Saphos 2025

Great video footage in contrasting conditions, Nige. Good to have brief chat afterwards.

 

Okay,the rain was closing in and the light was dismal but 70000 Britannia still put on a great spectacle climbing out of Blackburn with the Fellsman to Carlisle on 3/9/2025
David

 

Many thanks David, And nice to chat with you too yesterday.

 

5029 Nunney Castle at Norton Fitzwarren with The English Riviera Express en route to Kingswear

 

5029 at Dawlish. Saturday 6th September 2025. Being followed.............

 

A short video of Nunney Castle at Tiverton Parkway.

 

Here's my footage of 5029 Nunney Castle putting on a brilliant display up Whiteball Bank in both directions with the last English Riviera Express of 2025. The video also features 7029 Clun Castle and 45596 Bahamas hauling the Mayflower up the South Devon Banks on the same day. I hope you enjoy it.

 

5029 with the returning Riviera Express approaching Exeter St David's.......passing the sight of Exeter West Signalbox. 5029 ran through platform 4 whilst platform 6 was occupied by 7029 and 45596 with the returning Mayflower. September 6th 2025.

 

60007 comes to a stand within Citadel Station after running from Upperby TMD prior to hauling the aptly named Edinburgh Summer Excursion considering that Carlisle was suffering from an absolute downpour. Good to see that Bob Hart is still gainfully employed as a TI - 15 September 2025.

 

The Edinburgh Summer Explorer 15 September 2025 – 60007 Sir Nigel Gresley hauling POB+10+57311

Two months ago, we had a very enjoyable trip on the Edinburgh Summer Explorer. A4 pacific, Sir Nigel Gresley did the honours and even the presence of 57311 on the rear did little to detract from our enjoyment. Most memorable was the high-speed running with mile after mile at 70+ mph, seated in a mk1 coach with the toplight open, just taking in the splendour of the Scottish countryside as it passed by. After the trip we decided to sample a Fellsman only to find that the two remaining trips were fully booked so instead we booked on this one.

Unlike July’s trip, which was retimed to start later, this one was 07.20 from Preston meaning we had to leave home by 06.30. Maisie was non-plussed, or should it be non-pussed?, by our early start. It didn’t put her off eating her breakfast or venturing outdoors before 6am on a dark and damp morning. It seemed a bit surreal, an early start on a Monday; steam trips should be weekends or midweek, not Monday, unless it’s a Bank Holiday. (Friday remains the only day of the week that I haven’t been on a steam trip involving Carlisle – one day, Oswald!)

It was an easy drive to Preston and there were plenty of spaces on the car park. We made our way to a cold and windy platform 3, seeking what shelter we could find from the wind. The welcoming text from Saphos confirmed that the train was running RT and would arrive in pl 3 with coach A leading and coach G at the rear; despite my hopes we were in the last coach. In July we were in the rearmost seats of the last coach, my request to Saphos not to be next to the tailgunner had not fallen on completely deaf ears as our seats were mid-carriage. At this rate of forward progress with two trips a year we should be in the first coach in around 10 years.

Our train arrived behind 47593 Galloway Princess; we were in the 10th coach with 57311 The Institution of Mechanical Engineers on the back. The ETH was working nicely, and we took our seats for the journey to Carlisle where Sir Nigel would be waiting. We left Preston 1L but with pickups at Lancaster, Oxenholme and Penrith we managed to lose time and arrived in pl 3 at Carlisle 9L; 60007 and support were waiting in the middle road. We made our way to the business end to watch the action. Inevitably when running late the loco change takes longer than planned, finally SNG was on the front and raring to be off as signalled by two long blasts on that wonderful chime whistle. Mike Wylie was driving, Ben Roberts firing and Bob Hart was TI.

14L and we were away as light rain began to fall, this soon cleared as we headed north. 60007 was eased into her work, by Floriston speed had risen to 64mph and was held around 61/62 on the climb (1/200r) to Kirkpatrick. Following the short downgrade speed was up to 71 at Kirtlebridge but still 13L, on the 1/200r past Ecclefechan speed was held at 69. Over the summit and now on a falling gradient speed rose to 76, with 74 through Lockerbie (9L) and 76 at Nethercleugh. We were now on the gently rising gradients that serve as a prelude to the mighty Beattock. Things were looking good, as after a brief downgrade, we powered past Wamphray at 75mph and after a mile of level track speed had risen to 76 as we crossed Cogrie Viaduct, but then . . . the brakes came on! We slowed and finally came to a stand at the signal about a mile past Beattock, our dreams in ruins! It seems something triggered the HABD at Wamphray, can’t think what that might be . . .

We were stopped on the 1/88r that is the beginning of Beattock bank. Every cloud has a silver lining, what followed was an auditory delight for those of us even at the back of the train as 60007 battled up the bank. Speeds varied between the mid-teens to the high twenties as Sir Nigel but his shoulder to the wheel, taking just under 24 minutes for the 9.13 miles until we came to a stop in the loop at Beattock summit. It would have been all too easy for the 57 to have given it everything, but that would have robbed us of a real treat. Following our unplanned stop we arrived for water 20L. Three northbound trains headed past as we watered in under 12 mins and we were away 7L – well done to everyone involved.

It was around 24 miles to Carstairs, 24 miles that are predominantly downhill. Mike had SNG purring along in the mid-70s and by Symington we were now only 2L and looking good to be thro’ the junctions at Carstairs RT, and we were! Now on the climb to Cobbinshaw, 8½ miles of generally rising gradients typically in the range of 1/100 to 1/150. On the 1/133r at Auchengray we were RT & 55 mph, speed fell back on the mile of 1/97r, with a min of 43 and 45 at the summit. Now downhill all the way to Edinburgh, with speeds in the low 70s, we gained time and by Kingsnowe were 3E. If we could get through Haymarket E Jn unscathed then we would be on time, or even early, into Waverley. Sadly, it was not to be as we were held for 4 mins before being allowed out. We stopped in platform 2 only 5L after what had been an eventful trip.

With everything stowed away it was time to head along the platform to the front, where the footplate crew were having a well-earned break on the platform. It was good to have a chat with Mike who was remarkably modest in his take of the proceedings, saying that the fireman does all the hard work and the SNG working members all the preparation and all he has to do is drive, I’m not sure that it is that simple. In the last couple of weeks he has driven, 60007, 60532 and 70000 and it was easy to see that he has loved every single minute. Mike introduced me to Nigel, who is I think chairman of the trustees of the SNLG trust, forgive me if I’ve got that wrong. It is always good to meet the people who do the hard work and who we rely on to provide our enjoyment. All good things come to an end and Mrs W and I watched on as SNG headed off with the ECS.

Oswald Jnr, who visits Edinburgh reasonably often, had suggested somewhere for lunch so we made our way across North Bridge to an Italian which is situated just off the Royal Mile. A couple of pizzas filled the gap, nothing exceptional but certainly acceptable. There was still almost 3 hours remaining before departure, we didn’t have a plan other than to head up towards the castle. It was then that the rain started, not heavy but persistent. Along with many others we sought some cover from the worst. It appeared that this was how it was going to be, at least for now. We continued towards the castle where contractors were using several cranes to dismantle the temporary stands that had been erected for the Military Tattoo. Despite the stiff wind, sizeable loads were lifted and swung about not too far from crowds of tourists.

It stopped raining as we set off back towards Princes Street. It was a bit of a miserable day; there was little pleasure to be had aimlessly wandering about; with a bad back and knackered knees Oswald could do with a sit down. Never having been before, we decided to visit the National Gallery; it was dry, warm with seats (and free)! It was also an eye-opener as we made our way through rooms whose walls were adorned with paintings by world renowned artists, old masters, landscape artists, impressionists, everyone that you’ve ever heard of and more – simply jaw-dropping in their excellence. Surprisingly, there were no Shep Woolley’s (at least for now)! With around 40 minutes before the train was due to leave, we headed back to the station; everywhere was wet but the rain held off – well, almost. Mrs W went into M&S for a tub of fruit; nothing appealed – it was a fruitless mission!

We gathered with the other passengers on pl 7 to await the arrival of SNG with the ECS. After servicing at Joppa straight and turning (the whole train) on the triangle at Craigentinny the ECS was due into pl 11 at 15.57. Somewhat confusingly the return journey was shown as departing from pl 7 (at 16.14); this was later changed to pl 11 on RTT – 7 & 11 are the same platform! The ECS arrived 9L but was not hanging about, some sharp blasts on the chime encouraged passengers to board quickly. Only 8 mins later, and RT, we started our return journey; Craig Mayall was now firing.

We eased our way out of Waverley, through the tunnel and we passed Haymarket at 20mph & 2L. Curving to the left and towards Slateford where the long climb to Cobbinshaw summit (880ft) begins; around 16 miles of continuous uphill grades ending with 5 miles of 1/100r. Speed built as we began the climb; Slateford (34 & 2L), Kingsnowe (36 & 3L), Wester Hailes (40 & 3L), Curriehill (44 & 4L), Kirknewton (54 & 4L) and Midcalder Jn, now climbing at 1/120r and about a mile before the final 5 miles of 1/100r, (54 & 5L). Speed fell slightly to the summit (52 & 5L). White exhaust trailed back, pushed to our left by the west wind. Once over the summit speed rose quickly and we passed over Auchengray Xng at 76 mph as we dropped down towards Carstairs. Still 5L as we slowed, 60007 was in full view as she swept around the LH curve between East and South Jns – magnificent. This is the start of the long climb (23 miles) to Beattock, the gradients are less severe than from the south, but challenging none the less.

Speed built well with 63mph at Symington, as we crossed Lamington Viaduct this had risen to 76 and was 73 at Abington. Now climbing at around 1/300r we crossed the River Clyde at Crawford (74), another mile and under the A74(M) at 71, this was looking good, very good. Cruising along at just over 73 on level track at Elvanfoot with just 2½ miles of 1/99r to the summit. Another mile and just under 71 at Bodsbury Xng, and then . . . and then, the brakes came on, speed dropped, and we eventually passed the summit at 42 mph. What happened? This is what, 60007 was purring like a pussy cat, full regulator and 20% cut off, 57311 on the back was “notch 1” when we got a signal check. Nothing in front, just a spurious adverse signal, the signal cleared but the damage had been done.

Taking advantage of the falling gradient, in only 1½ miles speed had risen to 70 and with only a couple of brief dips below that figure, we continued with speed in the mid-70s for the next 20 miles. As we approached Lockerbie the brakes came on and we slowed for our water stop, stopping in the loop 5½L. Another swift watering saw us leave 5½E. A gentle climb (1/200r) to the summit just beyond Castlemilk, then down at 1/200 with 66 at Ecclefechan. Speed increased as the downhill trend continued; Quintinshill (77 & 8E), Gretna Jn (78 & 8E), Mossband Jn (78 & 9E), Floriston (75 & 9E). As we neared Carlisle speed was allowed to fall back, with 66 at Kingmoor Jn (11E). We continued to run early before we were held for over 7 minutes just north of the station, we stopped in platform 1 RT.

We went to the front to thank the crew for their efforts and then watch the A4 and its support coach head off to “Upperby shed”. Now diesel hauled we headed south and had one last view of Sir Nigel now “on shed” and presumably being prepared for its move to Heaton the next day. Darkness fell, rain fell and after a couple of short delays we arrived back at Preston, but the fun and games weren’t quite over.

The car park at Preston has machines on the entry barriers that issue a barcoded ticket, before leaving the station you put your ticket in one of several machines and pay the requisite fee, your ticket is then returned to activate the exit barrier – simple. I put the ticket in, the machine spat it out, I tried again, and again, I tried with the ticket back to front, upside down, every combination – nothing worked as the ticket was repeatedly rejected. Attempts in the adjacent machine produced identical results. Oswald pressed the “contact button”, it was answered by Norman Collier doing a dalek impression, totally incomprehensible.

Back to the first machine and hope for better results, this one was answered by a human – progress! After explaining the problem and providing the serial number from the ticket, the operator said she would set the machine to take the payment (£12.50) and then issue a replacement ticket from the machine. Despite her attempts the machine insisted in treating this as a lost ticket and wanting £36. She rebooted the machine and eventually we paid £12.50, got our replacement ticket and headed for the exit (with some trepidation), would it work? It did but only after we had wasted 15 minutes. Maisie was waiting up when we arrived home (10pm) and was happy to see us – I think!

Thanks to all the people involved in providing another great day out; those at Saphos/LSL for providing a professional, well-presented and operated trip, those associated with the immaculate presentation of 60007 Sir Nigel Gresley and keeping it running on the mainline – a magnificent machine! I could be naughty and thank Network Rail for the use of their HABD and for the signal check on the return, but I won’t. Finishing on a positive, the fruit cake in the afternoon snack box was excellent – mmm, drool, drool . . .

 

i see The Statesman have now resurrected standard class on there tours now, wonder if Saphos will now do the same for next year?

 

Although I see you still get a poor deal if you travel on your own.
bookings for one person are normally allocated an aisle seat.
Do LSL have any Mk1's that are configured for standard class, or would it be back to a coffin if they reintroduced it?

 

Did Statesman ever remove Standard Class tho? It's available on the 2025 trips they did as well as the new 2026 trips.

Although I would love it if Saphos brought it back, I unfortunately can't justify the First Class price as the extras don't interest me.

 

Statesman has only just come back into service after a major overhaul. The first 2025 tour was 10th September and I was on it. The standard class coach is the buffet coach. The staff told me it was the buffet coach that used to be part of the Saphos rake. Incidentally, note how the prices have reduced for next year. £220 this year down to £185 next year. I imagine this decrease will also apply on Saphos and Midland Pullman tours for next year, when they are released.

 

Thanks for the info.

Are there any ideas to when the 2026 trips for Saphos and Midland Pullman go live on the website?