CME - 2019

6201 Princess Elizabeth passing Upperby on the return yesterday

 

"Princess Elizabeth" in the rain at Langcliffe, 20/07/19.

 

LMS 6201 Princess Elizerberth at Carlisle with the CME
Please take a look at the video!

 

We headed south for the return Princess and got it in great light (but lucky in the end despite the forecast).



https://www.flickr.com/photos/23006205@N07/48336271277

Steven

 

Glad I 'did a Winskill' and stayed home in the dry!

 

6201 Woodacre
David Price
Cop Lane on Flickr

 

Lovely photo Steven, brings back so many childhood memories of Hest Bank. Saw my first Stanier Pacific there 62 years ago,
in nineteen hundred and frozen to death! (Arthur Askey, for those of a certain age!)

 

Wise decision John, Winskill only came out to play PM

 

Crackin shot Steven good to catch up yesterday afternoon

 

Well, the opening sequence featuring Lizzie was less than ideal but looking back, I now think it was the best performance of the day ! I Hope you enjoy.

 

You should have stuck to your original idea to go to Woodacre

 

Perhaps...but I've so many shots there, it was hard to get motivated!

 

The Cumbrian Mountain Express 20 July 2019 – 6201 Princess Elizabeth hauling 10+POB

Today promised to be a very busy day for the boys and girls at 10A, there was this train, the North Briton (Tornado) and the Northern Belle (Flying Scotsman). So plenty of footplate crews, steam & diesel, travelling support staff, stewards, catering staff and all those involved with the preparation of the locos and stock – Mr Shuttleworth will be worn out! Settle Jn would see no fewer than three trains pass east to west in 3½ hours around lunchtime with another after dusk; mainline steam “finished” almost 51 years ago, but let’s keep quiet in case anyone finds out.

This CME originates at Crewe and is diesel hauled to Liverpool Lime St (6201 on the rear), where it reverses (diesel on rear) and up to Farington Jn where the diesel is detached on the curve before Lostock Hall Jn. I chose to join the train at Wigan NW (07.36) so an early start from home. Friday had been a rainy day, allaying any concerns about potential fire risk. The cloud base was low and light rain was falling when I left home to drive the 30 or so miles to Wigan; the forecast was for an improving day, warm but showery. It was dry when I arrived at Wigan. The tannoy on the station informed passengers that the Blackpool North train had been delayed by 17 mins because of a trespass incident; the CME arrived 10 mins early.

I was seated half way along the third coach and facing forward; there were three at my table, two my side. With Mick Kelly driving and Frank Chippendale firing we left Wigan NW ¼E; the diesel still on the back. We reached 43.5 at the top of the 1/104r to Boar’s Head and 49.9 at the summit at what was Coppull Hall Sdg. There was a max of 63.9 approaching Balshaw Lane. Our 9 min operational stop was not required and we headed north on the SL. Running around 9E there was no rush; our progress was sedate. We were held (near MP18½) for 5½ min waiting to cross over and leave the WCML at Farington Jn. Once on to Farington Old Curve we stopped and the diesel was detached (to make its way to Preston to be re-attached on our return journey). This was done quickly (8 min) and we were straight out at Lostock Hall Jn (9E) and onto the Blackburn line. It was dull and drizzly, running early and faced with almost 5 miles of rising gradients Lizzie eased her train forward and by Bamber Bridge we were up to 27.7 and 9E. The gradient tightens to 1/99r and speed fell back to 26.5 at Gregson Lane where there is a slight easing to 1/101r; Hoghton Bank was topped at 23. We travelled at around 30 towards Blackburn but continued to gain on schedule, 11E at Cherry Tree. We were almost stopped on our approach into Blackburn station but crawled in and came to a halt in pl2 (6E).

Andy (@andalf1) joined the train – if ever a man had wanted to be persuaded to come on this trip . . ., I hoped Lizzie would not disappoint. We left ½E, through the tunnel and off to the left at Daisyfield Jn, then a couple of miles (av around 1/150r) up to Wilpshire Summit (31.5). Down the hill and gathering speed, Langho (52 & 5E), Whalley (50.2 & 8E) before slowing through Clitheroe (34.1 & 12½E) in preparation for our water stop at Chatburn. We stopped opposite the old goods yard and took water from a tanker parked opposite the houses on the old access road to the quarry; it was raining steadily.

There was no booked time for us to leave Chatburn, our next time was 10.28½ at Hellifield. When we left we had a very generous 35 mins for the 12 or so miles. It was still raining and being in no rush we climbed the 1/101r around Rimington at 28 and made our leisurely way towards Hellifield. We dawdled on the approach and then took the rising curve to join the main line at walking pace and slowly through the platform line. Our slow pace continued as we waited for the signal (about ¾ mile before Long Preston to clear; we were too close to the service train). Once away speed built quickly and we were up to 37.2 through Long Preston (3L), Lizzie was making all the right noises. Past Settle Jn SB at 60.4 (2¼L) and a max of 61 beyond. It was still drizzling but this didn’t seem to be troubling us; 50.8 as we stormed through Settle (1½L), another couple of miles and into Stainforth Tunnel at 41. Then what is always the slowest section, across Sheriff Brow Viaduct at 38, followed by an improvement to Helwith Bridge (39.1 & RT). Suddenly the heavens opened. The rain did not deter Lizzie, on the level speed picked up to 44.3 as we approached Crag Hill Farm then dropped to 41.7 through Horton in R (RT). The brief easing of the gradient saw us back up to 43.8 (1¼ mile beyond H in R). This was good stuff, 40.4 at Selside, speed was falling only slowly, still 38 under the road bridge near Selside Shaw. The heavy rain had given way to lighter stuff and speed was allowed to fall away as we neared Ribblehead (32.8 & ¾E). Across “The Viaduct” and past Blea Moor SB (22.2 & 2¼E). Lizzie wasn’t finished yet as she accelerated the train to enter Blea Moor Tunnel at a shade under 30. In poor weather conditions Settle Jn SB to Blea Moor SB had taken 20m 20s and Settle Jn SB to Blea Moor Tunnel S 22m 13s – Lovely!

Our descent was hampered by being “too close” to the service train in front. We were slowed to 20 approaching Garsdale (1E) but once away we reached 38.4 across Dandry Mire, 42.2 into Shotlock Hill Tunnel with 43.5 at Ais Gill Summit (RT). Despite running in the low to mid 50s we were slowed again approaching Kirkby Stephen (17.5 & 1¼L). We were 3¼L at Crosby Garrett but pulled a little time back, Ormside (62 & 2½L) and we finally stopped in Appleby 4¼L. The loco did not take water, the crew took tea and Oswald took a blackcurrant ice cream on a pleasantly warm and dry station platform. A brief look at Lizzie, what a magnificent sight she is and how lucky we are to have her back.

We departed RT and made a regulation onward run to Carlisle. We dropped a few minutes, by Armathwaite we were a little over 5L, but a burst of speed up to 60-63 around Howe & Co SB, a generous allowance and a clear run in saw us stop in pl 3 at Carlisle 1½L. That will do nicely! A walk to the front and then off to the Woodrow Wilson with Andy. The WW looked full but there were a couple of empty tables. I “risked” a pepperoni pizza and it was good; I’m not saying excellent but much better than previous ones that I’ve had. Andy is good company and the time passed easily; despite a 2 hr 40 min layover we were back on the station only 10-15 min before departure and, being in 10th coach this meant that there was not enough time to set up my GPS and to see the loco. Ah well, some may say that 2 hours over a pub lunch is time wasted; many will disagree.

After much whistle blowing on the platform and then a bit of a delay we left Carlisle 2L, Peter Kirk was now driving with Martyn Soames firing. If things went to plan we might see Tornado, heading the North Briton on its way into the platform that we had just vacated. David Blair, in his overalls, was waiting on the platform, presumably to take over driving duties on Tornado. The southern ends of all the platforms were thronged with photographers and spectators, Lizzie and Tornado within 5 mins was not to be missed. The timing could not have been better, a blast on our hooter was answered by a chime whistle. Down to our left was Tornado and wonderfully illuminated by the afternoon sun; she was waiting at the signal and must have just “got the green” as, with a slight slip, she eased her train forward – a memory to treasure.

Back to business and to Shap. On the Border Raider Tornado had a (non-stop) path; this path requires a top notch loco to be driven hard – not for us. There is a later path with a stop in Plumpton Loop, this allows the loco to gain some speed before the steep bit. Then there is our path with a stop in Eden Valley Loop that exits directly on to the 1/125r. Once clear of Carlisle there are 11 miles of rising gradients towards Plumpton. The first 3¾ miles of 1/132r was topped at 35, next past Wreay on 1¾ miles at 1/184r topped at 42.1. An all too brief level (¼ mile), then 1/228r and we passed Southwaite (46.2 & 7¾L). 9½miles from Carlisle we reached the top of the 1/228r at 49.4; from 10 coaches back Lizzie could be heard working (and maybe a cylinder drain cock blowing, on a Stanier loco – surely not!), but we were losing time. In the next 2½ miles the gradient tightens first to 1/172r then to 1/164r, speed fell back slightly to 47.8. Now for the level past Plumpton Loop, just under 2 miles and up to 59, a short climb then on easier grades to Penrith (63.6 & 6L) and 64.1 just beyond the station. Soon we began to slow for our turn off into the Eden Valley Loop where we stopped 8¾L. The TP to Man Airport passed just 35s after we stopped. Now another 2 trains to pass; the last the VT to Preston was a little late and, as a consequence, we left the loop 1¾L.

A little less than 10 miles to the summit board and the first 6 miles at 1/125r. In just under ½ mile we passed Clifton & Lowther at 17.8 & 4½L. Another 4 miles and Thrimby Grange (34.3), each and every GPS segment was slightly quicker than the one before; Lizzie was accelerating the train, albeit slowly. We reached the top of the 1/125r (35.8) and an easing to 1/142r for 1¾ miles, topped at 41, next some level track past Shap village and up to 45.6. Finally, just under 1½ miles (av 1/120r) and then level track to the Summit Board (47.9 & 9L); the min on the final climb was 40.5 and the time from leaving Eden Valley Loop was 20m 20s. The sun was shining as we dropped down the hill; Shap Wells (62.9), Scout Green (75), Tebay N (74), Lowgill (60 & 5¼L), Grayrigg (51.6 & 4¼L), Lambrigg (66.8 & 4L) and up to 76 just before Oxenholme, but braking through the station (72 & 3½L and whistling). We were only 1½L at Milnthorpe, but the usual slow approach into Carnforth D&UGL saw us stop 3L. As we dropped down from Grayrigg the view looking back and to the west was stunning. The loco was watered and we were ready for the next leg of our journey.

Off again (2½L) towards Preston and up to 51.2 at Hest Bank, 52.9 at Morecambe S Jn (2L) and through Lancaster (2L) at 57.7. (Perhaps Peter Kirk is unaware of “West Brom Tom’s Law (for southbound locos)” All big engines must thunder through Lancaster at a minimum of 60, preferably with the regulator open and with the whistle wide open for at least the length of the platform). The run south was text book stuff, nothing hurried, a max of 72.6 south of Garstang and into Preston (37.685 was waiting by Fylde Jn), we stopped in pl 3 (1¼E). 37.685 was quickly attached to the rear. Rumour had it that FS was somewhere on/near the station waiting to take the Northern Belle evening train, there was nothing obvious. I had a walk to the front where an extremely grubby fireman was tucking into a very well deserved pastie (no wrapper, straight from dirty hands – best way). Looking over towards pl 5 there was a stationary Pendolino with a column of smoke emanating from one of its coaches?! After a couple of minutes it moved off and FS and support could now be seen waiting at the south end of what was pl 7.

On the final leg now, and ¾L, we headed south on the SL. We were held for 1½ min at Skew Bridge and were 6L by Farington Curve Jn. I don’t know how much the 37 was contributing, it didn’t seem noisy, but we arrived at Wigan NW at 19.30 (8L). I had time to get part way down the platform before Lizzie chuffed off to the south; the diesel was not too noisy as it passed. Back to the car park and the sat nav took me a circuitous (no motorway) but quick way home where I arrived at 20.23 (7E). Mrs W was reading a book, watching cricket on TV and drinking a glass of wine – multitasking then!

Another enjoyable trip and my thanks to all who planned and operated it. My thanks to those of you who braved the weather, especially the deluge around Helwith Bridge and Horton, to capture some images of this and the other trains running. I managed to see 3 locos today and all pacifics. Always good to meet with Andy and also good to meet NP’s @spike (and thanks for the kind remarks). Heard that Tuesday’s Dalesman is the 8F (again).

 

Lizzie - Blea Moor Tunnel, as you can probably tell, windy & wet

 

What happened at St Helens Central? It was supposed to set down passengers but powered straight through only coming a halt up the incline towards Thatto Heath! I know it was booked a pathing stop at Ravenhead Sidings AFTER the stop at St Helens, so what happened? Did they forget about the stop? It was obvious it wasn't going to stop the minute it came into view at Pocket Nook as 6201 was really moving. Still, it provided some entertainment as those waiting to pick up passengers tried to find out what was going on! A guy told me his mother was on the train and apparently they were going to drop them off at Huyton. In the event they were deciding whether they could reverse back into the platform but this was rejected in favour of going into the sidings as programmed and then to Huyton. This gave me time to get to the sidings and then on to Thatto Heath where yet another crisis appears to have been averted by some good control by the crew. Starting from Ravenhead Sidings means it had to start on a rising gradient which carries all the way to Eccleston Park. As it came into view it was a making a reasonable speed up the slope but as it neared Thatto Heath the exhaust note began to slow and got even slower as it passed and climbed through the cutting up to Eccleston Park, at one time it sounded as if it might not make it, but at that point the exhaust beat slowly began to increase until you could hear it getting back to normal. Throughout this the diesel on the rear didn't appear to be assisting to any great extent, if at all in fact, so well done to the crew!

 

I opened my report of Leander's run on 13th July by saying that the same loco had "set the bar high" with her performance on the run of 28th May. Where's Mazeppa? raised some interesting and valid points. I thought that the two runs were worthy of a more detailed comparison so, having builders on the premises and having to stay in, I pulled a few numbers together. Please feel free to allocate prizes as you think fit.

 

Interesting, but one vital bit missing.

Were they both blackcurrant ice creams?

 

No. Thunder and Lightning in May, black currant in July.

 

Just rechecked, it is unbelievably true. I’ve found that honesty is always the best policy. Always remember though what Homer Simpson said, “It takes two to lie. One to lie and one to listen.”