70000 - Cumbrian Fells Express - 30/05/2015

Nothing to do with shame if your profile picture is the case as let the faster man/train to overtake !

 

Maybe someone who works on the pathing side of, Network Rail. I personally don't care, was a great sight. But I'm sure other operators wouldn't of been two pleased with what was running ahead of their services. At least one of the tours should of been pathed at, Tebay.

 

"At least one of the tours should of been pathed at, Tebay".

No, I disagree even though this ruined the climb for the Brit, on which I was travelling. There were minimal delays to other trains, partly due to the late running TPE which Galatea had to wait for, and partly because Galatea under-performed against the schedule. If Galatea was in real trouble its crew would no doubt have asked signalman to be looped at Oxenholme, Grayrigg or Tebay. Grayrigg best given the easy re-start.

Have seen Real Time Trains reports, but does anyone who was on board have the passing times for Galatea from start at Carnforth loop to Carnforth station, Milnthorpe Viaduct (MP 13), Oxenholme, Grayrigg, Tebay and Shap summit? May be useful for future reference!

 

I have to agree. The "villain of the piece" was the late running TPE. Had Galatea left Carnforth Loop on time (and she was ready and raring to go) maybe those few minutes would have made all the difference in clearing Shap, albeit at the struggle, and not impeding Britannia. That said, would we have had such great footage of two steamers climbing Shap? Maybe worth the delays?

 

I thought there was a 60mph restriction for steam through Warrington because of past excessive escopades by a certain King class locomotive and a Princess Royal - eeeek!

 

Just thought I’d like to add s bit more detail about the power the Brit showed on this train. For the timers there are a couple of short banks that indicate just how well the engine is performing. North of Wigan is one. We were slowed through Wigan and were doing 40 at the start of the 2 miles of 1:104. The Brit accelerated the train to 46 by the summit. The benefits of the Crewe start and a seriously hot fire was shown at Carnforth where the often troublesome 2 1/4 mile 1:134 bank was dismissed, being met at 69 and topped at 59. The serious banks we all know about but in context, passing Milnthorpe, the start of the 13 miles slog to Grayrigg, at 70 is almost impossible from a ‘cold start’ at Carnforth, and thundering along to top the 1:111 at 56 approaching Oxenholme, where the grade eases to 1:176 bode well for a spectacular climb to Grayrigg Summit. As we know, this was not to be and the first signal check hit us just north of the station. Speed dropped to 21 against double ambers on the 2 1/4 miles of 1:131, and was only 23 at Lambrigg Crossing, the foot of the 2 miles of 1:106 to Grayrigg Summit. A green let the Brit off the leash and up the final mile speed rose to a more than creditable 35. Greens around the Lune Gorge were optimistic but the inevitable check came approaching Tebay South at 65 still accelerating where a colleagues checked RTT that showed us 4 minutes behind the CCE. The last mile of the 1:75 was quite remarkable. As the signals at last turned green speed was down to 10.8 on the GPS, the speed at MP 36¼, exactly a mile from the end of the 1:75. The next four quarter speeds were: 12: 18: 22: and 24.4 at 37¼; and then 26.8 at the summit board. All credit to driver Mark Dale and his Fireman Tony Jones. The smoke from the Jub was clearly visible, as were the 4 Class 60s following us! (all from a seated position).

The consensus of the start away from Appleby was Driver Jim Smith getting the fire right after the 1 ½ hour layover. The bottom of the 3 miles of 1:100 was met at 45, dropping to 31 by Helm tunnel. The time of 8 mins 21 was slow and speed dropped to 29 at the end of this first steeper section. The Brit picked up to 42 on the mile and a half of 1:166 and to 50 attacking the start of the almost unbroken 8 ½ miles of 1:100 to Ais Gill summit. Speed was held in the low 40s, and they took full advantage of the 1:330 through Birkett to reach 50. Speed hovered around 47/8 as the Brit thundered around Mallerstang, dropping slightly to 45 at the summit of the 1:100, rising to 47 past the summit board. Probably the best climb of the day was the final one. Signal checks kept speed down to 11 approaching Whalley and only 20 through the station. The Brit hammered over the arches and up the 3 miles of 1:82 in superb style, toppng it at 33, then accelerating up the 1:88 to 35 into Wilpshire Tunnel, a speed held on the last three quarters of a mile on the steeper 1:86 grade. In thirty odd years I can’t remember any engine topping Wilpshire Summit at 35, though no doubt some of you do. The run down the WCML was superb with mile after mile at 75, maxing at 78. We can only speculate what speeds we could have topped Grayrigg and Shap. It could have been a truly great railtour. Perhaps Nigel will look to use other engines and change to steam on CMEs at Crewe. We were in the same slot effectively and surely passengers wouldn’t mind a bit earlier start for 300 miles of steam.

 

The water tower and column are working. The crew topped her up as the train sat at the platform, the passengers had all disembarked, a message warning those in the rear three coaches to walk forward as they were not at the platform. The loco pulled forward from the platform in order to clear the points and allow the reversal into the sidings, not to allow passengers to get off.

 

Or Preston to Preston? Not a great distance from Carnforth. Gives the loco time to warm up between Carnforth and Preston. Platform 7 is rarely used and could be a viable option.

 

There are probably good reasons why not, but with the connected Ribble Steam Railway site next door to Preston it may have something to offer in the servicing/stabling realm. Most likely been explored, the tunnel from Strand Road being one obvious potential impediments but those tanker trains are pretty heavy duty affairs.
It will be interesting to see if Statesman review its steam provider and opt for something with an East Cheshire base in 2016 too, especially in respect of the Fellsman. Obviously passengers from Lancaster might not be so thrilled but maybe other pick ups could occur. Diesel / Electric traction from Crewe perhaps with steam on at Preston? An operational 47 has been acquired by LSL from DRS and is being repainted into BR green at the moment .....

 

Gauging was sited as a reason that Tornado's visit to the Ribble was cancelled...
Regardless - im not seeing much wrong with the Jubes Efforts and an excellent show of momentum management from the Brit crew, and some memorable images. Havent been quite so excited since the Brit vs black 5 parallel run outside York....

 

Thanks for the detail. Yes 70000 is on top form at present as my column in Heritage Railway, out on Thursday confirms. No less than 1900 EDBH climbing to Whiteball on the return Dartmouth Xpress on 15th May. I believe this is a record for Brit and close to the maximum ever achieved with any Class 7.

Don

 

Look forward to reading that Don. We were fortunate enough to be on it and the return run was superb.

 

I seem to recall that one of the curves on the access is very tight, hence why Tornado didn't fit.

 

Sounds good, and has seriously whetted my appetite for the 14th June Torbay Express. Fingers crossed for a repeat,

 

Was trying to be pragmatic. 7 is not used at all. But then again neither are the old Platforms 1 & 2 since Parcel Traffic stopped. Well they were pressed into use for the Open at Lytham last time it was there. The thing is Preston has capacity. Plenty of spare sidings for stock and watering. Turning options at Farrington are common.

Not looking to compete with Crewe but there are a number of tours that start and finish in Preston already. For a trip north, the run from Carnforth to Preston and back should heat up the loco ready for an assault on Shap etc.

In addition, the start affords the passengers a close up of the loco. Possibly the only chance in the post ban world.