Discussion in 'What's Going On' started by iancawthorne, Nov 16, 2018.
35018 going well in Mallerstang
David Price Cop Lane on Flickr
A longer lens version to compliment @ribble 's shot at the same location...
British India Line at Shoregill, Mallerstang
Anyone know what’s out to play tomorrow?
35018 @ Duncowfold on the return, 20.08.19.
Anyone know if 35018 is going to York with the train this evening?
The move back to Carnforth is now showing as cancelled on RTT.
Thats what we heard this morning
Galatea returning to Carnforth tomorrow possibly. No path yet
35018 at Helwith bridge and a sunny Birkett .
Passing Angrholm this evening.........
35018 seen at Helwith Bridge and Greengate.
Just watched BIL arrive in York on Railcam
Did 35018 stay on the Dalesman all the way to York or did it run as 5Z46?
Arrived in York with the support coach after the Dalesman.
The Dalesman ecs didn't return to 10A last night as planned?
Something is en route from Carnforth to York right now.
35018 with the southbound Dalesman on 20/8/2019 at Low Frith
David Price - Cop Lane on Flickr
35018 looks quite at home in the rolling hills of the Northern S&C with the southbound "Dalesman"
The Dalesman (Eastern Route) 20 August 2019 – 35018 British India Line hauling 10+POB
Mrs W was quick to volunteer for the Aberdonian when a “two-nighter” in Edinburgh was on offer, and, despite the early start, Cardiff also proved to be a sufficient attraction for her to tag along, but given the chance of an each way over the S&C to visit Carlisle – Not a chance! Oswald was travelling alone. As I made my way over to Skipton I wondered what loco from the “vast” panoply that 10A currently has available would haul us today; BIL, Lizzie, SG, Leander or even 48151 risen from her sick bed for one last run? (Galatea is presently holidaying in York). I would find out at Hellifield.
An uneventful drive to Skipton and a short walk from the town centre car park to the station saw me arrive on platform 4 some 15-20 minutes before the scheduled departure. The train hauled by 47.815 arrived at 11.17 (4L) and we departed for our wait in the loop to allow the Leeds-Carlisle service to overtake us. Once it had cleared the section we left for Hellifield. We stopped in the platform line and the diesels were quickly detached (sorry no chance to get details of the rear diesel). The DGL is still out of bounds for passenger trains (something to do with the overlaps being too short – to be remedied next month, but I understand that the previously faulty point has been fixed). Waiting in the DGL loop was BIL. I have been trying for the past 2 years to get a ride behind BIL, I’ve had BIL with diesels (fire risk/Santa) and a promise on a CME where BIL failed just before joining the train at Carnforth, but this was it . . . probably, we hope, fingers crossed!
BIL and the support coach were attached to the front; the load was 11, child’s play for a class 8; I was seated at the front of the 3rd coach. Chris Cubitt was driving with the redoubtable, Frank Chippendale on the shovel. A consequence of allowing the Leeds-Carlisle to pass at Skipton means that it was long gone and we could take advantage of this with an early start (8½E). Taking advantage of an early start allowed Chris to do what he likes best; run at a leisurely pace and admire the scenery. No rapid acceleration, through Long Preston at 34.4 and past Settle Jn SB at a disappointing 53.8 (7½E) with a max of 54.4 a quarter of a mile beyond. Speed fell away to 39.4 through Settle and was down to 27.5 as we entered Stainforth Tunnel, 24.8 across Sherif Brow Viaduct and a minimum of 24.5 just beyond. We were 5¼E at Helwith Bridge (26.6) and on the level that follows speed reached 34.1 but fell back to 30.1 through Horton in R (3¾E). There was a brief rally to 31.5 on the short section of 1/200r north of Horton, but then we settled to a steady 25/6 as we climbed past Selside. It was a gentle workout and the sound from the exhaust was reminiscent of Wilson, Keppel and Betty’s sand dance. Through Ribblehead (28.2 & ¾E), across the viaduct and past Blea Moor SB (23.5 & 1¼E); there was no rally as we completed the climb with 24 as we entered Blea Moor Tunnel. For the record, Settle Jn SB to Blea Moor SB took 27m 43s and Settle Jn SB to Blea Moor Tunnel S 29m 48s (On the 9th July 48151, with 2 coaches more, was almost 2 minutes quicker, SB to SB took 25m 48s). I had high expectations, my dreams lay shattered before me, I felt desolate – only joshing; it is, after all, only a train ride.
The onward journey was uneventful; there is a TSR (20mph) around MP251¾ (south of Dent Head Viaduct) where the recent flooding affected the cutting. So we ran slowly past there and onwards to Dent (now 2½L), up to 54.3 through Garsdale and 58.4 across Dandry Mire. Again speed was allowed to fall back and we passed Ais Gill Summit Board at 47.5 and 3L. Speed continued generally in the low 50s except for a brief 60 around Helm Tunnel. We stopped in Appleby 2¼L. The loco did not take water but Oswald took a blackcurrant ice cream; £2’s worth of sweet delight to lift the spirits. We left Appleby 4½L and by Long Marton this had increased to 5¾L, there was a train in the siding at Kirkby Thore (5¼L) and some quick running down the hill reduced this to 4L at Culgaith (63) and 3¼L at Langwathby (57.2). Despite running at around 60 we were 4L at Lazonby, a deficit that we were unable to reduce and we passed Howe & Co SB still 4L (62.3). We ran unchecked into Carlisle where we stopped in platform 3 (1½L).
I walked the short distance to the front to admire the locomotive and waited until it hauled its train off to the north before returning to leave the ECS in A road. It was now around 14.50, so off to see Woodrow for some food (at this time of day the name of the meal is best left unspecified). My Wetherspoon’s favourite, Teriyaki Noodles with Chicken had been removed from the menu, erased, expunged and I have a theory why. Wetherspoon’s owner, Tim Martin is an ardent champion of all things Brexit, and will no doubt be in favour of a trade deal with the USA, a TTD (Trump Trade Deal) will only be granted to those countries who share Donald’s dislike of all things Oriental – hence, no noodles. This is NOT Fake News!!! So fish and chips it was, followed by a stroll around the centre. The weather, that had been grey and sometimes drizzly earlier in the day, was now sunny but with a cool northerly breeze.
I wandered back to the station, the stock was still in A road and BIL was nowhere to be seen. Many of the services seemed to be running late, eventually the necessary “gap” appeared and BIL backed onto the stock. Steve Chipperfield was now driving with Martyn Soames firing. I watched as Martyn built up the fire in preparation for the task ahead, from time to time Steve helped with a strategically placed boot as a back stop for Martyn to scoop up the any stray lumps of coal from the footplate. Entertainment over, BIL headed off to the south in preparation for reversal into platform 3 where a northbound Tesco train sat waiting for a green signal.
With all the delays the ECS arrived late in platform 3 and I took my seat in the back of the 10th coach. We left 8¼L and Steve carefully eased the train over the pointwork. Once clear of Petteril Bridge Jn BIL was opened up. 2 miles out we passed under the M6 at 30.5 (much better), we were already climbing the first 3 miles of 1/132r, we passed Cumwhinton at 34.8 with this speed held to the summit. The following ¾ mile of level track allowed speed to increase to 43.7 and we passed Howe & Co SB at the same speed but still 8¼L. We now had the second 3 miles of 1/132r and the speed held at 43 “point something” all the way to the summit (just before Low House Xng). We passed the Xng SB at 52.6 and still 8¼L, down the 1/132f and the low point across Drybeck Viaduct at 59.3, next up the 1/132r to Armathwaite (53.8 & 8L), a short downhill (1/220f) and across Armathwaite Viaduct at 58.1. There follows a couple of miles of mainly 1/220r; into Armathwaite Tunnel at 54.8 and, nearing the top, out of Baron Wood No 1 Tunnel at 49.5, the gradient then tightens slightly and speed fell to 47.2 at the summit. Up to 62 in the dip before Lazonby, then climbing gently and through the station at 59.4 & 7L, now gently downhill and 63 before Long Meg Viaduct before powering effortlessly up the 1/132r past Little Salkeld (60) to the summit at Langwathby (54.7 & 6¼L). The good work continued; Culgaith SB (57.9 & 4L), Kirkby Thore SB (58.3 & 4L) and Long Marton (63 & 2¼L). We stopped in Appleby 2¼L; Carlisle to Appleby had taken a creditable 41m 54s.
I refrained from having another ice cream, well done Oswald, I hear you cry! So now for the main event of the day, the climb to Ais Gill. At the back of the 10th coach even with the window open, with such a quietly spoken loco I wasn’t expecting to hear much/anything. We departed 1L and reached a fairly modest maximum of 55.6 at the south end of Ormside Viaduct (this is just before the first 3½ miles of 1/100r begins); halfway along and into Helm Tunnel at 48.1 and out at 45.6 with 42.7 across Griseburn Viaduct (min on climb 41.5). After Griseburn comes 3 miles of easier gradients (1/166/200r and some level); speed built to 47 as we passed Crosby Garrett (RT) and we reached our max of 53.2 as we crossed Smardale Viaduct – 5 miles of almost unbroken 1/100r had already begun. Even this far back BIL could be heard as we approached Kirkby Stephen, 42.1 through the station, 42.8 past the SB (RT) and, thanks to the ¼ mile of 1/264r, this increased to 44.8. Back onto the 1/100r and the slog towards Birkett Tunnel, the sun was shining, the boys and girls with their cameras would be able to hear us approaching. Into the tunnel at 38.3 and out at 37.5 and a min of 36 at the top of the 1/100r.
Next the gradient eases approaching Mallerstang (41 & ¼E), BIL continued to accelerate and we reached 45 just south of Sycamore Tree Farm and now “only” 3 gruelling miles to the summit. 40.9 as we passed Angerholme, would we stay above 40? No, we were down to 39.3 under the road bridge and speed fell to a min of 38.3 around MP260. As I passed the summit board (RT), with most of the train now going downhill, we were up to 41. The time to Ais Gill Summit Board from starting at Appleby was 26m 00s. At Appleby coach 10 was quite a long way out of the platform, so from passing MP277¼ (at 9.8 mph), the time taken to the Summit Board was 24m 44s – That will do nicely! The TSR at Dent Head cost us a couple of minutes and at Blea Moor SB we were 3¾L, some quick running down the hill reduced this to 1¾L at Settle Jn SB, but with the Morecambe-Leeds train in front we were slowed before finally stopping in Hellifield UGL (6¾L).
There was (apparently) only one diesel waiting to take the train on from Hellifield, Bob (Train Manager) announced that NR would not agree for the diesel to run round at Leeds (and reverse) and that the train had to run directly to York – it had been agreed that Northern would accept WCRC tickets for passengers returning to Wakefield and Normanton. No reason was given why there was only one diesel. Looking at RTT later it appears that NR relented as the train returned via Wakefield. I had an easy drive home and arrived at 20.23 (7E). Mrs W and Oswald Jnr were watching football on the TV (Hull vs Blackburn Rovers) – Mrs W’s team won!
My first real trip behind BIL; previous runs had always included a diesel; this time it was BILly No Mates. It was a trip of two very distinct halves, the first was disappointing (for me, but perhaps not for those who like to travel slowly through some wonderful scenery), the second showed a glimpse of what BIL is capable of – I just need to be there when BIL is unleashed! My thanks to all who planned and operated the trip, professionally done and enjoyable – I’ll be back for more (next week) but it appears not with BIL who has gone to York. So it was just a “Brief Encounter”, Rachmaninoff begins playing in the background, the house lights fade . . . .
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