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The Flying Scotsman Christmas Dalesman 22/12/18

Discussion in 'What's Going On' started by Oswald T Wistle, Dec 18, 2018.

  1. henrywinskill

    henrywinskill Well-Known Member

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    Sorry bout that David and I do remember Wilfred Pickles great at the time.:D
     
  2. Oswald T Wistle

    Oswald T Wistle Well-Known Member Friend

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    The Flying Scotsman Christmas Dalesman 22 December 2018 – 60103 Flying Scotsman hauling 11+POB+47.826

    As with all Flying Scotsman hauled trips this one was pricey, £140. I was undecided if I could justify the cost, when, in the middle of November, that nice(?) Esther McVey sent me a letter to say she would be giving me £200 towards the cost of fuel (Winter Fuel Payment). What better fuel to spend it on than coal, so I booked. Then, a couple of days later, the bloody woman resigned – I hope that she’s still good for the cash – she was!.

    This was the second trip promoted by Riley’s and followed the same itinerary as the first, The Citadel. Although the trip started at Manchester Victoria it was much more convenient for me to join it at Bolton, and that is what I did. It was dark and damp as I drove to Bolton, 5 minutes walk from the FREE car park and then onto platform 4 as heavy rain began to fall. FS arrived 3E sporting a headboard, “Riley’s Whisky Chaser”. There were plenty of passengers to board and 1L Ron Smith assisted by Matt Durkin got us away. I was at the very back of coach G (the 5th and the buffet) so 6 coach lengths from the loco. (47.826 was on the back. It had been intended to leave the 47 at Brewery Jn but there was a problem with the steam heating in some coaches so the diesel was retained for ETH purposes – and appreciated by the passengers.)

    Leaving Bolton the line climbs gently for 5 miles or so towards Horwich. 3 miles in, Lostock (49 & 3L) and chattering away nicely; 5 miles, Horwich Parkway (57 & 2½L); Blackrod 65 and a mile beyond, our max for this section of just under 69; another mile, Adlington (66 & 1½L). After another 3 miles, we shot through Chorley (61 & ½L). Speed increased to 66 through Chorley Tunnel before the brakes came on and we eased through Buckshaw Parkway (25 & 5E). We slowed, then stopped for 5 mins approaching Euxton Jn, once away we joined the WCML and trundled up the FL towards Farington Jn (5L), then off to the right and the curving climb to join the Blackburn line at Lostock Hall Jn. Before the junction we were held for 2 min (I spoke with Ron Smith who said that there was a signal fault).

    We were now over 10L and at the foot of the climb to Hoghton. It starts with ¾ mile of 1/224r to Bamber Bridge (28 but 12½L), a short stretch of 1/139r then 1½ miles of 1/99r, speed built well and the chatter from the front was a delight. At the top of the 1/99r we were bowling along at 46, the gradient eases slightly to 1/101r and FS responded reaching 49 at the summit. A nice run towards Pleasington with 61 by the golf course and 58 through the station, 55 at Cherry Tree before slowing and stopping for more passengers at platform 1 in a very rainy Blackburn (10½L). Away 10L we climbed up to Wilpshire (38 at the summit) before dropping down towards Whalley, steady running in the mid 40s saw us only 2L at Clitheroe. The climb up the 1/101r around Rimington was topped at 44. On the final curving, slow climb to the main line at Hellifield FS was struggling for grip and Ron asked for a gentle push from the 47, we stopped in the loop 3½E.

    Some time ago WCRC installed a hydrant adjacent to the loop to provide water for northbound trains and no longer needs a road tanker. Having watered, and 4E, we were off. Up to 34 at Long Preston (a little light rain), FS was sounding busy. Settle Jn was passed at a reasonable 54, speed held well and, with a whistle, we hurried through Settle at over 48, still going well and 45 into Stainforth Tunnel, slightly under 45 at Sheriff Brow Viaduct and down to 44 just beyond, then back up to 45 at Helwith Bridge. On the level section we reached 50 at Crag Hill Farm, as the 1/100r resumed we were still going along at 48, then black smoke and power off, we slowed and passed gently through Horton in R (platform clearance?) but then the power was re-applied and we were back up to 43 above Horton. Speed settled at 40 as we climbed past Selside and soon we were easing for Ribblehead, across the viaduct and past Blea Moor SB (32 & 4¼E). There followed a noisy final acceleration to 37 as we entered Blea Moor Tunnel. The whole climb was “text book” between 3E and 4E all the way. Settle Jn SB to Blea Moor SB took 19m 59s and Settle Jn SB to Blea Moor Tunnel S 21m 21s.

    There followed a good run down to Appleby with speeds in the high 50s and low 60s, the weather was brightening and surely good enough for ice cream – but would it be available . . . ? We stopped 2½E. Father Christmas was on the platform and some of the sales ladies were in costume – well done them. There was cake, mince pies and festive biscuits on sale but no sign of ice cream. “Yes, they had some” and, “No there were no plans to stop selling it” – phew! I had blackcurrant for what was probably my latest (in the year) outdoor ice cream ever. I joined the throngs behind the barrier waiting for watering to finish before moving forward to have a closer look at FS. We were away RT and in improving weather (some patches of blue sky and at one point some sunshine) we had a fast run towards Carlisle, our booked 7 min stop at London Rd Jn failed to materialise and we ran straight in to platform 3 (not 1 as originally on RTT) 13½E.

    Christmas is a time of tradition and so, in keeping with tradition, I made my way to the Woodrow Wilson and to my surprise found an empty table. Mrs W told me that I would like the cranberry and brie panini with maple cured bacon (and chips), who am I to argue, and it was good. (This recommendation was made mid-week as Mrs W perused Wetherspoons on line menu in anticipation of some Jolly she was going on; she was not on the train as she had football – don’t ask about the result!). Time for a stroll around the centre where there were some fairground rides for the kids and a circus-style street entertainer drawing a healthy crowd. Nothing to buy, (presents already bought and wrapped) – please feel free to sense the smug glow! Back to the station, 47.826 was already attached to the rear and, not very long before the scheduled departure time, FS and support appeared and were coupled to the front. Just enough time to watch a few kids visit the footplate then back to my seat, now at the front of the 9th.

    Around ½L Steve Chipperfield eased us away, Clive Gault was the fireman. Once clear of the station and junctions there is around 4 miles of 1/131r, at the top we were up to 41.5 The gradient eases to 1/184r then a very short level, speed rose to 48. There follows 3 miles of 1/228r, speed increased, at Southwaite (49 & 3¾L) at the end of the 1/228r we were travelling at over 52. The gradient tightens to 1/172r then 1/164r as we climbed past Calthwaite and speed dropped back to 51 but FS was being urged on. On the level past Plumpton loop speed increased to 60 and then 62 before falling back to 58 on the 1/186r towards Penrith. In the dip that follows we reached 65 before storming through Penrith station at 64 (1L), we reached a max of 68 around Penrith S Jn. All too soon we were slowing and making our way into Eden Valley loop (3L). We had a booked 40 min stop to allow 3 southbound trains to pass, as we waited darkness descended. The last of the three, VT’s Edinburgh to Euston was a couple of minutes late and as a consequence we left 3L.

    The loop is situated about a mile into the 1/125r climb to Shap so every mph has to be won, at Clifton & Lowther we were up to 25. However, FS was soon into her stride and settled at around 44/5 on the main part of the climb. As the gradient eased to 1/142r speed increased to 47 and on the level past Shap speed tantalisingly failed to reach 50, but only by a fraction. On the final part of the climb speed dropped to 44 and as I passed the summit board (5½L) we were up to 48 and accelerating quickly. We can only speculate what the climb might have been if the speed through Penrith had been carried onto the climb – ah well, another day, a better path!

    The descent, in total darkness, was quick. Shap Wells 64, Scout Green 76, Greenholme Road 76, Birkbeck Viaduct 74, Tebay 75, then the gentle climb to Grayrigg and down to 64 at Lowgill and 62 at Grayrigg. As we dropped down the bank, speed picked back up to 70 around MP 25¼, Lambrigg 72, Docker Garth Viaduct 71, up to 76 as we crossed the A684 north of Kendal, brakes on and down to 69 approaching Oxenholme but back up to 70 through the station (where Twix Left and Twix Right were waiting with their video cameras). Back up to 77 at Sedgwick, 78 near Deepthwaite and so it continued, down to 75 near Holme finally dropping below 70 just north of Burton in Kendal. From MP25¼ we covered 14.5 miles at an average of 74 mph. “After the Lord Mayor’s Show” we were held for 2 mins approaching Carnforth N Jn. We stopped in Carnforth loop 1L.

    At Carnforth, FS was detached and the diesel went on the front. It was explained that, because of an engineering possession on the WCML, the ECS was working back from Man Vic via Blackburn to Hellifield loop where it would remain overnight. It was not considered safe to leave FS there. FS could not return directly to Bury as it was due to go to Toton for wheel profiling. The 47 left 3L but gained time and arrived back in Bolton 11E. I was home shortly after 19.30.

    My final trip of 2018 was yet another enjoyable one, my thanks to all who made it happen. I’m pleased for Ian Riley as the train appeared to be full. The other three people at my table were all good company and had all received their tickets for the trip as Christmas presents – that’s my sort of present! I had a couple of chats with @RalphW who was “stewarding.” Ian Riley and many of his workforce were on the train (travelling in the POB) for a bit of a “Works Christmas Do.” A representative of Riley’s came through the train explaining why FS had been taken off at Carnforth and apologising for any disappointment – nice touch. From early morning to long after dark there were many, many people on station platforms, back gardens, fields, hillsides all watching or photographing FS – what a star!

    I’ve had an, as yet, all too brief look at some of your posts – excellent as usual, thank you. So, Merry Christmas and a Happy and Steamy 2019.
     
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  3. pjhliners

    pjhliners Member Friend

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    Great report as usual, David, many thanks. A great run as well - wish I'd been with you!

    Have a great Christmas and see you again in 2019 I hope

    Peter on a damp December evening in Manchester
    https://pjhtransportpix.zenfolio.com/
     
  4. ribble

    ribble Member

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    Some of us certainly do Alan !
     
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  5. Swiss Toni

    Swiss Toni Well-Known Member

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    A3893_4.jpg Going well at a dull wet and windy Kirkby Stephen.
     
    Last edited: Dec 23, 2018
  6. ribble

    ribble Member

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    An alternative view to Henry's at Long Marton

    David Price/Cop Lane on Flickr 15A_0137.jpgcopy.jpg
     
  7. 73129

    73129 Part of the furniture

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    There’s some great photo from today.
     
  8. henrywinskill

    henrywinskill Well-Known Member

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    Very nice David
     
  9. henrywinskill

    henrywinskill Well-Known Member

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    At least it was dry in the Mulberry Bush and Route 66:D
     
  10. Fulwood Flyer

    Fulwood Flyer New Member

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    In rather damp, grey and drizzly conditions, 60103 struggles for grip up the 1 in 101 approach to Hellifield Station. However, with skillful driving and a little gentle assistance from 47826 at the rear, she soon made into the Goods Loop for a water stop. HELLIFIELDV4.jpg



     
  11. stevenjcrozier

    stevenjcrozier New Member

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  12. garth manor

    garth manor Well-Known Member

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    Crackin B & W
     
  13. Oswald T Wistle

    Oswald T Wistle Well-Known Member Friend

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  14. Oswald T Wistle

    Oswald T Wistle Well-Known Member Friend

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    Thanks Peter, All the best for Christmas and I’m sure that we will meet on another trip.
     
  15. Linesider

    Linesider Well-Known Member

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    Only 395 days after the event, but I've finally got around to uploading a sequence showing the struggle into Hellifield you describe in your (as always) excellent report:

     
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  16. sgthompson

    sgthompson Part of the furniture Friend

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    To coin a phrase, proper video :):)
     
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  17. Big Al

    Big Al Nat Pres stalwart Staff Member Moderator

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    And it also illustrates what happens when the train is too heavy with the diesel on the back! To be fair, the crew tried it without help but eventually gave up.
     
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  18. RalphW

    RalphW Nat Pres stalwart Staff Member Administrator Friend

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    It can always be a struggle there even without a diesel as extra load when the road is not set as train approaches. Blaming it on the presence of a diesel is not a fair comment.
     
  19. Big Al

    Big Al Nat Pres stalwart Staff Member Moderator

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    I know the line and that curve well. It clearly was the diesel that made the difference - first, as a dead weight while the crew tried to navigate the curve on their own and then as an assist to get the train into the loop.

    Nobody is blaming anyone. It just illustrates clearly what sometimes has to happen in practice for all the reasons we have discussed ad nauseam before.
     
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  20. Oswald T Wistle

    Oswald T Wistle Well-Known Member Friend

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    Thanks for your kind comment. The video illustrates perfectly just what a battle it was. The train consisted of 12 coaches plus the 47, so dead weight 15+ coaches. The rail conditions were poor, it had rained leaving Blackburn and rained again at Long Preston; the cloud base was low and the air damp. The final mile into Hellifield is uphill, the summit is around the junction with the main line; the gradient tightens on the final curve to 1/103r. I looked back at the approach speeds for several trips, typically between 10 and 20mph when crossing over Gisburn Rd (0.6 miles before the junction); FS crossed Gisburn Rd at 14.7mph. Ron Smith tried his best to coax FS up the hill but in the prevailing conditions it wasn't possible; the extra weight proved too much. Talking to Ron at Appleby I sensed that he would have preferred to go it alone but he is enough of a realist to know it couldn't be done, another day with dry rails - who knows!

    The video shows the steam leak between the forth and fifth coaches; the 47 stayed on at Brewery Jn to provide ETH to the rear of the train (I was in a nice warm 5th). The 47 was the problem and the solution - gentle nudge. Had the 47 not been on the back, FS would probably not have struggled - if she had then help was quite some distance away.
     
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