West Highlander Steam Express (3/9 - Day 1)

Last year one of the 8 coaches was an admin coach and storage area for Kitchen Car,If this was the case this year, i suspect this was the coach left at Crianlarich. The Kitchen car was one half of the LMS club car. There were effectively 5.5 coaches carrying passengers last year.I suspect they were hoping the support coach could be left behind.

 

The West Highlander 2010 - (How not to run a Railtour)

The correspondence so far has been interesting – but several points have been completely missed.

Firstly, Martin, There is nothing courageous about running a train under the provisions of Open Access.

All that is needed is a good business plan, and contractual and operational competence at all stages of the operation. The mould is well established. It is, however, in danger of being fractured by incompetent management in various places. I should have got a flavour when the tour brochure showed a picture at Plockton on the Kyle line, nowhere near where we were going!

This weekend simply showed up deficiencies in many quarters, and these omissions need to be addressed. The timeline was as follows :-

Firstly RTC will have placed a proposal with their TOC and this goes forward to NR for approval and, eventually, timing.

The choice and selection of stock is almost predictable as RTC have a great liking for MCW Pullmans and the “Club Car”

So on Friday the consist ex Preston was 5690, plus

Hauled

Support 33Tons, BSK (suitcases etc) 33Tons, Club Car 33Tons, Two MCW Pullmans 79Tons, FO 33Tons, BFK 33Tons, MII TSO – barrier vehicle 33Tons, Passengers etc 35Tons, Total 312 tons


This consist did not appear on the Network as if by magic – various people – in various organisations gave it the OK or never noticed.

Was the consist right for the job – well – if a MKII BSK exists then it could be the barrier vehicle, and the MKI BSK could have gone, as it was carrying not one single passenger. Rather than hauling 33 tons, baggage and food around on the train a road van could have doubled up, taking baggage direct to hotels, and providing local fresh food for the diners rather than “bought in” middle of the road fodder loaded at the point of origin on Thursday night – Mallaig Langoustines, Grouse, or Pheasant etc – more typical of the landscape being traversed could be a real selling point.

Suggest

Support - 33 Tons BSK replaced by road van - Club Car 33 tonsTwo x FOs 66Tons, FO 33Tons BFK 33Tons, MKII BSK 33Tons - Passengers etc 35 Tons -Total 266


On Saturday morning we had the usual early morning RTC route march at 06.00 followed by an hour and a half at Crianlarich – why for God’s sake?. If 07.30 will do it – why go an hour earlier. (Breakfast at the Crianlarich hotel was very good though)

Network Rail are merely a supplier and if what they propose is unacceptable, then learn to refuse it and bellyache until they cave in. They are a business partner – not God, and 08.00 to 19.30 looks a damn sight more acceptable to a buyer than 06.38 to 18.53.

Saturday came and went without incident, and in our case terminated with a fine evening at the Grog in Fort Bill - wonderful

Then came Sunday and the “Too Much in a Day” as many christened it! Nonsense!

The itinerary was perfectly feasible if approached properly.

But - Firstly – why 07.04 off Fort Bill?? 10.00 would have been perfectly adequate arriving at Oban at 14.00 and leaving around 17.00 with an arrival around 21.30 in Glasgow

Then there was the load – I heard one prat bellyaching about Peter’s competence – He got his ears chewed off. I have never seen a loco stop without slipping at full boiler pressure against a standing load – but that is what happened at Oban.

On the Oban road – the support vehicles did not go – but the net figure would still have been 280 tons – grossly over the permitted weight for a class five in 1962 – intelligence that is still available to NR train planners if they can be bothered to look it up. By the way - that’s “Five” – not “V” RTC .

Even if the load had been six – with those Pullmans we would still have been thirty tons over, plus friction.

The choices on the day were – try again – split the train – get help. The latter won and the Marquess came down, ungauged, and saved the day, leaving Oban at 20.42, six and a half hours late, top n tail to keep double loco weights off structures. We fair flew to Crianlarich.

There we reorganised, and 5407 went north and 61994 set off south – as far as MP 15 above Arrochar village. There, in a slight greasy drizzle, and with the rhodedendrons trying to push the train off the line, we came to a stand at around 01.40 and the line had to be hand sanded to make progress.

At this point another planning omission became apparent – 47716 doesn’t have RETB so couldn’t come past Garelochead. We either got there, or camped out for the night, and with coal running low we HAD to get there – and Peter – using all his skill did it.

I have heard WCRC talk about lines not fit for traffic and the current Friends of the West Highland Line newsletter refers to the line as a “Green Tunnel” As, possibly, the most scenic line in Scotland the line is in drastic need of flailing.

NR – it is a disgrace! and anything of full loading gauge has to push vegetation out of the way for much of the route, which is an operational nonsense. You have a statutory obligation to maintain the route fit for traffic – DO IT!

So – now making fine progress with the 47 roaring along in the rear, along comes my favourite RTC train manager and, with a smirk, announces that arrival will be around 03.20 (eight and a half hours late – world record on BR) but that taxis in Glasgow are scarce and we may have to make our own way! Do you ever get that feeling? When we get to Queen St there are taxis everywhere – Word had got around!

Monday a.m, and hundreds of zombies are seen staggering around Glasgow hotels or towards Central station – No – its not a “Wee Shug” convention, Its RTC passengers sleep walking towards day four of the trial of strength. Will they stay awake until Carlisle, or even Paisley? Why will it take almost six hours to reach Carlisle – read on if you still have the will to live, and see how Network Rail specialise in works of complete fiction coupled with mental cruelty.

At 09.53 Leander strikes out for the south west and flies past Paisley and Irvine, and with a mere nod to Falkland yard proves what a superb route the old Thames Clyde took. We make Gretna Junction over two hours early. Why did NR post that nonsense with the hour plus standing at Thornhill that was not required – and who accepted it?

But – so near – and so far – we come to a stand just one and a half miles outside Carlisle and water up – waiting there for over two hours until we are finally allowed into the Citadel – Why, oh Why, oh Why does this sort of thing happen??

We could have run in, dropped the passengers for time out in the City, the train be run out to clear the station, serviced and then be brought in again – to time if that was actually necessary. But no “ We might have to wait time – amuse yourselves” is the trite instruction! GRRRRR! Customer care would have been nice!

So – after our two hours enforced wait – off we go – and no doubt many are still on their way home – when if freed from their confinement they could have been underway hours before.

Its much easier thinking of reporting numbers, and not human beings making their way home!

Me – after penning this epistle – I’m off for some ZZZZs - lets see what “the people” think!

 

Jesus Christ what an ordeal, all it needed was a murder on board and you've got an episode of "Poirot"!

 

Excellent account of the trials and tribulations Frank, which describes precisely why myself and Mrs S are never likely to chance our luck on one of these extended tours. It's such a shame that the planning isn't more rigorous, as in principle the idea is a winner, but Mrs S gets fractious after about 15mins sat stationary, never mind hours on end, and as for not being in bed by 11pm - you just don't want to be there

 

I'm looking forward to the full version at next weeks Tuesday Buffet meet up complete with photos Frank...

 

I think the best thing to be said about the events on Sunday is that we did not appear to hold up any service trains. If I'm wrong about this I apologise. A great response at Queen Street for John Cameron and Peter Walker and crew, which was remarkable considering the time of day. John Cameron must be running on more than adrenalin!

 

Sorry, no where near that long as they let us in to Carlisle for 40 minutes or so.

 

No we didn't hold up any service trains - the juggling around the service trains to avoid delay attributions was out of the top drawer.

So too was the work put in by the catering stewards - especially the guy in the Buffet. It would have been nice if he had been rostered some meal breaks - or even some meals. We really took pity on him.

As for the round of applause at Queen St - never was one more deserved. The sanding in Glen Douglas at 01.45 could not have been fun! I hope they enjoyed their beds when they got to them!

 

07,30 from Glasgow would require getting to Crianlarich in two hours in order to cross the 09.36 from Crianlarich to Glasgow (which crosses the 08.21 ex-Glasgow at Ardlui, so crossing further south is not an option).

 

deleted

 

07.30 is merely a figure plucked out of the air. Detail would require agreement with operating needs, and later would be more marketable anyway. Crossing is possible at Garelochead, Glen Douglas and Arrochar - Your problem is ..........

Plus a single crossing with the mid day Fort Bill to Glasgow, plus avoiding the fairly sparse service on the extension.

The principle holds

 

So, when will bookings open for the first TBF organised railtour?

 

Don't think you're right there. TCE went through Barrhead, Lugton, Dunlop, Stewarton, Kilmaurs Kilmarnock etc. and not via Paisley and Irvine.

 

But the TCE certainly went from Kilmarnock via the Nith Valley, as did we! - the fact we saw Arran, Ayr, Troon and Paddy's Milestone was to our advantage as those are certainly not views available from Kilmarnock. We also passed the site of 67C where I have pictures of Crabs taken in 1965 and 1966. Nice to see the depot still so recognisable, and to see that there is stil a triangle at Ayr

As to "you aren't an operator - so wind your neck in" whichever way you look at it - the businesses involved in this activity are mature operations with a track record, but that does not make them above review or improvement. Snide remarks about my - or anyone else - operating tours cut no ice, when it is often tour reviews, or discussions about desirable routes, that have led to actual operations.

I will cheerfully lay claim to sowing the seeds of putting steam back through Penistone - although I used the description "Summer Wine Wanderer" Ian Riley took it into the charter world from where it emerged as the less than glamorously named "Tin Bath"

Ideas can and do work with the application of operational capacity and funding.

I would still like to see 61994 or 62005 alongside another LNER steam machine with which I am involved - Did Sunday give an indication of a possible interchange - definitely! Oban to Fort Bill is three hours by paddler - so a rail out steamer back or vice versa is clearly on operationally. Now it needs the marketing boys to consider if it would fly.

 

Just back from a superb few days away. The farce on Sunday if anything added to the weekend imo, however lessons must be learnt if we are to enjoy steam to Oban again. RTC deserve alot of credit of how they handled the situation with regular updates and free drinks etc. Many thanks to all involved.

TbirdFrank, the times shown in the brochure said we were booked for 6 down to Oban, so when we ran with 7 surely West Coast is to blame and not the Network Rail Planners?

 

What a superb idea - sign me up !

 

Here is my review of the tour,nothing political,Frank has covered that Nice to meet you and your wife by the way!


So it was that we arrived at Preston station shortly after 08:30 on 3rd September 2010 to find a Jubilee waiting to head a rake of 8 maroon coaches northwards over the West Coast Mainline to Glasgow. Bang on time at 09:11 5690 'Leander' powered out of Preston in fine style with amazing acceleration as it headed north. The run to Glasgow was largely uneventful with 5690 putting in a good performance.

Day 2 began cool and misty with little wind in the air and as we arrived into Glasgow Queen Street station a K4 preparing for a battle with the West Highlands stood looking into the gaping hole of the tunnel leading away from the station. At booked time 61994 set out from Glasgow up the 1 in 45 incline to Cowlairs,at this point the Class 47 on the rear was working heavily with the K4 conserved for much harder work further north. On arrival at Ashfield in the Glasgow Suburbs 47760 was removed from the train,from here it returned to Cadder Yard,where it would spend the weekend. On departure driver Peter Walker took it easy and 61994 gradually got into her stride and this continued until the feather for Craigendoran Jct and the West Highland Line were visible on the horizon. At this point all hell was let loose as driver Walker gave 61994 everything on the 1 in 58 two mile climb to Helensburgh Upper. This was overcome with considerable ease as the K4 approached the summit it was almost already braking,preparing to receive its first token of the day. The Helensburgh-Garelochead token was granted and 61994 once again set out on the climb away from Helensburgh towards Garelochead. On arrival the token to Arrochar and Tarbet was received. 61994 powered away running around 30 minutes early and attacked the 1 in 61 climb to Glen Douglas,the Gresley machine soon got into its stride and quickly got to grips with the notorious incline and it headed away,the sound of a hard working K4 echoed throughout the Loch Long valley as 61994 approached Glen Douglas summit with steam to spare,on approach the regulator was closed,no more work needed to be done and the crew could take it easy for a little while.

The next challenge was the tough 7.5 mile climb towards Crianlarich at gradients around 1 in 60 for the most part. 61994 powered away on the short level section and attacked the incline vigorously with Peter Walker giving her everything,the loco soon got to grips and kept a constant speed for much of the climb without a slip,the sun was now burning off any mist and it looked like a beautiful day was dawning as the sound of a K4 sung out through the mountains. Crianlarich was reached and there was time here to take photos and walk around the small highland village. Once the service train had departed the K4 set out once again,this time charging onwards into the final 6 miles to County March Summit. 61994 easily completed the section to Tyndrum Upper where the next token was received. On departure the K4 was given its head as it raced over the summit of the line with ease and then coasted onwards around the Horseshoe Curve before reaching Bridge of Orchy. After this stop the 8 mile climb to Gortan was begun with the K4 once again overcoming with ease before also dispatching of the climb from Rannoch to Corrour. So that was it,61994 coasted down through the Monessie Gorge and onward to Fort William where it would remain until the following morning.

Once at Fort William Black 5 45231 took over for the run to Mallaig and back,the run to Mallaig and the climb of Beasdale bank were relatively straight forward and the train arrived in Britain's most westerly terminus,Mallaig. The train departed on time shortly after 5pm and 45231 soon found itself at the foot of the 2.5 mile climb towards Glenfinnan from the level of Loch Eilt to that of the hills high above. The climb was started in spirited fashion with 45231 given everything from the start. The tunnels were passed in fine style but speed soon began to drop on the 1 in 47 gradient. The Black 5 needed every ounce of steam to make it over the notorious summit and it gave all it had to give. Speed dropped to 8mph as the loco finally breasted the summit,the hard work was over and a series of whistles as it passed over Glenfinnan viaduct showed this.

Day 3 began cloudy with rain in the air,mercifully it held off as 61994 got to grips with the 28 mile climb to Corrour summit. The run was as you would expect with the K4 working very hard to cope with the steep gradients. Thankfully the weather gradually got better and by the time the train reached Crianlarich the sun had emerged from the cloudy skies. Here 45407 would couple to the train and take it onwards to Oban,in the process becoming the first Black 5 to do so for 48 years. On departure from Crianlarich the loco began making history,in fine style as it raced away towards Tyndrum Lower. Here the token to Dalmally was gained and driver Peter Walker carefully set out on the 1 mile 1 in 47 climb to Tyndrum summit,the loco failed to gain enough speed and by the time it reached the sharp curve leading to the summit the wheels were slipping relentlessly,the decision was made to reverse straight away to the station and take a small run at the bank. This time it was easy as 45407 powered over the summit at a remarkable speed.

The hard work was over and the train descended past the semaphore signal section and onwards towards Oban,on passing Connel Ferry the loco was travelling at speed and the train was easily over the final climb and slowly descended into the port. I have never visited Oban myself and having heard much about the difficult climb from the town i was amazed to see just how challenging it is,a relentless gradient and sharp continuous reverse curves made it look almost impossible. Finally we arrived at the station after the 3 mile drop from Glencruitten.


At its booked time the train powered away from Oban and 45407 stormed onto the 1 in 50,making history as it did. The sound of a hard working Stanier loco rang loud throughout the town as 45407 did battle with the sharp curves. As it reached the 1/2 way mark speed was dropping and it looked a little more difficult. as the train approached milepost 70 speed was down to less than 3mph as 45407 was really struggling with the heavy load of 7 coaches,speed continued to drop right down to 0.5mph. The rear coach finally cleared the sharp check railed curve and speed gradually increased back to 3mph,until the loco slipped,however this was well caught by driver Peter Walker and the train continued,pounding away for another few yards,however one more slipped followed directly by another saw the train come to a stand. There was no way the train could be restarted and driver Walker made the decision to return to Oban.

Once at Oban there was much discussion,we were first informed to return at 16:30,giving us extra time to explore the delightful port. As 16:30 approached we returned to the station to be told that no decision had yet been made,however the crew were in talks with Network Rail about the possibility of 61994 being given special dispensation to make its way to Oban. No answer was available straight away and we were given the option to sit in the Caledonian Hotel (thanks RTC/hotel staff) and await further news. Here we sat until 17:15 before returning to the train,which had now moved back into the platform to find that 61994 was on its way to bank the train onwards to Crianlarich. RTC gave the option for passengers to travel free on the 18:10 unit to Glasgow,an offer which was gratefully received.

Few people boarded the unit which departed on time,however the more dedicated enthusiasts stayed behind to witness the historic occasion. At 19:15 the sound of a Gresley whistle wailed out across the town and the sound of clanking confirmed 61994's imminent historic arrival. As 61994 entered the station it received coal from 45407 to ensure that it could continue onward to Glasgow. 61994 then made history by proceeding to the buffers and becoming the first ever Gresley engine to make its way into Oban station.

So it was that at 19:40,8 hours late the ensemble departed,quickly getting to grips with the 1 in 50. The train would not be defeated this time as 61994 pushed from the rear,assisting 45407 with the heavy load. The sound of two hard working loco's and the glow from the fires is something i will never forget and as we stormed over the summit speed was well into the 20's. The train then continued onwards and the K4 at the rear was preparing for 12 mile climb from Dalmally. The 1 in 50 climb into the station proved difficult for 45407 which had to give it absolutely everything with 61994 not pushing at the rear. Upon departure both locos worked hard and attacked the incline with some speed. The K4 then took it easy as the Black 5 powered the train towards the summit,the climb was fairly easy to the surprise of many on board and the train soon passed the summit and dropped towards Crianlarich.

Upon arriving at Crianlarich there were many decisions to be made,one being the question of whether the K4 had enough coal to continue to Glasgow. It was decided that it could make it as far as Craigendoran Jct where the Class 47 would be waiting. After arrival at 22:40 the Black 5 soon left the front of the train,it was to take its support coach to Fort William,it was scheduled to be working "The Jacobite" the following morning. After shunting and taking water 61994 cautiously departed from Crianlarich at 23:40,driven again by Peter Walker. By this time the weather had rapidly deteriorated with the rain falling heavily and the wind picking up it was apparent it was going to be no easy task as 'The Great Marquess' slipped on the 1 in 66 leading away from Crianlarich,driver Walker took it steady,catching one slip after another as the loco battled its way south. The rain continued to fall as the train dropped to Ardlui,the train passed through and quickly defeated the mile at 1 in 66 before preparing for the biggest challenge for many years on the West Highland. The climb to Glen Douglas summit.

61994 slowly rolled into Arrochar and Tarbet station in driving wind and rain and waited for the token to be received. There was no turning back now,the loco was low on coal but there was no assistance and with 47760 not fitted with RETB there was no option but to tackle the incline. Shortly after midnight Peter Walker courageously departed Arrochar and Tarbet,speed was rapidlly gained on the short downhill stretch away from the station,the 3 cylinder roar echoed throughout the valley signaling that a K4 was ready to do battle with the 4 and a 1/4 mile climb,mostly at 1 in 57. The crescendo of sound gradually dropped as the gradient took hold but 61994 would not give in,the volume increased as it dug in. Lights in houses around Loch Long were flicked on as residents urged Gresleys finest to complete its difficult mission. The music continued to get slower as 61994 took on the sharp curves,a slip and speed gradually dropped but with Gresley's spirit bearing down the loco would not give in. The loco slipped again and speed was down to walking pace,sparks came from the wheels as 61994 struggled on a very wet leafy rail. So it was that high on a ledge less than half way up the 1 in 57 the inevitable happened,61994 and its heavy 8 coach train were brought to a stand. There was no turning back,nothing could be done,the Black 5 was nearly 50 miles away and the 47 could not assist. The K4 would have to do it alone. Driver Walker soon restarted the train and 61994 managed to complete the curve with much slipping as it tried to make its way onwards towards the summit. At milepost 17 and 3/4 the train again came to a stand,wheels spinning little could be done,however once again the train was restarted and continued for another quarter of a mile. It was not finished yet however,on the next sharp bend the loco stalled once again and in pouring rain with fly's and midges surrounding the train the crew bravely began sanding the rails ahead. At around 1am 61994 started once again,beat after beat the speed slowly increased,the fire could be seen lighting up the smoke trail as the train passed milepost 17. 2 miles and 35 chains to go,speed stayed constant as Gresley's finest powered onwards and upwards towards the summit,the cry from the windows came "milepost 17!","milepost 16 and 3/4","come on,not far now!". Milepost 16 was passed and we headed into the rocky,wet unforgiving cutting,the K4 was beginning to lose its feet but driver Walker expertly caught the slips as they happened and speed was kept above 5mph. Then a blue glint shone down the train as we approached Glen Douglas passing loop,just half a mile to go. Everyone in the rear coach fell silent,begging the loco to continue,and finally to a cheer and applause the loco cleared the summit,one of preservations hardest battles was over and the LNER was victorious. It was an easy roll onwards to Glasgow,the Class 47 was picked up and finally the train pulled into Queen Street station to a whistle from the loco at 03:15,almost 9 hours late,one of the most eventful railtour days in history was over. The crew were rightly congratulated on arrival at Glasgow before the train headed out to Cadder Yard for the K4 to have a very well earned rest.

Day 4 dawned with a room overlooking Glasgow station. I looked from my window to find a Jubilee standing proud awaiting departure from Central station for an historic run recreating the "Thames Clyde Express" between Mauchline and Carlisle. We departed with driver Gordon Hodgson on the controls,5690 roared through the Glasgow suburbs and soon Newton on Ayr was reached. Here the token was gained to allow the loco to continue onwards to Mauchline. Once at Mauchline 5690 soon got up to speed and dispatched with the climb to Polquhap with ease. Carlisle was reached in no time and with Shap tossed aside the crew could take it easy,the trip in reality was over as no sooner had we passed Oxenholme than Carnforth was reached and 5690 was replaced by 47760 which hauled the final leg of the tour into Liverpool.

Thanks to all crews,WCRC,Network Rail and RTC for organising and running the tour in the face of disaster. One of the most memorable railtours ever,that is for certain.

It would be fantastic for steam to visit Oban again,a crying shame if it was the last steam train to depart,but it is obvious what the solution is......top and tail black five's??


Cheers,
Mark (Sorry for the long post...)