Saphos: Blue Peter to Carlisle - 12/02/26; Sir Nigel Gresley - 11/03/26

Didn't hear too much from the rear of the train, but seemed to be an excellent run, even with the Greyrigg stop.

More like this please, Saphos!

 

You wouldn’t believe that there was a scrum on the platform!
IMG_3171.jpeg

 

60532 passing Salterwath on the climb of Shap bank & passing through Penrith with the return.


https://www.flickr.com/photos/167082436@N06/55092581241/in/datetaken-public/lightbox/


https://www.flickr.com/photos/167082436@N06/55092948420/in/datetaken-public/lightbox/

Phil

 

It sold out pretty quickly so they probably could have filled one or two more coaches. Any thoughts on why they chose to provide such a short rake? Just to give Blue Peter an easy time?

 

Was a bit surprising being as the trips are billed as performance of class 8 comparisons, and were sold off the back of the hugely popular Duke of Gloucester run in November, which was load 10. So yesterday wasn't really a direct comparison, but hey, it was diesel free and a good run up both sides of Shap. Roll on the A4.

 

Does anyone have a Tebay-Shap summit time please?

 

Hello,

Caught up with the Sport and streaming service stuff we missed so got around to putting together a report on our day. Got a lot of stuff about speeds and times as usual. Speeds for both locos are included. Gonna be messy with all 3 next month!!

Saphos Trains' Giants of Steam Part 2: The Cumbrian Mountaineer with 60532 Blue Peter.

We liked Saphos Trains premise of testing the performance of the 3 Class 8 locomotives based at their Crewe Depot on unassisted steam hauled trains from Crewe to Carlisle via Shap in both directions. We hoped they'd use the same load for all 3 trains. On 'Part 1' that we did on November 6th last, 71000 Duke of Gloucester set the bar high with an amazing day out with load 10.

Despite 'doing' 970 odd pure Steam Hauled railtours in the UK since August 1984 covering over 172,000 miles, only 2309 miles on 13 tours were with 60532; and those all between 1992 and 2000. When we talked about doing the train I thought I hadn't done Shap behind the big loco; but a check of my database showed my friend John from Lisvane and I went Full Dining on Pathfinder's 'Shap Attack' that ran on 29th November 1997 over the same route though my record shows 60532 came off at Preston.

I'm sure we had 11 on but went to check with the normally accurate Six Bells Jn. They don't have this train in their database at all which is surprising as 60532 was a rare visitor to Shap.

Back to the now and to make sure we got to and from the train in a leisurely manner we booked a couple of nights in the Crewe Central Premier Inn. The drive north was uneventful this time; a single car run with No. 19. It was nice to have a leisurely breakfast with a departure time of 1035 with the station not much more than a 5 minute walk away.

We'd booked a 4+2 in First Class and Di and I were being joined by Alan, Big Al who'd never travelled behind 60532 on the mainline, and our friend from up north, Julian (Julian Jones) who unexpectedly had the day off and we had an unoccupied seat or three!

What happened on the day

In the morning, during an excellent Full English breakfast, I checked in with Nat Pres - when it finally loaded - and read the post listing only load 8 from Euston. Seriously? With the POB, 9 isn't even a Black 5 load let alone one that would challenge a big Class 8. Oh well we thought, might get 60 over both Grayrigg and Shap and plenty of 70 mph+ running.

The big blue loco looked superb rolling past Platform 12 in the sunshine, as had 60163 when it was painted in BR Blue. It only brought a POB along, so 9 it was. Didn't recognise the driver who we later found out was James Venables. He would drive to the water stop at Barton. Creagh Maywald was our fireman for the whole of the outward journey, though it was rumoured Jack Gresty might take over at Barton. Young Jack did a superb job firing 71000 in November.

Our carriage, D was 2 from the back with our 4+2 being in the middle. The table for 4 was milepost side so Al and Julian joined me there leaving Di to look after the bear and his minder. They preferred the views from the right hand side most of the way and had no interest in timing.

The outward journey

Our collective view was it was going to be a day of fast running, probably quicker than the Duke as it had a 10% lighter load and is a more powerful locomotive, 40,430 lbf to 71000's 39,080. Both locos have 6'2" driving wheels and are known to be good climbers with anything up to load 13.

I've put the Duke's speeds in brackets for information most of the time. With a long blast on the Chime Whistle we were away 4 late. Our coach was close to mp158, a good reference point. James made an impressive start on the 4 miles+ of level track. We passed Coalyard at 35.6 (29.2); mp160 1/4 at 44 (45.3), with 60532 being quicker time wise by over a minute. The brakes come in briefly with hardly any speed loss for reason unknown. By the end of the level track, mp162 1/4, we were up to 54.5 (53.5), with 60532, 30 seconds faster.

Over a few miles of falling gradients, 411f/616f/3985f/300f, we passed mp164 at 62.5 (65) then Winsford, mp165 1/4, at 66.2 (73.1). Curiously the brakes came in firmly and our speed fell at mp166, 2200f to 60 ish, (71.4). At mp168 3/4 we hit 1 1/2m of 360r to Hartford, mp170, 35.3 (52). Not sure if there was a platform clearance issue. What next? 2 1/4m of 1981f/440f/level to mp172 1/4, where 60532 accelerated to 52 (61.7); then passed Acton Bridge, mp172 1/2, at 53.2 (62.8). Down a mile+ of 330f, left at mp174 at 61 (71.1). a mile and a half of 330r with Weaver Jn in the middle passed at 59.8 (71.2) and left at mp175 1/2 at 59.3 (70). Odd running then down 3 miles of 180f/112f/567f to mp179 saw speed only rise to 63.3 (77.5) with the brakes being touched when speed rose much above 60.

For a reason unknown to us at the time, 60532 was being driven very conservatively in the low to mid sixties on falling gradients. That rather negated what the train was supposed to be about, performance. It's not really worth including the speeds from here to our water stop at Barton in much detail. We passed Weaver Jn, mp174 1/4, start of a 1 1/4m of 330r at 61 (71) ending at 59 (71). Down a 3 miles of 180f/112f/567f our max was at mp177 1/2, 63.8 (76.8). Over a mile of 135r to Acton Grange Jn, mp180 1/4 it fell to 55.8 (72). Down 1 1/4m of 135f then 3/4m of 440r, we ran through Warrington Bank Quay at only 58.1 (75).

Just before the M62 Overbridge at mp184 3/4, 60.6, (73.2) we hit the start of a long section of rising gradients. A mile+ of 639r took us to Winwick Jn, passed through at 60.9 (73.5). Steeper after for 2 1/2m with noisy climbing of 132r/470r/255r/156r took us to mp187 3/4, 156r/473r, Golborne Jn. 58.3 (71.3). Up a mile+ of 473r, we passed mp2 9they change at the junction) at 59 (71.8); then onto close to 2 miles of 417r left at mp 4 at 61 (71). A mile of level to mp5 saw speed held around 55, (73). From mp5 there's 1/4m of 705r with Springs Branch Jn in the middle, 55 (73.5). A mile and a half of 150r was a bit noisy but only through Wigan North Western, mp6 1/2 ish, at 56.5 (73.7),.

Shortly after we hit the 2 miles of 104r up Boars Head Bank. Horribly short of mileposts. Saw mp7 1/4, 56.3 (73.3); mp8 56.5 (69); and mp 8 3/4, 57.5 (67.8). Solid if slowish climbing. Bit more climbing at 366r for over a mile, mp10, 57 (68.8); then 292r/115r to mp11 1/4, passed at 53.3 (66.8). OK I suppose, but we only had load 9 so wouldn't have expected to have been over 13 mph slower.

Easier work for our fireman, Creagh; a few miles of average 225f to mp13 1/4, then over a mile of 115f, with Balshaw Lane, mp14 1/4, 53.6 (77.9). 1 1/2m of 936r saw speed fall to 52.5 (68ish) before more downgrade, Euxton Jn, mp16 1/4 53.2 (67.3); Leyland, 314f, mp17 1/2ish, 58 (69.2). Over Farington Jn at mp19 57.1 (64.5), eased, then a run down to Ribble Jn, mp21 1/4, 397r, 34.1 (27.7). Through Preston P3 at 26 (26) then on the 503r, a max of 45.1 (44.9) at mp1 3/4, into Barton Loop where we were taking water. The tanker was a few hundred yards from the locomotive but they got the tender filled in good time for us to leave pretty much RT. Time wise, we took 68m 57s from Crewe; 71000 took 57m 13s.

During the water stop we asked one of the LSL guys if there was a problem with 60532. There was inasmuch as he told us the locomotive was rough riding at speeds much above 65 so drivers kept the big locomotive in the mid 60s max most of the time. Sad though that was, it won't be an issue for the climbs of Grayrigg or Shap but there will be for the approaches which are normally high speed. Also there won't be any 75 mph on the falling gradients after Shap.

Al, Julian and I discussed what we could expect on the 3 banks, the short Yealand Bank; the long 13 mile climb of Grayrigg, not the fireman's friend; then 7 miles on, the mighty Shap Bank, again the 4 1/2 miles at 75r not being the fireman's friend. We'll tell you what our predictions were when this report gets to each of them.

Water duly taken, the distinctive chime whistle sounded and we left for the run to Lancaster, Carnforth and the challenge of the Northern Fells. Worth comparing some speeds along the way to Carnforth. Out of the loop, down 2 miles of 1115f, speed rose to 32 (26.3); 1/2m of 644f, got us to 55.9 (60.5). Bit of level track followed by gentle climbing at 1042r from mp8 1/4. We passed Garstang just before mp9 1/2 at 59 (66) and left the section at 59.3 (67.1). A level mile got us to 60.8 (68). Another gentle climb, mile+ of 1199r, was left at 61.4 (68.6) at mp13 1/4 gave to 4 miles of level track.

We passed Bay Horse - like last time the bear and his minder complained they didn't see a horse - at 63 (68) near mp15 1/4; we passed Calgate, mp16 3/4, at 63.8 (61.5) (we hit a max of 64.7 just before that). At mp17 1/4 we hit a close to 3 miles of 736r. Oubeck, mp18, was passed at 56.5 (48.2); end of section, mp19 3/4, 46.1 (55.5) where the safety valves lifted hard. 60532 doing alright as expected with such a light load, but the checking when we hit even the mid sixties was very apparent.

Down the 98f into Lancaster Castle, 58.6 (74), then on more falling gradients 305f/469f, we passed Morecambe South Jn, close to mp 2 at 61.7 (77.6). We passed Hest Bank, level, Mp3 ish at 63.4 (78.1) and hit the 1 3/4m of 460r, at 62.3 (77), and left it at mp5 1/2 at 62.2 (75). Shame about the rough riding locomotive as 60532 was really being held back. Coming up to very familiar Cumbrian Mountain Express territory now. We had a nice surprise from up front as we passed Carnforth U&DGL accelerating at 63 (77) with a friendly long blast on the chime whistle aimed at WCRC's Steamtown HQ. Then we passed mp6 1/4, on the southern end of the former Carnforth Mainline Platform, at 65.6 (77.9); then passed mp 6 1/2, 369f, at our max, 66.6 (78.1); and mp6 3/4, level, at 66.3 (79.3). Decent speed to attack the climb of Yealand Bank, 2 1/2m of 134r. After a decent and noisy climb we passed the summit between mp9 1/4 and 9 1/2 at just over 56 (67). 60532 gave less to the climb than 71000 which was expected. Predictions: I had 68; Julian and Al 67; Di 65. As usual mine was the most optimistic. 60532 let me down.

Bit of recovery now for our fireman to build a fire for Grayrigg. Down 1 3/4m of 293f we passed mp10 3/4 at 65.4 (72.6). Then 2 miles on the level took us to 65.2 (78.5) at mp12 3/4 as we approached mp13, the start of a fireman's dream - not - the punishing 13 mile climb to Grayrigg Summit. Shame about the rough riding as we're sure 60532 could have matched 71000 and easily taken 75 onto the climb.

It started with 3 miles of 173r. On this we passed the site of the old Milnthorpe Station, mp13 1/2, at 63.6 (77.2); mp14 1/4 at 61.9 (71.3); mp15 at 61.2 (63.1); Hincaster Jn, mp15 1/2 at 60.9 (60.9) and mp17 1/4 at 63.1 (63). Dry rail unlike November. 60532 was expected to be the better hill climber with its lighter load and levelling out of the speeds was expected when 71000's dipped below 65. Some noise drifted back to us 7 back and as in November, the smoke was white and clean.

There were Green signals as far as the eye could see. From mp17 1/2 we hit a mile of 111r, left at 57.1 (59.5). As always here the track looked damp as we hit the cuttings. At mp18 1/2 it eased to 176r for 1 1/2m. We passed mp19 at 59.4 (59.6); then roared through Oxenholme Lake District at 58.6 (59.8). We left the 176r at mp19 3/4 at 58.8 (59). Bit of serious work now for Creagh; over 3/4m of 104r, left at 57.9 (56.9); then 1/4m of 213r, mp20 1/2, 57.2 (57.5); followed by 3/4m 124r, left at mp21 1/4 at 57.3 (55.4). Joy for the fireman with the thought that there was still almost 5 miles against the collar to the summit!!

We were now on 2 3/4+ of 131r, with plenty of noise, left at mp23 3/4 at 56.7 (53.2). 60532 really showing it's climbing prowess now. Excellent crewing on the climb so far. Next Creagh had to work harder again over 2m+ of 106r to the summit. We crossed Docker Garth's Viaduct, mp24 at 56.9 (52.1); Lambrigg Crossing, mp24 1/4 at 55.4 (50.9) - 50 at the summit being a distinct possibility - before I blinked as of all things I saw a double amber signal. That usually meant one thing; we were being sent into Grayrigg Loop, hopefully something to do with a Service Train not an issue with 60532.

Our predictions for mp26 were: Me 55; Al 54; Julian 53; so Di 51. I'm claiming an 'honorary' win here!!!

Julian looked at RTT online and sure enough the Trans Pennine Manchester Airport to Glasgow Central Service we should have been following was in fact behind us running some 22 mins late (aren't they always). It was less than 10 minutes behind us and closing all the time. Despite us going to pull into Penrith to take on water, that was 26 miles away with Shap in the way so we had no chance of outrunning it. The TPE duly passed us at speed a few minute after we stopped in the loop.

Being looped shouldn't have a significant effect on the climb to Shap as we had mostly falling gradients for 4 miles down through Low Gill into the Eden Valley to pick up plenty of speed if that's what John wanted to do.

Looking at the climb before the amber signals, interestingly, with a 10% lighter load the big blue loco was on a par with 71000 time wise from the start of the 173r, mp13 to mp24 1/4 where 60532 was eased, but faster speed wise: 60532 11m 23s 55.4; 71000: 11m 22s 50.9. 60532 passed mp13 at 65.3; 71000 at 78.7; so 60532's attrition was only 10 mph; 71000's 28 mph.

About 7 mins later were signalled out of the loop onto a mile of 204f, left at mp27 at a 36.6 (61.4). 3 more miles downgrade then to mp30 1/4. First a mile of 777f to Low Gill, where we got to 46.3 (65); then after 1/2m level and 1 1/2m at 425f, we passed mp30 at 64 (77). With such a good climbing loco that was a good speed at that point. John really got 60532 flying along the mile and a quarter of level track to Tebay South, mp31 1/4, 69 (79.7) - hope they weren't too uncomfortable on the footplate; then we passed mp31 1/2, Tebay, 146r at 69.5 (78.9). Now on the 146r on the lower slope of Shap, we crossed North Lune Viaduct, mp32 1/4, at 66.7 (77.2); and the end of the 146r, passed mp32 3/4, at 65.1 (75.7).

We passed the first 1/4 milepost on the 75r, mp33, at 65 (75.1). it's not unusual to find big differences in speed here as drivers have their own view of how best to tackle the mighty Shap Bank. It meant a lot of firing and good use of the steam to get us over the summit at a good speed. Shap bites and a mile in mp34 was passed at 58.1 (69.5); a mile further on, mp35 was passed at 52.6, (60.5). We passed Scout Green Path just after at 52 (59.7). 60532 had dropped 13 mph in 2 miles; 71000 15.4 mph. 60532's speed fell more rapidly over the next mile and we passed mp36 at 48.9 (53.8). Always worth quoting the remaining quarters to the summit.

They were mp36 1/4, 48 (52.3); mp36 1/2, 46.7 (50.6); mp36 3/4, 46.6 (49.3); mp37, 46.7 (47.5) and mp37 1/4, the climbing summit, 47.2 (46.3). Again, the GPS wavered at the end of the cutting with a slowest speed between quarters of 46.2 (45.8). We passed the Plateau Summit, mp37 1/2, at 47.97 (46.9).

The times from Tebay, mp31 1/2 to the climbing summit, mp37 1/4 were:

60532 6 mins 11.4 secs; 71000 5 mins 29.6 secs

Speeds at Tebay: 60532 69.5; 71000 78.9
Speeds at the climbing summit: 60532 47.2; 71000 46.3
Attrition: 60532 22.3; 71000 32.6

Back to the predictions and my optimism about 60532's climbing prowess and the light load led me to predict 54. Alan chose 51; Julian 50 and Di 48. Di was a happy bunny as she won Yealand; though to mp24 1/4 on Grayrigg I claimed the win. Di took a very scientific approach having been a Science Teacher - she just told Julian, our arbitrator, to knock 2 off our lowest figure!!

Taking into account what we were told we weren't expecting any fireworks down the bank; and didn't get any. We did get a rapid run down the 106f to Hardendale Quarry, but at 64 mph the brakes came in and speed dropped to just under 60 (70.5). Down the long 125f, 60532 was controlled on the brake. We did pass mp43 at 63.8 (76.9) and at mp 47 1/2, 64.3 (65.9), both slowing for Penrith approach. We rolled into Penrith 8 late. The Euston-Glasgow came in 6 mins after us. We hadn't delayed it as it was 13 down at Lancaster and passed Shap Summit 16 minutes after us.

We were ready to leave after taking on water but we didn't expect much on the run down to Citadel. We left 2 early but we were pleasantly surprised at we passed mp53 1/2, 2 and a bit miles out just into the 186r at 62.8 (50); then by mp56, a mile off the 186r on the level, we passed mp56 at 58.5 (69.1). back on falling gradients, 172f, we passed mp58 at 66.9 (69.8); mp59 62.9 (71). Brakes came in on both and down the final 131f we did get back to 61.6 at mp67 3/4, Upperby Bridge. 71000 had gone down the bank in the high 60s and was down to 17 by Upperby Bridge. We arrived at Carlisle Citadel at 1418, 2 early.

The break in Carlisle

We fancied something to eat so wandered down to the Woodrow Wilson. Everyone except me had Scampi. I fancied bangers and mash. Can't resist Old Peculiar and had a couple of pints. We indulged in warm chocolate brownies with chocolate sauce apart from Di who just had ice cream. Good food and a very convivial lunch. We wandered back to the station in light rain. Our train was on the departure board showing a 1714 departure from Platform 4.

The Return journey

LSL's 'Upperby' Class 37 pulled the consist into P4 on time. The whole train had been turned so we were still 7 of 9. Shades of Star Trek Next Generation come to think of it. A rapid detachment was made and we were good to go. Chris Page was our driver; Kian Steed his firemen, same crew as on 71000. Long chime and a careful start in the damp; 12.4 (9.4) at South Jn. 1/2m out on the level we were up to 18.6 (10.1). it wasn't totally dark yet and we saw a few mileposts. We passed mp68, lev, 30.5 (28.9). It's not a steep climb southbound but a long one, almost 32 miles against the grade for our fireman. We passed Upperby Bridge Jn, mp67 3/4, the commencement of 3 1/2m of 131r at 33.4 (36.2); mp65 3/4 at 45.1 (35.3) with a fair bit of noise drifting back; mp64 1/4 at 50.2 (37.9) at the end of the 131r. The gradient eased to 184r for 1 1/2 miles and the last milepost I saw was mp63 on this gradient, 54 (42.5) that was really good going. From there on I had to rely on the GPS' odometer and only recorded whole 'miles from Carlisle'. 7 miles out, mp62 ish, we were climbing strongly at 58.5 (48.6) ; then rattled over Southwaite Crossovers a bit further at 59.4 (49.6). 8 miles out on the 228r speed was 59 (50.7); then near the end of the 228r, mp60 at 60 (50.4).

It was a much noisier and faster climb than 71000's. Next came 1 3/4 miles at 172r to Calthwaite, 11 miles out, roughly mp58, 60 (48.9), just before the start of 2 3/4m of level track. 12 miles out, mp57, lev, we were up to 62.3 (51.4) and with more noise from up front, we surged to 65.9 (60.5) at the start of Plumpton Loop and reached the end at an excellent 66.7 (60.5). 14 miles out at the start of 2 miles of 186r, mp55 ish, the brakes brought us back to 60, and down to 57 (60.5) over the River Petterill Bridge, mp54ish. The gradient dipped down a bit of 539f then and speed rose back to 63.7 (64) at mp53 ish. There was a level 1/2m where Chris opened 60532 up and got us to 66.7 (66) at approx mp52, 17 miles out, around the curve from Penrith North Lakes. Chime sounding we roared through the station at 64.4 (67) on the 616r. This ended at mp50 1/2, 66 (65.9). On an odd quarter at 191f and we hit 66.6 (68) 19 miles out, near enough mp50.

At mp50 back to climbing at 193r for close to a mile. We left it at 63.4 (66.9), 20 miles out. On a mile of level track we crossed Lowther Viaduct at 64 (67). We came off the level 21 miles out, mp47, at 61.8 (67). This is where the real challenge for fireman and driver begins as we hit 7 1/4m of 125r. We passed the end of Eden Valley loop at 60.5 (63.9), then 22 miles out, mp47 at 60.4 (62.2). 60532 was feeling the gradients now and a mile further on speed was down to 57.6 (62.2); and 2 miles on, 56.6 (53.8). the big loco responded to the continuous 125r and only dropped to 52.6 (45.6) at mp43ish.

On 6th November 71000, there was an ESR approaching the summit before site of the derailment that hampered the rest of the climb as sighting was difficult.

27 miles out near mp42, 60532 was climbing at an excellent 50.8 (41.4); and as we passed Harrisons Sidings close to mp41, at 51.7 (39.7). here the gradient eased to 142r until mp40, 29 out, 53.4. There was 3/4 of level track, 55 (46.2), followed from mp 39 1/4 by a steep 106r to the Climbing Summit. We reached it, 31 miles out, at mp38ish, at an excellent 55.7 (45ish); then we passed the Shap Summit Marker on the level plateau, mp37 1/2, at 55.7 (41.7); 71000's due to the ESR 40 in place after the derailment. Not a level playing field.

Times to the Climbing Summit: 60532 36m 49s; 71000 41m 57s.
Times to the Plateau Summit Board: 60532 37m 21s; 71000 42m 39s.

As with 71000, we didn't get a charge down the 75r of Shap, though we did hit 73.2 at mp36 where the brakes came in. We passed Scout Green Path at 68.7 (72.5) and ran in the high 60s down to 146f, 68.6 at mp32. We did hit 70 (75) at Low Gill. Speed fell on the mile+ of 204r to Grayrigg Summit, mp26, (62) 61.

All downgrade to mp13 then. We crossed Docker Garth's Viaduct, 106f, mp24 at 71. This was followed by a 'managed' descent down to Oxenholme Lake District, station passed at 67 (67.5). We crossed Hincaster at 70 and surprisingly hit 74 at mp14, 173f. We passed Milnthorpe at 69.9 and then I had a coffee and didn't time anything to Carnforth where we were checked down to 23. Low speeds all the way to Lancaster then as a Service Train crossed us. We rolled into the back platform Lancaster at 1904, just 1 down. It's an awkward 98r out of the 'loop' we were in and as in November we were brought to a stop 3 mins out. Good restart on the 98r and we got to 19.5 a mile out.

Half a mile into the 735f, speed had risen to 37. We passed mp18, Oubeck, at 55 (60) and probably passed Calgate, mp17 - who knew in the dark - at the end of the section at 62 (68.5). Onto 4 miles on the level then where we passed Bay Horse, mp15, at 66 (71). We came off the section at 67 (75.3). On a long section of 1042f we passed Garstang at 66 (73). We passed Barton Loop at 62.4 (75). Speed held at 66 until braking for Fylde Jn, 31.5 (29). We drifted through the station at 35.2 (30ish). We picked out Farington Curve Jn, 440r, 51 (51); were slowed then and only passed Leyland, 314r, at 21.3 (59.3). over the 110r/432r we got to 48.6 (60) at Euxton Jn. We were now 8 late.

Chris worked down the 936f and had enough momentum pass Balshaw Lane, 114r, at 63.5.We passed Coppull Hall at 56 and after the 104f with brakes on we passed through Wigan North Western at 66 (64). It was difficult to spot anything much now. We heard Golborne Jn, 473f, 68.3 and with overbridge counting amongst other things we sort of knew where we were and did pick out the line coming in to Winwick Jn, 73.4 (72.9). We slowed a bit for Warrington Bank Quay, 400f, 66.1 (77). We climbed the 330r to Acton Bridge, 67.7 (72); raced through Hartford at 69.9 ; crossed Vale Royal Viaduct, 360f, at 71.2. we were 10 miles from Crewe, there's a little sting in the tail with over 5 miles of 479r/2220r/300r/2985r/616r/411r then. We passed Winsford on the 300r at 65.4 (53.2). the last 4 and a bit miles is on level track and we were on time. As often happens we were held at the final signal gantry where we have to pot a red to get a colour. The only train that came out was the Crewe-Manchester 'shuttle' but that came out of Platform 1. Surprisingly instead of crossing to the usual destination platform, P12 we ran into Platform 1, 4 late at 2038.

Alan wanted to catch the Avanti Euston Service, due into Crewe at 2045. He had a tight connection at Euston and the train was showing at 23 mins late. It would still get to Euston before our train so he waited for it. Julian was driving back to Howarth ish. There was a bit of light snow there. We wished both Safe Home and wandered back to the Premier Inn in light rain. No surprise there.

Our day

We had a very enjoyable day out with Alan and Julian and also got to chat to folk we've travelled with for many years. Shame about 60532's lighter load; and the limitations on 60532's high speed running. Grayrigg was going to be quite spectacular until the unlucky issue with the late running TPE. Shap northbound was a good but not special climb; southbound Shap was an excellent one.

Thanks to Saphos and LSL for facilitating the proper steam hauled train. Guess they took a hit again by setting the fares as low as they did. An extra carriage might have helped with the receipts if it had filled. You really can't fault the quality of their carriages; and as I said last time, how good it was to have super cleaned windows, inside and out.

Thanks to LSL's crews who more than did us proud all day. Skilful driving by James, John and Chris; excellent firing by Creagh and Kian. If there were others involved driving or firing please put it on the thread.

Thanks to the support crew who did their thing managing the water stops and any coal deliveries/loading efficiently; our guards, the train manager, stewards and Buffet Staff who looked after us well all day.

Good to see Network Rail still allowing us to have proper steam hauled trains on the mainline in 2026. Can't criticise Control for looping us at Grayrigg to let the late running TPE through. We'd have added a good 15 minutes or more to that if it had continued to follow us. The paths were decent ones and the shunt manoeuvres went as planned both ends.

Postscript to Alan's journey home. Due to a number of factors, including engineering work, the Avanti Service he was on didn't get to Euston until 2316, 48 late. Alan's last train from Waterloo was at 2300 hrs and there are no Time Tunnels on the network. Thanks to Avanti he was chauffeured home from Euston at their expense. Good for them.

As for us, on Friday morning we had a pretty awful journey down the M6 with heavy rain and dense spray most of the way down to Brum. The M5 was better with only a few squalls and it was dry for most of the run across the M50 and A40. Took us 2 1/4 hours rather than the usual 2 hours.

Our next tour is Saphos' Giants of Steam Part 3 with 60007 Sir Nigel Gresley on 11th March. At Carlisle, Nigel, chairman of the Society wasn't sure whether the load would be 9 or 10. It will be what it will be. Looking forward to that as we haven't done 60007 over Shap since 30th September 1995 on the Shap Trials!! That was only Shap Northbound so the Southbound climb will be new to me. Really looking forward to the smallest Class 8 in the series, as he was then.

I'll input the figures into a Spreadsheet and put them up as pdfs in the next few days.

 

Brilliant stuff.

Excellent work by 60532 and the crews. Lovely clean exhaust and a feather at the valves!!

The momentum South of Hincaster and through the gorge counts for so much. Had it been a total level playing field there wouldn't be much between them.

60532 has to be worked slightly harder to achieve it I believe, but thats her nature. The attrition rate on 60532s run is really impressive. From my vantage point at Salterwath 60532 was cruising and looked and sounded better than 71000 doing it but thats just personal preference.

60007 will surprise I think....

 

A great day with you, Diana and Al and a marvellous write up. Well done.

 

The 'Shap Trials' measured section MP31 1/2 to MP37 1/4 was 6 m 11.2 sec.

The drop in speed over the same section was 23.5 mph, that is the 10th smallest decrease in the fastest 100 trains, that said 60532 had the lightest load!

 

Thanks Shireman.

We left Crewe behind a slightly late Birmingham - Liverpool stopper and were getting checks from that.

I can only assume the dabbles on the brakes leaving Crewe and some way out of Carlisle were running brake tests.

Edit. Shap attack Nov 1997 was load 13 behind Blue Peter, Crewe - Carlisle - Preston