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The Cumbrian Mountain Express 22/04/17.

Discussion in 'What's Going On' started by sgthompson, Apr 2, 2017.

  1. 1020 Shireman

    1020 Shireman Part of the furniture Friend

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    Not on the experience of previous CMSs and CCEs with 'Les'. Clocked 100-102 many times.
     
  2. MellishR

    MellishR Resident of Nat Pres Friend

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    Or perhaps better a formal complaint by RTC.
     
  3. 1020 Shireman

    1020 Shireman Part of the furniture Friend

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    Looking on RTT, can't find much recent use of Upperby Down Goods and the 'through sidings' to rejoin main between London Road and Petterill Bridge Jns.
     
  4. Enterprise

    Enterprise Part of the furniture

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    Last time I enjoyed the 86 was the CCE on the 25th March. Despite late running southbound we didn't exceed 91 from Carnforth to Crewe where we alighted. I confirm that on previous trips 100 had been noted. Perhaps something has changed?
     
  5. henrywinskill

    henrywinskill Well-Known Member

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  6. david1984

    david1984 Resident of Nat Pres

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    Could just be as simple as 100MPH warp speed isn't required Southbound for a decent path at that time.
     
  7. gricerdon

    gricerdon Guest

    The STN stated 90 mph so maybe something has changed. I too have timed Les at 100 mph in the past Shireman. Maybe the change is due the recent problems. Age related?
     
  8. 26D_M

    26D_M Part of the furniture

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    46115 certainly looked good yesterday. There seems to be a consensus it is in its final months of operation so we should appreciate it while we can. Presumably it will be in the Carnforth summer pool but it might be like the old days of not knowing specifically when a final fling will be.
     
  9. JohnRobinson

    JohnRobinson Member

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    Valid points ! It was not me in control of the drone, I was 2 miles further down the line doing stills at a foot crossing and the video passed onto me to share.
    The drone was much higher than you would think and no chance of hitting the train. BUT with this modern technology, this is the way things could go and maybe more rules are needed which there are not at present. - you only need a licence for one if you are a professional using it has part of your business or they weigh more than 22kg - this probably weighs less than 1.5 kg. You must not fly them in a built up area and within 50 mts of a crowd or near airports . This was flown from an open field next to the Viaduct with no one around. They are very easy to fly and have a range of up to a mile / 22 minutes flying on a charged battery.... and thats about it. Thanks for your comments.

    John
     
  10. jonathonag

    jonathonag Well-Known Member

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    For an engine reaching the end of her mainline ticket, No. 46115 sounded in superb fettle yesterday and indeed showed she has some power still in her with a nice climb made from Grayrigg and over Shap, followed by a lovely sunny sprint down the Settle and Carlisle.

    I'll leave with just my favourite photograph from the day, one which I had set me heart on for a while:

    [​IMG]Royal Scot No. 46115 'Scots Guardsman' - Ais Gill by Jonathon Gourlay, on Flickr
     
  11. FlyingScotsman4472

    FlyingScotsman4472 Member

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    Thanks Henry. Good to see you and Ken today and the laughs as per usual what a day it was!
     
  12. Enterprise

    Enterprise Part of the furniture

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    As I wrote running late. And there was nothing in front.
     
  13. 33056

    33056 Member

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    Having had time to think about this I do wonder whether the reason for terminating short is as follows (this is just my personal "take" on the situation)

    From what I can tell from RTT, the stock was booked to stay in Euston until Sunday morning then taken to Acton Lane (schedule) where it was booked to remain. If the train had gone into Euston, the diesel loco that should have worked the ECS back out would have been trapped on the stops and I am guessing that another loco could not be found to do this move. Do bear in mind that even if a driver could be found to get another loco from Southall, engineering works might have prevented it from getting to Euston. With no means of taking the stock out of Euston the only option was for it to terminate short and go straight onto Acton Lane via the Willesden Relief lines.

    There is a schedule for a 5M43 to Carnforth from Acton Lane tomorrow (see here) so it looks like the stock is not going back to Southall for some reason.

    PS. The reason for the train being cancelled after Watford "due to a problem with the traction equipment" is actually down to 86259 failing that morning which was the root cause of most, if not all, of the subsequent delays.
     
  14. Oswald T Wistle

    Oswald T Wistle Well-Known Member Friend

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    The Cumbrian Mountain Express 22 April 2017 – 46115 Scots Guardsman hauling 11+POB

    Unlike many joining the train further south I was fortunate in being able to watch events unfold from the comfort of my armchair via OTT and NP. A brief synopsis; “Les Ross” failed at Willesden, 87002 brought the train forward to Wembley Yard and 47476 which had been on the rear was attached to the front and headed north (albeit 98L) – the trip was on! The 47 was bound to lose time even with a good path. Speculation was; steam as planned but using the “Upperby curve” thus avoiding Carlisle or, 47 to Carlisle and steam over the S&C (with or without a diesel on the back). It was a clear, sunny day I had no reason not to travel (Mrs W had again opted out).

    I set off for Preston, stopped to buy some sandwiches (always have your own provisions on a late running trip) and arrived in good time to join the train (107L). I was in coach K, directly behind the diesel; two compartments were for passengers but quite crowded; the other two for staff. With the agreement of the steward I took a seat in the “staff” compartment, two from the front. The “then” plan was steam on at Carnforth, a quick water at Upperby curve and we should be about on time for our path over the S&C.

    We stopped in Carnforth U&DGL (109L). The 47 was detached and set off south down the WCML and 46115 and support coach were attached. I guessed that we might leave around 13.22 (2 hours behind our planned time), but at 13.04 we got a green and Ron Smith and fireman Chris Holmes got us underway. With the toplight fully open and only the support coach between me and the “very noisy one” we set about Yealand bank, topped at 36. On towards Milnthorpe 63, down to 49 approaching Oxenholme but up to 50 and whistling through the station, still 39 at Lambrigg but after MP24¼ the loco was eased and we made our way into Grayrigg loop. A 3 minute wait, then away again. SG took hold of the load and as speed built the exhaust note increased, not the roar of a Jubilee but a continuous, snarling and growling, incessant. We peaked at 70 before Tebay, under the M6 at 65, 56 under Greenholme road bridge and still 44 at Scout Green, gravity then took hold as speed fell away steadily, MP37¼ 23, with 27 at the summit board. (I made it 14m 38s from the start at Grayrigg to MP37¼).

    We cleared the summit and there were 2 slips, quickly caught, as we accelerated hard down the bank, by Harrisons Sdgs we were up to 77. There followed a fast run towards Carlisle with brake applications keeping us legal. Expectation was still that we would water on “the curve” (Through Siding) but as we approached Upperby Bridge Jn (14.22hrs) we remained on the main line. To add insult to injury we were held for 11 mins waiting for the 37 hauled Cumbrian coast train to vacate platform 1. Had we been allowed to use the curve, we would have had 30 mins for watering before picking up our booked path. Word was that the curve was deemed for “non-passenger use” only; I must have been a “non-passenger” when we used it a couple of years ago. I have no doubt that the person making this decision was procedurally correct, but sometimes, when the risk is negligible, what about a “bit of blind eye”. I hope that he/she had a sleepless night thinking about passengers trying to get home.

    We had no real idea when we would be allowed south but were asked to return to the train for 15.30. We were ready for the off by 16.00, but had to wait to follow the 16.18 southbound to Leeds. Our departure was further delayed by some boisterous “football fans?” on the platform and we eventually left at 16.24 (92L) with Steve Chipperfield driving and Martyn Soames firing.

    We made a gentle start, at the M6 crossing (2 miles) we were up to 27 on the 1/132r. After a level section we were up to 44 past Howe & Co (1/132r). Some 7½ miles into our journey we slowed to 7 mph as we passed over the repaired stretch at Eden’s Brow (impressive), but then stopped, drew forward and stopped again at Low House Crossing SB. The train in front was “running at caution” following a report of tresspassers. We waited almost 10 minutes leaving 104L, by Armathwaite we were back up to 44 and, although now 12 coaches back, SG could be heard working hard. On the 1/220r speed rose to 52 as we entered the first Baron’s Wood Tunnel, we peaked at 64 in the dip before Lazonby and through the station at 62. We forged on, Little Salkeld (1/132r) 59 and Langwathby 55 and into Culgaith Tunnel (level) at 54. Another 2 miles (1/132r easing to 1/220r) and we were through New Biggin at 51 and past Kirkby Thore SB at 53 (the embankment repairs finished and the TSR gone). On easier gradients we peaked at 57 just beyond Long Marton before slowing for Appleby, our first water stop of this leg. We stopped 102L. Despite some good running our unscheduled stop had lost us more time.

    Thanks to a quick water stop, at 17.32 (97L) we were away and up the short stretch of 1/440r before a mile of 1/176f to Ormside Viaduct (55) where the real climb begins. Into Helm Tunnel (46), up to 47 at Crosby Garrett, Kirkby Stephen (38) and up to 40 as the gradient eases at Mallerstang. SG pounded up the last 3 miles to the summit and passed the summit board at 38 in 27m 16s from Appleby with a minimum of 35. Two minutes inside booked time with a 12 coach train – not bad for a “Fragile Scot”! We picked up speed, slowed through Dent, through the tunnel, across the viaduct and quickly down the other side. We stopped in Hellifield loop at 18.35 still 94L.

    A quick water and ready for the off but we had to wait for a west bound service train before we could cross to the Blackburn line, we left 93L. On a generally falling gradient Steve Chipperfield soon had us up to line speed and thanks to a generous allowance and some fast running the deficit was down to 73 as we approached Clitheroe. Thankfully the road was clear and we were soon at Whalley and over the arches at 46 and blasting up the 1/82, Langho 32 and digging in with a min of 27 through Ramsgreave and Wilpshire. Now down towards Daisyfield Jn where we would arrive about the same time as the York-Blackpool N – but who would get there first? We did, I suspect that the service train was held to allow us first use of platform 4 (arrived 72L). SG was soon away, drain cock blowing; this seemed to develop whilst descending Shap. There were 30/40 travellers who joined the service train back to Preston. As we passed Lostock Hall Jn the rear of the train could be seen down the line to Farington Jn. We were in Preston before 20.00 and I was home 45 minutes later (delayed by temporary traffic lights).

    An enjoyable day out, good weather, a great loco and a special route now back in commission. I would like to praise the Herculean efforts of WCRC, RTC and NR (save one individual) who made this trip possible. The TM and stewards were unstinting in their efforts to help passengers with their ongoing journey issues complicated by our late running.

    Whilst at Carlisle, I read (on NP) about the trackside fire, which seemed odd given the generally wet landscape. On the return journey I looked at the trackside vegetation. At lower levels (Eden and Ribble valleys), there was new green growth, but higher up, the new season’s growth had not started and there was a layer of dead, DRY grass standing above the ground. This seemed similar to the conditions, a few years ago, that caused 48151 to be stopped at York after returning from Scarborough – I know because I was there!

    (After failing in Shrewsbury to buy Shrewsbury biscuits, I tried Carlisle with no success but did find some “buttery sultana melts” – Mrs W was pleased and signed my pass for my next trip.)
     
  15. 1020 Shireman

    1020 Shireman Part of the furniture Friend

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    Just like us Don!!!!
     
    gricerdon likes this.
  16. MellishR

    MellishR Resident of Nat Pres Friend

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    Is there such a thing as "non-passenger" or "freight only" these days? If so, how is that UKRT often run railtours onto branches that normally carry no passenger trains (and even the Andover Fist railtour earlier this month onto the Fawley branch, which I believe currently carries no trains at all apart from that one)?
     
  17. david1984

    david1984 Resident of Nat Pres

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    I think to run passenger trains on freight lines needs prior approval, As there may be things like dodgy track or points requring clamping to be taken into account, Though I highly doubt either would be on Upperby Curve given it's location.
     
  18. MellishR

    MellishR Resident of Nat Pres Friend

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    Which I suppose is as it ever was. Lines that don't normally carry passenger trains may need special procedures. Whatever the details, it makes little sense that a passenger train is allowed that way on one occasion and then not on another occasion.
     
  19. iancawthorne

    iancawthorne Well-Known Member

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    I'd say it's certainly dry enough up in north Cumbria for lineside fires to be a possibility. There has been rain, but not much over the last 4 weeks, and generally speaking the ground is rock hard. There was a lineside fire (minor) at the KWVR last week while I was there. It's rained today, but will have gone bone dry again by the time the day is done.

    Excellent write up as usual btw :)
     
  20. GWR4707

    GWR4707 Nat Pres stalwart

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    OK don't show off, it's been generally damp in South Cumbria for about 3 weeks!
     

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