphray 73.4 and hit the foot of the 1/202r that is the start of Beattock with a max of 74.8. We were RT through Beattock station (70.3) and onto the steep bit (nothing easier than 1/88r) at 70.5. Speed ebbed away as the beast of a bank bit hard, down to 41.5 at Greskine. Speed continued to fall under 40, down through the high 30s to around 35 near Harthorpe where there was a clunk from the rear and the sound from the diesel reduced. From the front the great sound of 60007 battling up the last couple of miles came drifting back – wonderful! We slowed slightly but held at around 33 before SNG was eased for the run into the loop at Beattock Summit for water (1E).

Watering complete we had to wait for the late running TP 1S40 (Manchester Airport to Glasgow) – you can always rely on TP! We were off 7L and once underway we were soon up to speed. Near Crawford speed topped 70mph and stayed over 70 for the next 17 miles, averaging 74.7mph. We slowed because of the rising grade beyond Thankerton and then brakes as we approached Carstairs. We were held before Carstairs E Jn for 2 mins before heading towards Edinburgh. The dynamic duo saw us top Cobbinshaw at 49.9 with a min of 47.9. Another spell of fast downhill running followed with 11 miles dashed off at an average of 72.8mph. We were held for a couple of minutes at Haymarket E Jn before being given the road, through Haymarket station and on through the tunnel, Princess St Gardens before finally stopping in Platform 7 at Edinburgh Waverley at 13.10 (4L). That had been good fun!

We decided to grab some sandwiches from the M&S on the station then head up to where the tour bus departs. I chose a sandwich and Mrs W had a tup of pasta salad. We headed in the direction of Calton Hill, the tour bus leaves from nearby, as do all the other buses in Edinburgh, or so it seemed. It was organised chaos, but it appeared that there was a plan that the agents of the various tour companies understood but not the rest of us as waiting groups were moved from place to place. We purchased some tickets and ascertained the departure time and where approximately the bus would leave from – mmm?! Time for food, the problem was there was nowhere to sit (without climbing the steps up to Calton Hill – Oswald did not fancy this). Instead we perched on a cage protecting some architectural lighting, the height was good but it was made from angle iron and 2” weld-mesh wasn’t too comfortable.

Food eaten and back to the bus stop, we were shepherded this way and that until eventually the bus arrived. We had seats on the open part of the upper deck. First stop was the Royal Yacht Britannia moored at Leith; it was first stop if you ignore the countless sets of traffic lights that we stopped at as we attempted to escape the city centre. After an age we arrived next to the mooring and drove straight past and on to our next “attraction”. The tour was ok but we wouldn’t want to do it again.

We were back near the station at around 15.30 with the train due to leave at 16.14. The day had warmed, 21C and feeling humid, ice cream time! After an ice cream there was enough time to purchase more food (from M&S) for the return journey and then make our way across to platform 11 which was already crowded with passengers waiting for the train.

The train had been serviced at Joppa Straight and then turned using the triangle at Niddrie (and would return facing in the opposite direction – just watch for the confusion that will cause). Before we had time to reach the far end of the platform, SNG gave a whistle and approached before gently easing to a stop. We walked along to “our” end – it seems further every time.

2L and we were away, we trundled thro’ Princess St Gardens at 6mph, by Haymarket, in less than a mile we had reached 29mph and after a further 1.7 miles of predominantly level track we passed thro’ Slateford at 49.4. Now on the 16.5 mile climb to the summit at Cobbinshaw; a climb that increases in severity from 1/143r, 1/134r, 1/220r, 1/120r and finishes with 5 miles of 1/100r. Our speed was around 50mph rising and falling with the changes in gradient. The minimum on the climb was 41.4 and by the time I passed the summit (11 coaches back) it was 51.7. By Auchengray (on falling gradients) the speed had risen to 76.3 and stayed in the mid 70s until we slowed for Carstairs. From the back of the train we had a superb view of SNG on the long left hand curve between Carstairs E and S Jns.

We were now on the climb to Beattock summit, much less formidable when approached from the north. It was on this stretch of line on 26 Feb 1939 that LMS 6234 Duchess of Abercorn with a 610-ton train produced a maximum ihp of 3333 (a UK record for steam). The average speed between Symington and the summit was 63.4mph, speed never dropped below 60 and all in the teeth of a snowstorm. So, just for fun, how did we compare? Well, certainly no snowstorm, it was dry, calm and sunny. Counting 57311 as “dead weight” (which it wasn’t) the load behind 60007 would be around 70-tons less. Our speed at the summit was 54.8 but our average for the same stretch was 70mph.

Once over the summit the steep gradients that had been our adversary when heading north now became our ally. Around a minute after passing the summit speed reached 70 and for the next 21 miles we flew along, a grey haze trailing back on both sides of the train, our average speed, 74.1mph – exhilarating! Soon we began slowing for our water stop at Lockerbie, arriving 3L watering was completed in 13mins and we were on our way 3E. Speed was soon up into the 70s and before long we entered “fire risk territory”. We were running 8/9E as we neared Carlisle, eventually stopping in pl1 3E.

By the time we walked to the front of the train, 60007 and support had been detached and a couple of minutes later headed off towards the “shed”. Just time to give a wave and a thumbs up to the fireman; he’d be ready for a pint (or two). We strolled back to our coach whilst D1935 was attached to the front. A young lad, aged about 5yrs, had been given a piece of coal, it was probably the best thing that he had ever had, his hands were black, his face was black, his light grey sweatshirt had black streaks and he was trying to use it to draw on whatever there might be to hand.

A few minutes late, after waiting for a late running southbound service train to leave, we followed it south. Although I had packed up my GPS recorder, I used my phone app to check our speed as we descended Shap, a max of 93 and we just touched 90 coming down Grayrigg. Back in Preston, 12 hours after we had set off and back home 14 hours after we had left.

Mike couldn’t give us “pure steam” but with the 57 just “taking its own weight” on the climbs we got the next best thing – thanks. Thanks to all involved in planning and running an enjoyable trip, thanks to our steward who kept the tea and coffee flowing along with his cheery chatter. Special thanks to NR who did find a way of allowing steam to leave Carlisle.

Was there any noticeable difference between conditions in England and Scotland? Well, none that I could see; after Tuesday’s rain the puddles were about the same size, farm tracks were equally as muddy, the fields were just as green and the tracksides looked identical. The rivers in Scotland were maybe just a touch higher, but those in England were by no means parched riverbeds. But I don’t work for NR, so what do I know?

 

Great to see a report from you after a very long time. 60007 looked magnificent when I saw it at Waverley and having spoken to the crew including Mike the driver and a representative from the SNGLT they confirmed to me that the loco had performed really well on the northbound journey and but for late running service trains would have been early at Waverley. Sadly the SRPS trips being cancelled (cancelled due to low bookings caused by the ticket prices being too high) means that I won’t get to ride behind 60007 this year but it was still magnificent seeing it.

 

A crop of one of the photos I took of the loco changeover, is our Oswald in the picture?

 

I'm looking for the lady in the "shocking pink trouser suit" that he mentions, but can't see her!

 

A variation of Where’s Wally? We were further north, nice try

 

Thanks, I’m not a fan of air con stock so chances to travel are fewer. Glad you got to see her at Waverley and sorry to hear about the SRPS trips.

 

I'm in Coach H on tomorrow's tour to Kingswear, which I think is the aircon coach. Someone on WNXX says it's the Peak on the Crewe to Taunton leg, which I really hope is true.

 

I’m not a fan of Mk2 air cons either as they don’t strike me as heritage. I’ve just got to hope that at some point soon steam will reach Aberdeen again. Let’s hope next year for plenty of steam to Aberdeen ideally with Mk1s.

 

Three phone pics from Wednesday,


Carlisle - what a shiny loco (no cropping and no interlopers - lucky Oswald)


Edinburgh Waverley - a work-stained loco moves the ECS for the return working into the station (no chance of excluding the waiting throngs)


Leaving the Lockerbie water stop