Cumbrian Mountain Express - 14/10/17

Overcast windy conditions as LMS 5XP Class 4-6-0 No. 45690 'Leander' works the 'Cumbrian Mountain Express' through Hincaster towards the north



Working through Kirkby Stephen on the return

 

RTT tells its own story about Leander's 34 minute headway at Carnforth being so quickly eroded to just 5 minutes at Tebay,, and the inevitable delays that accumulated to the following Pendolino (14L at its Penrith call, 12L at Carlisle) It must have been a Herculean struggle for Leander with Load 12 in conditions that don't look too good from the footage, and it should have come as no surprise that Leander's Tebay-Penrith pass-to-pass performance consumed no less than 32 minutes if RTT's data accurately reflects what actually happened.

But the real surprise is just how far adrift of NR's published information about Steam Train Lengths and Loads today's CME fell. The basic Guidelines (23.05.16) suggest that a Jubilee, classified as "Locomotive Power Bracket 6" should under normal circumstances load to a maximum of 11/ 396 tons. In the autumn period, (15th September to 31st December) this should be reduced to a maximum of 9/ 324 tons. But looking at the Information about Significant Gradients that form a supplement to the Guidelines, the guideline load limit for a Jubilee over the Carnforth-Carlisle Down line would reduce to, at most, Load 9 throughout the rest of the year, and Load 7 (!) during the autumn period.

Of course, these are quite unambiguously stated to be "Guidelines" and thus to some extent advisory, and reading through the "Guidelines" I would have assumed that their primary value would have been to act as a benchmark for Risk Assessments to address measurable deviations from the suggested values. But as such, comparing Leander's actual Load 12 with suggested Load 7, I wonder what today's "Formal Documented Risk Assessment undertaken by the Train Operating Company" would have looked like ? (or !!)

 

For comparison from RTT , saved since I was on these trips, :
45699 4/3/17 Load 11 Left Carnforth on time, 1 late at Tebay and 5 early Carlisle.
45690 9/9/17 Loasd 12 Left Carnforth 5 early , 2 late at Tebay and 5 late Carlisle.

 

Great picture Shep - but on what planet is 23 mph racing? Snail world?????

 

Askam lol

 

Not sure exactly how delay minutes are calculated but in addition, approx. 53 delay mins to the 1745 Clitheroe--Man Vic and 43 mins to the 1810 Clitheroe--Man Vic. And that looks like it happened with a clear run for 45690 through Whalley because this time, unlike two previous occasions, the 1745 was held at Horrocksford.

 

Good to see all the armchair experts/keyboard warriors out in force with trial by RTT.
Obviously such sources do not show the reason for the enforced stop at Clitheroe,the time spent there or the effect on the following climb.

 

Not my video but a struggle !

 

CME 14 October 2017 – 45690 Leander hauling 11+POB

I decided to take the service train from Blackburn to Preston and join the train there; this would ensure an earlier return home should the trip be delayed for any (autumnal) reason. Mrs W was not joining me as it was only a couple of days since we returned from holiday. [Outbound – 1952 miles in 239 mins, av. speed 535 mph, max speed 654 mph on level over Germany (125 mph tail wind much of the way) – almost on a par with Clan Line?!]. It was sunny but the sky to the north was black and threatening.

Les Ross arrived and departed RT and was 1E into Carnforth D&UGL. Les Ross was detached and Leander attached and we were ready, however, yet again the TP Manchester Airport to Edinburgh was running late and we departed 9L. For very recently “passed” driver, John Rogers, this was his first solo trip (I was told). I was in the third coach. Yealand Bank (1/134r) was topped at 27.5 mph, we reached a max of 56 around Beela Viaduct and by Milnthorpe this had fallen to 54 & 11L. Speed fell further to 36 as, with two long blasts on the whistle, we passed through Oxenholme. By Lambrigg we were down to 28 & 15½L, the land was saturated and as we climbed the cloudbase lowered and it began to rain, we topped Grayrigg at 22 & 17½L. (I was later told by a member of the support crew that there was a 20mph TSR on the upper part of the climb).

Speed is essential for a good run up Shap; we reached 62 at MP31.5, this had fallen to 52 across Birkbeck Viaduct and 43.5 under the Greenholme Road bridge. Leander was roaring but this was a (too?) heavy load and the rail conditions were tricky. By Scout Green speed had fallen to 25 and fell further to 17.5 at Shap Wells, then rallied to 18.5 at MP37.25. The summit board was passed, in continuing fine drizzle, at 21.2 mph (24L). As is often the case the weather brightened, the drizzle stopped and we enjoyed a brisk run down the bank at around our limit (75). By Clifton & Lowther we had reduced the deficit to 22L, but running so late it was inevitable that we would be looped at Penrith and this proved to be the case. We slowed for Penrith S Jn (23L) and stopped at Penrith (25L) for a Pendolino to pass. We left Penrith 30L and despite some fast running we remained 30L as we stopped in pl 3 at Carlisle.

It was drizzling as I walked along to a very crowded Woodrow Wilson for lunch (chicken & chips), then up to WH Smith’s for a Killer Sudoku book for Mrs W. It was now dry as I returned to the station.

Mick Kelly got us under way RT. We crossed under the M6 (2 miles out) at 23. I was now 11 coaches back and despite the open window Leander could be heard only occasionally. Progress was measured, a couple of slips could be felt rather than heard (there were several slips throughout the day, all quickly corrected) and the loco was allowed to find its own speed rather than be pressed. We passed Howe & Co SB at 35 & 2L, Low House SB 38 & 3½L, the deficit increased slightly but we were up to 43 through Armathwaite. We passed Lazonby at 42 & 4L, Langwathby 41 & 5L, Culgaith SB 47 & 5L, Kirkby Thore SB 45 and under 4L, Long Marton 50 & 3½L before stopping in Appleby a little over 4L.

We had a scheduled water stop of 13 minutes but this was reduced to under 9 as we left RT. There was the usual “charge” to get some speed before the 1/100r starts. We reached a max of 47.5 across Ormside Viaduct and were RT as we passed the former station at Ormside at 45 – the 1/100r had now begun! We entered Helm Tunnel at 31 but emerged at 23 and were down to 22 across Griseburn Viaduct. The gradient now eases to 1/166r then 1/200r and we passed Crosby Garrett at 32 & 4L. Speed increased to 35 at Smardale Viaduct but now it began to drizzle. The gradient reverts to 1/100r and we were 6½L through Kirkby Stephen at 23. There was no alternative but to let the loco find its own pace, we were 10L as we passed Mallerstang at 30 (1/330r) and peaked at 32.5 just beyond. Now for the final three miles, speed fell away gradually; 24 at Ais Gill Viaduct, 23 under the road bridge and 22.5 beyond before rallying to 25 at the summit (12½L). Then as gravity began to aid us we were quickly away down the hill. Despite some very vigorous running on the lower part of the bank we continued to run 14L.

After Appleby the Train Manager (Les) announced that he had walked through the train and counted 13 people leaning out of, or with heads out of windows that this was dangerous and could impact on the future of steam hauled trips. He said that he intended to walk through again and any repeat offenders would be ejected from the (stopped) train at Long Preston. This had no effect on the “gentleman” opposite, nor did barracking from several adjacent passengers. Les got rather overtaken by events as beyond Settle Junction requests were made for a doctor or a nurse as a lady in the buffet car needed medical attention.

We stopped for water at Hellifield (15L) but were away again 11½L and made a quick run towards Clitheroe. We passed Horrocksford Jn at 33 and only 4½L (there was a service train waiting to cross over – but he would have to wait). We stopped in Clitheroe station (3L on our passing time) to await an ambulance. The ambulance crew attended to the lady and took her from the train, we departed now 27L.

We made our way towards Whalley and as soon as the “green” was sighted we accelerated hard, albeit 27½L. We passed through the station at a shade under 50 and Leander was roaring. A little under 1.5 miles into the 1/81r climb speed dropped below 30 as we approached Mytton Fold Golf club then we were down to 22 through Langho (28L) as we battled the gradient and rail conditions (although it was now dry and sunny there were plenty of trees and fallen leaves). We plodded up the bank and were still doing 17 as we entered Wilpshire Tunnel but much, much slower as we exited but then we stopped just before MP13.75. (I guess that at this point the loco would have been in the platform of the old Wilpshire station, in a cutting surrounded by high trees on both sides and perpetually damp – not the place for a restart on 1/86r). After a few attempts we restarted, passed through Ramsgreave and Wilpshire at 11 & 41L and topped the summit at 17, straight through Daisyfield Jn and stopped in Blackburn 39L. Just time to get to the platform end and see Leander depart in fading light with the glow of the fire colouring the underside of the exhaust – splendid! Fortunately the York to Blackpool North train was running late and eased into Blackburn a couple of minutes later ensuring those passengers returning to Preston a minimal wait. I picked up the car and was home for 7pm. Mrs W’s football team had lost to a 90th minute goal but her Sodoku book was some small consolation.

It may be the same old formula but every trip is different. I had debated whether to book on this, being autumn with the possibility of a diesel on the back but I needed a “steam fix”. Those in the sunny south perhaps don’t appreciate the amount of rain we’ve had in the northwest, particularly on Thursday (and Friday) when WCML services were affected. Low lying land is flooded, rivers are full, high level streams and becks are cascades of rich golden peaty water. Mrs W and I live 700 feet above sea level and leaves have been falling for a month. On the day, it drizzled on the climbs to Grayrigg, Shap and Ais Gill. Reducing the load to say 9 coaches does not seem to be an economic option, with the benefit of hindsight perhaps diesel assistance might have been prudent. However, if a diesel had been added then WCRC would have been slated on here by the “usual gang of thugs”.

Thanks once again to all those who planned and operated the trip and especially to the footplate crews who showed all the professional skills we’ve come to expect. Best wishes to the lady who needed medical attention.

Oswald’s “TW*T OF THE DAY” is equally divided amongst 3 people from the same table.

First the tall white haired gentleman from the table opposite and behind who insisted on standing with his arm, shoulder, head and camera out of the toplight despite Les’s warning and barracking from fellow travellers. One lady from the next table even tried an indirect approach and asked if he would close the window as there was a draught – she was not even acknowledged by anyone at the table. He was at the side where he was in danger from trackside vegetation and infrastructure. He was aged late sixties/early seventies and old enough to know better. He sat down immediately after taking a photo crossing Batty Moss Viaduct – why he needed to stand for the preceding 30 miles . . .

Second, possibly his son, aged in his thirties who spent the whole journey, goggles on and with his head out of the vestibule window. When a lady (in her seventies) sitting at “my” table asked if she might have a look through the window he became abusive. The lady was somewhat feisty and gave as good as she got – but good manners?!

Third, the wife(?) of the white haired man, who whilst we were travelling up Wilpshire Bank put down her copy of the Daily Telegraph and walked to the table of the lady who had the temerity to complain about her husband and asked if she would close her window. This was said with a superior smirk. This “snooty lady” had the sort of supercilious, bloated face that some say might benefit from a good slap.

Footnote: a fellow traveller was told by Les (Train Manager) that NR had deemed the 8F “out of gauge” for Copy Pit. If true that should make the choice of loco(s) for the Tin Bath interesting or perhaps a change of route.

 

Or...far less risky to put a diesel on the back to give her a shove when required.

 

The problem with that is that Leander + 12 coaches + diesel means the diesel is giving a shove most of the time except running downhill.

 

Must confess to being utterly baffled by the criteria or rationale used to decide whether or not to have an assisting loco. Yesterday and 15th July seem to me both perfectly reasonable occasions to add the insurance due to the chosen load/loco combination.

 

OK fair dos, I take it back, 30-40 mins of the delays to the Clitheroe--Man Vic trains down to waiting for the ambulance at Clitheroe.

Having viewed the video Steve Thompson put up at #30 all credit to the skill of the crew.

As Oswald says, rail conditions have been quite poor up here in the usual places for a couple of weeks, on and off depending on wind and rain. The ECS of the Harrogate to London HST took 20 mins to get up the bank to Bramhope Tunnel one morning and the Arcow Quarry early morning was stuck at Stainforth for four hours. Those are just a couple of examples which happened to affect my journeys. It's not just steam, but a Jubilee plus 12 in autumn conditions seems like a lot.

 

A fair point.

 

Whilst I myself consider the restrictions on leaning out to be sometimes unnecessarily stringent (e.g. being demanded even when a train is stationary and there is no adjacent track) I am disappointed that the "gentleman" referred to above was not ejected from the train.

 

Whilst I fully understand Big Al's comment
"Faced with the motive power available, it would have been far more sensible to cut back the train length rather than the RTC trying to boost passenger numbers with last minute discount codes" and in some way agree in part we are back to the same old difficulty if you try to shorten a train & who do you kick off.
In this case (unlike the Bognor Belle where the RTC said an extra coach had been added) the CME email read "We currently have limited spaces available in standard class " which implies there were empty seats in some of the standard coaches, but I suspect not the 64 that would be needed to drop off a standard class open. If you are going to bounce people "on the day" how do you decide who and where from? Little point in trying to tell them in advance as loads of people do not bother read mail or emails (I know from trying to explain changes that were advised long before the tour date as a steward on previous CME'S)
You are stuck with four coaches before you start, support, kitchen car, buffet and half brake that you can not detach and from watching the webcams yesterdays train must have sold very well in dining and first.
I guess you are then down to it becoming a train operator decision based on the "guidelines". Guidelines are great because it allows all sides to point fingers at every one else, I know because we used to have them where I worked.
Maybe a diesel would have been an option then there would have been pages & pages on here of why was there a box on the back I guess, when other than last minute failures I can only remember the FS test run CME with a diesel at the rear.
How many would want to pay say an extra £30 to have the train shortened?
Who would be a tour operator, seems everyone hates you for something or another.

 

"Hate" is rather strong. It seems to me folk only want transparency so they can make an informed choice. If the default is no diesel and the exception criteria clear there is absolutely no problem. Leaf fall season may be an example of exceptional circumstances when a diesel is more probable.
We were told earlier in the year by an official source 13 over Shap had to have class 8 at the front. One less coach in autumn and a 5X is ok?
I will reiterate, sometimes an assisting loco is a perfectly reasonable operational contingency.

 

Agreed, a wrong choice of word (must have a word with the keyboard!!). Perhaps the condition of the railhead with all the drizzle could account for the speed, the wheel slip passing the box was well controlled which I hope didn't effect timings too much.