The Salopian Express 27/3/19

Well, the 8F is on the front but it's certainly not in charge. Kind of expected it after time was dropped at Preston and only with 50 mph traction up top, Though I expected by Acton Bridge that the train would be up to permitted speed and steam could take over but that wasn't that case, with the 37 pushing nearly the whole train with the 8F in light steam. Was hoping for better up bank to Whitchurch, slight improvement but the 37 clearly on instructions to power well, hoping for better up Battlefield but can't look past anything more than same. Feel sorry for anyone at the rear !

 

here she goes pushed by a 37:-

 

Why not? It's not exactly unusual for a diesel to give shovage to a steam excursion and I can't see NR getting into a lather about it, unless you are suggesting something unsafe is going on ?

 

Load 12 too, so unassisted you're talking load 15+ ! Must of sold well. It's a shame these can't run solo as they're nice routes with some decent gradients and lush countryside, defo one for dining and the part time enthusiast.

 

It reminded me of some certain scenes from last summer's steam ban or when a loco is low on water. The run up to Whitchurch was pretty bog standard rear assistance but there was clearly one loco in charge through Acton Bridge and it shouldn't of been on the rear.

 

48151 passing Winwick Junction.


https://www.flickr.com/photos/167082436@N06/32537381737/in/datetaken-public/

Phil

 

48151 approaching Nantwich on the outbound run...

 

Having just gone over the bank from Wrenbury, 48151 is seen on the outskirts of Whitchurch. The wind direction did me over well and truly !

 

Southbound just south of Wrenbury and northbound near Hadnall.
Didn't appear pushed to me on either occasion.

 

''A right good thrashing''

 

Tell that to the TOC's that operate high speed passenger trains with driving trailers

 

27/03/2019 - LMS Stanier 8F - 48151 racing up the fast line at German Lane, south of Balshaw Lane station with a running of the "Salopian Express" from Barrow to Shrewsbury, running about 10 late and a push from the back... busy line so couldnt take its time or be looped.

 

A fine sight nonetheless until the 37 passed !

 

Further thoughts about the use of some help from the diesel on this trip: a Stanier 8F is much about the same size as a 5MT, so presumably can deliver similar DBHP. Not many railtours are run with a single Class 5 and no help, and the restricted maximum speed of the freight loco makes it even more important to get up to speed quickly.

 

Late with the homework again, supermarket this morning, Lizzie this afternoon.

The Salopian Express 27 March 2019 – 48151 hauling POB+11+37.518

After my recent failure to make The Cumbrian Mountaineer I was in need of a “steam fix”. This is definitely not a trip to rival the S&C or Shap but, with good weather forecast, it is a pleasant enough “steamy day out” – I booked.

The train started diesel hauled from Barrow in Furness with steam on at Preston and a civilised departure from Preston at 10.20. The car parks at Preston station were full save for perhaps 30 spaces on the uppermost level of the multi-storey, at £12/day a nice income stream. It was around 9.40 when I entered the station and 48151 and support were in platform 7 and the hoses were being rolled out for a top up. Mick Kelly was driving with Frank Chippendale firing (The Naming of the Crew – one nil to Oswald!). I remarked that it was appropriate that there were two Rose Grove men on an 8F. “A Rose Grove to Wyre Dock” was the reply, “reliving our youth”.

The train was in platform 3 (not 6 as planned and so complicating the 8F’s manoeuvre to join the train). 37.518 remained attached to the rear; I only caught the briefest glimpse of the driver, it may have been Ron Smith. Filled to overflowing the 8F ran south and returned to be coupled to the front of the train. My seat was at the back of coach H (4 coach lengths from the loco). Nick, the most attentive of stewards, told me that the seat next to me was free but 2 others were due to join the table at Wigan – they didn’t so I had a table to myself.

Our booked departure came and went (often the case at Preston particularly southbound). We left 10L and, as planned, along the FL (with an 8F!). The path was timed for 60mph and was always going to be demanding for a 50mph loco and with the late start, especially so – it was essential that the 37 assisted with the acceleration away from stops if we were not going to cause significant delays. So with that in mind . . . Farington Curve Jn 37, Farington Jn 45 (11L), Leyland 51 (11L), Euxton Jn 53 (except for the first ¾ mile, all of it uphill), the noise from the front indicated that the 8F was doing a good proportion of the work. We reached the foot of the climb up to Coppull at 53 and (with the help of the 37) reached the summit with a minimum of 48. A quick run to Wigan saw us stop (for passengers), despite our best efforts, 12½L. Away 12L we soon reached 51 at Springs Branch Jn (only 1.15 miles out, downhill but only just, 1/706f), 51 at Haydock Branch Jn and 53 at Golborne Jn. We ran to our limit but were still 12½L when we stopped in Warrington BQ (passengers), our 4 minute allowance was cut and we left 10L. Up to 33 as we crossed the Mersey, this increased to 40 across the Mcr Ship Canal and 50 at Acton Grange Jn. There was some spirited running as we passed through Acton Bridge at 51, Hartford at 53 but we were 11L at Winsford. We slowed approaching Crewe and were held for 3 mins waiting to cross over into pl 12 where we stopped 18L.

After our top up at Preston it was decided that we did not need to water at Crewe. Time for a wander down the platform; the weather which up until now had been pleasant but overcast showed signs of improving. Returning to the train I spied 397004, wrapped in vinyl, sitting in the adjacent road. We were ready for the off but had to wait for the late running 1V40 Man Picc- Carmarthen (a persistent late runner). We left 3L and picked our way slowly past Gresty Lane, speed built as we headed down the hill to Nantwich (48 & 3¼L). Just beyond the station the line climbs initially at 1/97r, but generally at gradients between 1/100 and 1/200 for the next 8 miles. The 8F was barking as we climbed the first section with speed dropping to 23.5 at the mini summit about ¾ mile before Wrenbury. Next comes half a mile of 1/384f and speed recovered to 37 at Wrenbury (7L) and improved to 40 on the 1/230r that follows. The climb ends with 2.5 miles of 1/110r and speed held well with a minimum of 31 at the summit (noisy all the way). Whitchurch (53&9L), Prees (8L), Wem (52&9L), Yorton (52&6L), Harlecott Crossing (53&1½L) soon we were slowing and stopped in pl 4 at Shrewsbury (2L). A thoroughly enjoyable run. The 8F and support were detached and headed off to service and turn and the 37 dragged the ECS back north to Coton Hill to await the return journey.

So off for lunch at the local Wetherspoons, Montgomery’s Tower. Mrs W continues to advocate that the pizza at our local Wetherspoons is good; three times I have tried it at the Woodrow Wilson and three times I have found it to be soggy. So try again, in Shrewsbury, and it was very acceptable – so it’s a problem at the WW. A stroll around the town, a couple of purchases, a cup of tea and back to the station which is undergoing extensive refurbishment of the roof. After only a few minutes the train was drawn into pl 7 by the 37, now on the south end of the train, and the 8F was already attached to the north end. There was plenty of time for a look up at the front before returning to my seat in what was now the 10th coach.

A very reliable source informed me that on the way down, because of the late start (not attributable to us), on the WCML the 37 assisted away from stops until the 8F’s running speed had been reached and did not apply power other than “taking its own weight on climbs”. Between Crewe and Shrewsbury apart from a push after clearing Crewe, as we were following a late running service train, the traction was provided entirely by the 8F. The GPS data and what I could hear appeared to support this.

On what was now a lovely spring afternoon we were away RT and were faced with Battlefield Bank, 3½ miles around 1/120r with a short level, before mid way, at Harlescott. The 8F was chattering and looked impressive as we curved out of the station. On the first section we reached 27, this improved to 35 on the level and fell back to 30 at the summit, then another short climb (1/167r) through Yorton (47 but 3½L). This increased to 4L through Wem and to 4¾L at Prees (53), and on gently rising gradients around the same speed at Whitchurch. Downhill through Wrenbury (4L), about the same as we sped through Nantwich at 53 before long we were braking and eased into pl 12 at Crewe just under 3L.

I decided to have a walk to the front and had a chat with Martyn in the cab. He said that the 8F footplate could become a bit lively at speed and it requires a knack to consistently place the coal where intended – I suspect my efforts would land everywhere except through the firehole door; he put a couple of rounds on – it looks easy! The loco was taking water, reportedly slow delivery, from the platform hydrant, so plenty of time to return to the comfort of my seat and have a snack, after all I’d been where the men do the work (not sure that I earned it – Victor?), hot X bun with cheese – a favourite.

Now for the final leg of our trip, we left on the FL (1½L). Neck and neck with a very late running freight on the DSL, he was just pulling away before being checked before Winsford. Despite our best efforts we were 2L at Winsford and 2L at Hartford (52), Acton Bridge (53 & 2L). Some energetic running saw us stop in pl 4 at Warrington BQ (RT), whilst we were stopped the delayed freight shot through pl 3. Next, on towards Wigan but with a pathing stop at Spring Branch Jn, we dawdled along but still had to stop, the Euston to Glasgow passed slightly late but we were held longer to allow a Liverpool – Wigan NW to cross in front. We re-started 3½L and a mile later stopped at Wigan NW (4½L), then departed 4¾L. The sun was setting, orange streaks in the western sky.. Now comes Boars Head Bank, 2 miles at 1/104 starting not far beyond the platform end. The 8F made a terrific racket as she lifted the train and held 26/7 to the summit, speed increased to 38 at Standish, where the gradient has eased to 1/366r, we reached 40 at Coppull summit.

We were 7L at Balshaw Lane Jn, slightly less by Euxton Balshaw Lane (52 and on SL) but we began braking, 26 through Leyland and then were held for 4½ mins at Farington Jn. Starting 11½L we crossed to the FL (the path showed us crossing at Ribble Jn) and we made our way to pl 6 at Preston (16L). Sometime during the day it had been decided that rather than change the loco at Preston the 8F would continue to Carnforth. Should I stay or should I go? It was time for me to leave. It was very atmospheric, not even a hint of breeze, darkness, the loco wreathed in steam, the fire glowing in the steam. The train was due to depart at 19.20, I waited until 19.35 – some delay further north. David Blair was driving for the final leg with Martyn Soames on the shovel. I arrived home a few minutes after 8.

I understand that the 8F was the only available loco, being limited to 50 mph was never going to make it easy, a delayed departure from Preston compounded the problem. WCRC personnel are steam enthusiasts, through and through, many are of an age when they could sit at home watching Bargain Hunt or type cr*p on some internet forum – but they don’t they provide something unique, something that we enjoy, mainline steam. On the day, they acted professionally, minimising delays and giving steam a go when circumstances permitted. Thank you to them and all the others who made this an enjoyable day out.

It was good to meet up again with RalphW, who was stewarding, we had a couple of chats and on his phone, we watched “live” railcam footage of our return departure from Crewe. It was a bit mind boggling, inside and outside the train at almost the same time (there is a short delay). It was also very good to meet Fulwoodflyer who said some nice things about the nonsense that I post on here, thank you.

Footnote
Whilst in Shrewsbury I purchased a new weatherproof jacket. My favourite one, blue in colour is 25 years old and fits like a rag but is very, very comfortable. Unlike Leonard Cohen’s Famous Blue Raincoat which was merely “torn at the shoulder” mine is frayed at the cuffs and broken in the zip. So I’ve gone upmarket, Jack Wolfskin. Will you be throwing the old one away?, asked Mrs W. No, NEVER!!

 

At Acton Bridge the train was travelling at 51 mph and had been travelling at 50 or more since Acton Grange Jn (apart from a slight dip to 49 just beyond Preston Brook) so with a 50 mph loco no thrashing required or allowed - from either end. Disappointing but just how it was on the day.