Saphos: Blue Peter to Carlisle - 12/02/26; Sir Nigel Gresley - 11/03/26; Britannia - 8/04/26

Sir Nigel flying up Shap, seen near where the old Scout Green Signal Box once stood and a little further up and thanks to Ralph for the update.

 

Despite the overcast and chilly conditions LNER A4 class No. 60007 'Sir Nigel Gresley makes a fine sight and sound as it works the northbound 'Cumbrian Mountaineer' through Greenholme on the climb to Shap and onwards to Carlisle



With the light quickly fading, LNER A4 class No. 60007 'Sir Nigel Gresley' speeds the return 'Cumbrian Mountaineer' away from Tebay back to Crewe and later to London Euston

 

In the Lune Gorge with the wonderful Howgills
https://www.flickr.com/photos/10257146@N05/

 

https://www.flickr.com/photos/182835155@N03/55142480706/in/dateposted-public/

60007 through Preston this evening, the sound of the chime under the trainshed was something else.

 

Sir Nigel heads for home, running through a windy Lune Gorge.

 

60007 at Salterwath & to the north of Penrith.


https://www.flickr.com/photos/167082436@N06/55141745432/in/datetaken-public/


https://www.flickr.com/photos/167082436@N06/55143023820/in/datetaken-public/

Phil

 

Never said it was, old chap! Nevertheless, we'll never know.

Incidentally, 60007 was another locomotive escaping my mainline net, so pleased to have had the opportunity for an excellent run. Thanks to all concerned.

 

Any details of Footplate Crews?

 

I don’t have all of the details but as I was at Carlisle yesterday this is what I know:
Outward
Driver: Matthew Searston
Fireman: ??
Traction Inspector: Pete Sheridan

Return
Driver: ??
Fireman: Jack Gresty
Traction Inspector: Bob Hart

 

The Cumbrian Mountaineer 11 March 2026 with 60007 Sir Nigel Gresley hauling 7 + POB + Generator Car

I hadn’t planned to travel on this train, a little early in the year for Oswald, but having missed out on a run behind 60532, I got the urge - “Ooo, missus!”

The problem was, I hadn’t got a ticket, and the train had been fully booked for weeks, hence my request on NP. Once again NP came up trumps, or rather Peter did. As a result of an unfortunate series of events Peter and his wife were unable to travel and Peter very kindly offered them to me, a pair of tickets at a table for two in first class; Ralph readily agreed to take the other one from me.

Next, how was I getting to Crewe? In November I had driven and vowed not to do so again after experiencing subsequent problems with hands, wrists and shoulders (arthritis) – a drive too far! I booked a service train to and from Preston, the return was via Man Pic so it would be a late finish, arriving back in Preston at 22.50 (if it ran to time or indeed at all) – still much better than driving. Then came the weekend fire next to Glasgow Central and the major disruption to the WCML services. On Monday the 08.17 from Preston was cancelled – this was “my service” for Wednesday’s jolly. The choice might be to drive or don’t go at all!

Finally, I have been suffering for months with a nasal/sinus problem culminating on Tuesday morning with a nosebleed that I was unable to stop – for me a nosebleed is not too unusual, but I can “always!?” stop it, but after almost 90 mins of trying it continued to bleed. Up to the Urgent Care Centre, of course, by the time that I was seen it had stopped. I was examined by a doctor, prescribed some ointment and a referral for an ENT follow-up.

Would I be foolish to travel, would my service trains run, what if I had another nosebleed, should I throw in the towel? (A towel might be useful if I did have another nosebleed). Mrs W suggested I should sleep on it and decide in the morning.

Wednesday, up early. The service train was running, my nose hadn’t bled again, and I had come up with a compromise. Drive to Preston, train to Crewe, steam to Carlisle then a service train back to Preston and drive home. Half a trip is better than none! First, feed Maisie (who then went back to bed), next, get ready and finally set off to Preston. I’d allowed what I thought was plenty of time, but the traffic was sluggish and spaces on the multistorey car park were at a premium on all but the upper deck, which was largely empty. I hurried from the car park to the station and arrived on the platform just under 10mins before the train was due. The Avanti was RT and arrived RT at Crewe.

Into the station café for a bacon butty and a brew. Next, across to platform 11 where I had arranged to meet Peter and his wife. Despite being unable to travel they were here to watch SNG depart. It was good to meet Peter again and he was kind enough to ask about Maisie, a true gentleman. Over to platform 12 to meet Ralph and await the arrival of the delayed Deltic; I understand the delay was a result of being behind a freight around Northampton, but the run did include some spirited running as befits a Deltic.

We took our seats at the very front of the fifth coach; POB, Generator car, two coaches, then us. The train had arrived 19L, but some excellent work saw SNG coupled on and, 5 mins before the booked departure time, 60007 whistled loudly for everyone to get on board, we were ready to go. Matt Searston was driving, Kian Steed firing and Pete Sheridan was the TI. The weather was dry, some sunshine but with a stiff, cold wind.

We left RT, only a couple of minutes behind the stopper to Liverpool LS, the first few miles were a succession of accelerations and braking as we closed on the stopper; Winsford (71.4 & 1L), Hartford (44 & 1½L) and Acton Bridge (56.6 & 1½L). The Liverpool train had turned off at Weaver Jn and as we passed the junction we were up to 65.9 & ¾E. With a long blast on the chime whistle, we sped through Warrington BQ at 70.5.

The succession of junctions onwards towards Wigan were all negotiated without issue and SNG passed thro’ Wigan NW (1E) at 66 and onto Boars Head Bank where speed held well in the mid-60s, eventually falling to a brief minimum of 58.7 just before the summit at Coppull. Running around 2E, 60007 gathered speed and cruised along in the low 70s; Balshaw Lane 72.4, Euxton Jn 72.4 and Leyland 74.4 and almost 3E. There was the customary slow approach to Preston which we passed 3E. A few miles on we stopped in the loop at Barton & Broughton 3E. All had seemed so effortless. Water was taken from a tanker parked some distance away across a sizeable and soggy field.

Now for the fun bit. We left the loop 4E with nothing in front and nothing behind. 5 miles from the start (Garstang), we were still 4E and 67.8mph, we continued with speeds around 70 before passing Oubeck Loops (6E & 69.6). Still 6E and thro’ Lancaster at 74.5, what a fine sight that must have been, then away across the Lune. We cruised in the low 70s, past 10A at 73.4 and now 7½E, the first climb, Yealand beckoned; approached at 73.5 with 63.3 at the summit and a brief minimum of 62.3.

Another 3 miles and the first serious climb, Grayrigg which is 13 miles with an average gradient of 1/140.4r. We hit the foot, MP13 at a modest(?) 70.9, in half a mile this had fallen to 68.9 as we passed Milnthorpe (8½E), down to 65.3 at Hincaster then up to 67 at Sedgwick. We powered thro’ Oxenholme at 62.1 and up to 63.4 as we enjoyed the easing of the gradient thro’ the station. What had No7 got left in the locker? Still going strong as we passed over Docker Garth Viaduct (1/131r) at 58.6 and onto the final stretch of 1/106r towards the summit. Lambrigg (11¼E & 57.7) and into the final 1½ miles, SNG dug in and just kept on going, there was never any doubt that this was going to be comfortably above 50 at the summit. MP26 was passed at 54.1 with a minimum of 53.7 and almost 12E. The time MP13-MP26 was, I think, 12m 40.3s, but I am happy to be corrected by those more skilled with a stopwatch.

Over the years there have been many runs where a loco, usually with a heavier load, has stormed Grayrigg only to be found wanting on Shap, what would 60007 do?

A couple of miles of favourable gradients saw us back up to 64.9 at Lowgill, more gentle gradients followed and with a max of 76.4, and coach 5 passed MP31.5 at 74.5, the climb of Shap Bank had begun (initially 1/146r). We crossed the Lune (and Tebay S Jn) at 73.5, we recrossed the Lune (and Tebay N Jn) at 70.8, so far so good. Another mile and across Birbeck Viaduct at 69.1, half a mile further (now on the 1/75r) and under the Greenholme Rd at 64.2, as we approached Scout Green we passed “the gallery” and the line of parked cars at 58.5 – the gradient was beginning to bite back. Scout Green Box (as was) was passed at 57.0. Another 1.4 miles of 1/75r and across the road to the Shap Wells Hotel (51.5) and now just three quarters of a mile to MP37.25, the “climbing summit”, would speed stay above 50? 60007 was making the most wonderful sounds (and had been for some time). Speed stayed rock solid at 51.5, Sir Nigel had done it! Up to 54.4 at the Summit Board and 16½E! Excellent!! (“Old clumsy” missed MP31.5, but I picked an approximate time from the data around of 5m 42s ish- no doubt someone will post a more precise time.)

A controlled run down the hill and next stop platform 3 at Penrith, well not quite, we were held for 3 mins at Penrith S Jn before being allowed into the platform line, stopping 11¼E. Water was taken from a tanker parked in the yard, after 24 mins with watering complete, we drew forward to await a green signal. Even at this considerable distance Maisie’s presence loomed large; my phone rang, it was the vet saying that Maisie was due for her annual vaccinations – she is not going to like that! Any chance of being let out early passed as we waited to follow the TP Edinburgh train. We left a couple of minutes behind it, now 2L, we made our merry way to our stop in platform 3 at Carlisle (2L). Great stuff! As I was leaving the train, I remembered to take everything with me – I think!

Ralph and I strolled down to the front; there were plenty of familiar faces. There was time for a chat with Gordon Hodgson who was on top form, another with Pete Sheridan and yet another with Jack Gresty who was firing to James Venables on the return leg. Ralph headed along to the Woodrow; I wasn’t sure if I would join him or just grab a sandwich. I headed towards the south end of the platform to see what had been attached to the other end of the stock. Before I’d reached halfway the diesel sounded its horn, SNG chimed a response and the train headed out of the station.

The sandwiches didn’t look appealing, so I headed to the Woodrow Wilson and joined Ralph for fish and chips. A couple of brief chats with a couple of NP “friends” then back to the station for another ride on a “Pendo”. All ran to time, back in Preston around 5pm and home, after another slow drive, just before 6pm; around 6 hours earlier than had I returned to Crewe behind SNG.

I arrived home to find Maisie was outside and wanting to come in, the problem was that she was carrying a dead vole. She was not to be discouraged and carried it in, proud as Punch. After playing with it for two or three minutes she was distracted with some cat treats and the vole was helped on its way to the bin – Maisie was not happy as there was plenty more fun left in it.

Thanks to Peter for the tickets. Thanks to Ralph for the enjoyable company. Thanks to all who organised and operated this trip. Thanks to Sir Nigel’s custodians who look after this magnificent machine and also provided a booklet for the trip. Oswald had a great (half) day out, but it looks as though I missed a cracking return, no regrets – well maybe just a few tiny ones. Tornado next stop.

 

A really enjoyable read, thank you. As a fellow steam enthusiast and feline owner (I think I actually mean feline slave) I enjoy both aspects of your reports in equal measure!

 

Thanks Julian. As you posted it looks as though the return run was a bit special, as Graham was on board I’m sure that we’ll find out just how special in due course.

 

Outward
Driver: Matthew Searston
Fireman: Kian Steed
Traction Inspector: Pete Sheridan

Return
Driver: James Venables
Fireman: Jack Gresty
Traction Inspector: Bob Hart

 

Thought I'd drop this in today after such a superb day out, especially the Carlisle to Shap Summit run, where the report ends. Will finish it over the weekend.

The Cumbrian Mountaineer, 11th March 2026

Saphos Trains Giants of Steam Part 3; 60007 Sir Nigel Gresley against the Northern Fells

We made this a social event as we were joined by our almost regular travelling friends John and Judith and Phil and Ann friends from Bridgend. Well somebody has to live there. We stayed in the Premier Inn a long stone's throw from the station and had a meal on Tuesday night at the Rookety Wood Restaurant on the roundabout south of the Inn. The food was good but no real ale but a decent NZ Sauvignon Blanc. Weird place. Chef/Manager decided to shut the Kitchen before we'd even had dessert. It was served in boxes, tubs for the ice cream.

Enough of the trivia. We met on Platform 12 at something past 9. Our 4+2 was in Coach A and we had a text message from Saphos telling us it was on the front of the train. What annoyed us was there had been a post by TH Railway Video on NP telling us the Generator Car was on the front with the Standard class TSO behind it. Coach A was tail end Charlie. We met s couple of acquaintances on the station who confirmed they'd seen it and Coach A was on the rear. Such fun - not. No.7 rolled into the station a little late. Di took a decent video on her oppo smart phone. The Deltic growled in 20 odd minutes late due to the issues around Northampton; but still with enough time to do the loco change and leave on time if all went smoothly.

We were in seats 25 to 30 which was 2/3rds of the way back. The bear and his minder were really grumpy as they, like us, would hardly hear a thing from up front all day. Surprisingly we've only done 24 runs with No.7, covering just over 4,000 miles. We always had a soft spot for the A4 as Di lived a few miles from Stevenage and spotted many A4s and whatever was running in and out of the Cross in the last years of steam on the LNER. We've been a member of the Society for most years since. And bought a couple of tubes in the overhaul appeal. Our very first mainline steam tour, a Cumbrian Mountain Express on 30th August 1984, had No.7, in LNER guise, No. 4498 in a superb lighter blue with raised stainless steel numbers/letters on the loco and tender. It substituted for 4472 on the Hellifield to Howe and Co. Sidings leg. Our first mainliner was the weird 850 Lord Nelson that took us from Carnforth to Hellifield.

Back to today and the LNW 5 car unit for Liverpool Lime Street rolled in to Platform 11 a minute late and left the same. We were pathed to follow it to Weaver Jn. Unfortunately it was a stopper so no chance of any serious fast running until then. The 4 was milepost side and this time Di was opposite as I was attempting to get as many milepost as possible as it was a sunny morning. John and Judith joined us leaving Phil and Ann in the table for 2 with the best views through the Lune Gorge later in the journey.

Right, the train. The shunts went well and we were ready to leave RT.

I'll drop all three speeds into the report and will drop some pdf timings with all 3 runs after the weekend as we're off to the East Somerset Gala tomorrow.

The outward journey

Our driver was Matt Searston and his fireman Kian Steed, names we're getting familiar with this year. The TI was the redoubtable Pete Sheridan who we met in the 1990s where he was our driver on numerous occasions.

Expectations of the day were 60007 would probably be the fastest of the 3 as the A4s with their 6' 9" driving wheels very fast running locos and when they roamed the network were found to be excellent climbers. No.7 was one of the locos in The Shap Trials of Sept/Oct 1995 but the coal wasn't great and they had superheater issues as well and fell well short of the Duke and Duchess (46229 Hamilton).

With a long blast on the Chime Whistle we were away 4 late. Our coach took nearly 28s to pass mp158 we were so far back. My estimate was close to 220 yards back, half the distance between the 'mileposts'. Timing is relative ... I'll drop the comparisons in if it doesn’t get too messy.

Good clean start and on the level we passed Coalyard Box 35.2, tad slower than 60532. The big rivalry within Crewe Depot is between the 2 big LNER Pacifics. Still on the level at mp160, No.7 at 50.6 was well in front of both 71000 and 60532. We came off the level at mp162 1/4 at 53.4, just getting going again after an easing as the ST was in Winsford Station. The other 2 were similar. There are falling gradients then to mp168 1/2 then. Over a few miles of falling gradients, 411f/616f/2985f/300f, we passed mp164 at 64.8 (BP 62.5; DoG 65); then Winsford, mp165 1/4, at 72.2 (BP 66.2; DoG 73.1). onwards and downwards. After some 300f and 2200f we blasted past mp166 at 72.6 (BP 60Brk; DoG 71.4). After a longish 419f, the brakes had slowed us due to the ST being in Hartford Station. No chance to do much up the 360r. We ran through Hartford at 45. Slower things were to come and we rolled through Hartford at 44 and slowed to 24 by Hartford Jn. Hey ho. Things improved over the 1981f/440f/level to mp172 1/4, No.7 surging along at 56 (BP 52; DoG 61.7). Through Acton Bridge, mp172 1/2, at 58.5 (BP 53.2; DoG 62.8); then down a mile+ of 330f, left at mp174 at 66.8 (BP 61; DoG 71.1). On a mile and a half of 330r we passed Weaver Jn at 65.5 (BP 59.8; DoG 71.2) and left at mp175 1/2 at 64.5 (BP 59.3; DoG 70). Lot of falling gradients to mp179, level, 75.5 (BP 63.3; DoG 77.5).

Falling grades now to Warrington. There's nothing really to srite about It's not really worth including the speeds from here to our water stop at Barton in much detail. We passed Weaver Jn, mp174 1/4, start of a 1 1/4m of 330r at 61 (71) ending at 59 (71). Down a 3 miles of 180f/112f/567f our max was at mp178 3/4, 75.7 (BP 63.8; DoG 77.5). Bit of climbing then, a mile+ of 135r to Acton Grange Jn, mp180 1/4, 64ish (BP 55.8; DoG 72). Down 1 1/4m of 135f then 3/4m of 440r, we ran through Warrington Bank Quay at 71 (BP 58.1; DoG 75). Just after the M62 Overbridge at mp184 3/4, 69.5 (BP 60.6; DoG 73.2) we hit the start of a long section of rising gradients. A mile+ of 639r took us to Winwick Jn, passed through at 70.6 (BP 60.9; DoG 73.5). We didn't hear anything from the front on the 2 1/2m with of 132r/470r/255r/156r to mp187 3/4, 156r/473r, Golborne Jn., 66.8 (BP 58.3; DoG 71.3). Up a mile+ of 473r, we passed under a footbridge near mp2 as they change at the junction, at 66.9 (BP 59; DoG 71.8); then onto close to 2 miles of 417r left at mp 4 at 68.5 (BP 61; DoG 71). A mile of level to mp5 saw speed held around 65 (BP 55; DoG 73). From mp5 there's 1/4m of 705r with Springs Branch Jn in the middle, 65.2, (BP 55; DoG 73.5). A mile and a half of 150r was probably noisy - we heard little other than the chime through Wigan North Western, mp6 1/2 ish, 65.2 (BP 56.5; DoG 73.7).

Shortly after is a really frustrating climb for timers as there are few in the way of mileposts; the 2 miles of 104r up Boars Head Bank. I actually saw mp7, 65.6; mp7 1/4, 64.7 (BP 56.3; DoG 73.3); mp8 1/2, 58.7; and mp 8 3/4, Wigan Lane, 60.3 (BP 57.5; DoG 67.8). We keep climbing for another 2miles+. On this section we had a good look and found most of the mileposts. Not so on the first two. After a mile of 366r, we passed mp10, 63.1 (BP 57; DoG 68.8); then 292r/115r to mp11 1/4, the summit, passed at 61.2 (BP 53.3; DoG 66.8). No.7 nicely in the middle of the other pairs speeds.

Mostly downgrade to Preston from there with a chance to let the big loco stretch it's wheels, including a sharp fall of 114f for a mile or so with Balshaw Lane, mp14, 74.1 (BP 53.6; DoG 77.9). then there was the exception, a mile and a half of , mp16, 936r, 72.1 (BP 52.5; DoG 68ish). Down to Leyland, 314f, mp17 1/2ish, 72.8 (BP 58; DoG 69.2); over Farington Jn at mp19, 56.3 (BP 57.1; DoG 64.5), then a drift down to Ribble Jn, mp21 1/4, 397r, 31 (BP 34.1; DoG 27.7). No.7 drifted through the platforms at Preston P3, 26 then on the 503r, a max of 45.1, (BP 50.3; DoG 44.9) at mp1 3/4. Matt ran slowly into Barton & Broughton loop where we were taking water. We saw the tanker alongside the white bungalow, a fair bit away from the locomotive. The driver had already run the hoses out.

Time wise from Crewe No.7 had taken 57m 17s, 4 seconds slower than 71000. Blue Peter was well behind with an elapsed time of 68m 57s. 60532's issues with rough riding was a factor. Nothing to give us a clue about what would happen in the fells, but No.7 seemed in fine fettle so we optimistically came up with high 60s at Yealand Summit; mid fifties at Grayrigg and over 50 at shap if the rain held off, though strong crosswinds were in evidence up north according to the weather forecasts.

In reality, the performance tests for the locomotive start here with a fast run to Carnforth then the fells for real.

To and over The Cumbrian Fells

I saw the driver of the tanker winding the hose up well within the booked time and we were ready to leave early if Control allowed us to. A few trains had passed us and all services were on time unlike with 60532 when we had a 23 mins late TPE to Edinburgh behind us that caused us to be looped at Grayrigg.

With a long blast on the superb chime whistle, for the run to Lancaster, Carnforth and the challenging Northern Fells. It's worth comparing the speeds so I will for the rest of the run to Shap Summit. We were expecting No.7 to really come into its own as it accelerates rapidly and runs faster than most locomotives as it has 6' 8" driving wheels.

Helpful start after rejoining the main line; down 2 miles of 1115f. Speed rose to 34.5 (BP 32; DoG 26.3). then 1/2m of 644f, got us to 63.7 (BP 55.9; DoG 60.5). very much as expected. A short 1/2m on the level led to gentle climbing at 1042r from mp8 1/4. We passed Garstang just before mp9 1/2 at 67.9 (BP 59; DoG 66) and left the section at 71 (BP 59.3; DoG 67.1). A level mile got us to 73.4 (BP 60.8; DoG 68). Another gentle climb, mile+ of 1199r to mp13 1/4, was left at 70.1 (BP 61.4; DoG 68.6). This to 4 miles of level track where No.7 should be in it's element. We passed Bay Horse - the bear and his minder didn't bother looking for the horse this time, near mp15 1/4 at 72ish (BP 63; DoG 68). We rattled past Calgate, mp16 3/4, at 69.4 (BP 63.8; DoG 61.5). From mp17 1/4 was a little climb, 3 miles of 736r. Oubeck, mp18, was passed at 70.1 (BP 56.5; 48.2) and we left the section, mp19 3/4, at 65.2 (BP 46.1; DoG 55.5). A steep fall of 98f down to Lancaster Castle followed. We streaked through the station at 74.1 (BP 58.6; DoG 74), then on more falling gradients 305f/469f, we passed Morecambe South Jn, close to mp 2 at 72 (BP 61.7; DoG 77.6). bit of a surprise as we expected No.7 to be fastest there. We passed Hest Bank Box, level, Mp3 ish at 73.2 (BP 63.4; DoG 78.1); then hit the bottom of the 1 3/4m of 460r, at 71 (BP 62.3; DoG 77), then left it at mp5 1/2 at 71.1 (BP 62.2; DoG 75). We were rapidly approaching very familiar Cumbrian Mountain Express territory from here.

No acceleration from up front as we passed Carnforth U&DGL at 72.2 (BP 63; DoG 77) with the usual 'friendly' long blast on the chime whistle aimed at WCRC's Steamtown HQ. Then the acceleration as we flashed past mp6 1/4, on the southern end of the former Carnforth Mainline Platform, at 75.1 (BP 65.6; DoG 77.9); then mp 6 1/2, 369f, at 75.6 (BP 66.6; DoG 78.1); then mp6 3/4, level, at 73.4 (BP 66.3; DoG 79.3). 73.4 is a good speed to attack the climb of Yealand Bank, 2 1/2m of 134r. After a decent and noisy climb we passed the summit between mp9 1/4 and 9 1/2 at just over 63 ish (BP 56; DoG 67).

Ok, now it's up to Kian on the shovel to build a fire for Grayrigg. He was helped by 1 3/4m of 293f, ended at mp10 3/4, 72.4 (BP 65.4; DoG 72.6). 2 miles on the level took us to 71.4 (BP 65.2; DoG 78.5) at mp12 3/4 where we approached mp13, the start of a fireman's bad dream, the punishing 13 mile climb to Grayrigg Summit. The gradients vary but there are no level or falling gradients at all. It started with 3 miles of 173r, the first reference being the site of the old Milnthorpe Station, mp13 1/2, passed at 68.2 (BP 63.6; DoG (77.2); then mp14 1/4 at 66.1 (BP 61.9; DoG 71.3). We passed mp15 at 65.9 (BP 61.2; DoG 63.1); Hincaster Jn, mp15 1/2 at 65.2 (BP 60.9; DoG 60.9). From here the Duke had the worst of track conditions as it was damp in the rock cuttings. No.7 passed mp17 1/4 at 66.4 (BP 63.1; DoG 63). Superb climbing by No.7. There were Green signals as far as the eye could see. The gradient steepened from mp17 1/2 to a mile of 111r, 63 (BP 57.1; DoG 59.5). Dry rails today so a lot was expected of No.7. At mp18 1/2 the gradient eased to 176r for 1 1/2m. We passed mp19 at 62.5 (BP 59.4; DoG 59.6); then streaked through Oxenholme Lake District, chime sounding, at a remarkable 63.1 (BP 58.6; DoG 59.8). We left the 176r at mp19 3/4 at 63.3 (BP 58.8; DoG 59).

We hit the steepest gradient on the climb next, over 3/4m of 104r, left at 61.9 (BP 57.9; DoG 56.9). a short bit of 1/4m of 213r, mp20 1/2, a GPS blip, 58.9 (BP 57.2; DoG 57.5) was followed by 3/4m at 124r, left at mp21 1/4 at 59.7 (BP 57.3; DoG 55.4). Kian must really have been looking forward to yet another almost 5 miles against the collar to the summit!! We were now on 2 3/4+ of 131r, we heard a bit of noise, left at mp23 3/4 at 58.6 (BP 56.7: DoG 53.2). Surprised the A4 was still a bit faster than the A2. Kudos to Kian and Matt. Really exceptional crewing on the climb so far. But then they were on the final section to the summit, over 2m+ of 106r. Easy! We crossed Docker Garth's Viaduct, mp24 at 58.2 (BP 56.9; DoG 52.1); Lambrigg Crossing, mp24 1/4 at 57.3 (BP 55.4; DoG on damp rails, 50.9). Our predicted mid 50s was very likely. Comparisons with 60532 ended at mp25 when we were signalled into the summit loop. No.7 passed the end of the 106r at 53.5; then passed the summit, mp26,396r, at 54.9. An excellent climb. Comparison wise, the best we can do really is mp13 to Lambrigg, mp24 1/4. The elapsed times were:

60007 10m 48s
60532 11m 23s
71000 11m 22s.

Attrition Rates were interesting.

60007 mp13 69.2; mp24 1/4 57.3 Rate: 11.9mph
60532 mp13 65.3; mp24 1/4 55.4 Rate: 9.9mph
71000 mp13 78.7; mp24 1/4 50.9 Rate: 27.8mph

71000 was affected more by damp rails. We always expected 60532 to have the lowest rate as it is a superb climber. No.7 showed its mettle. Shap will be seriously interesting.

Today No.7's elapsed time from mp13 to mp26 was 12 mins 41.2 secs. No.7 holds the Preservation Era record with a time of 12mins 10.17secs with load 10 on 18th April 1998. Can't remember why we didn't do that as we weren't out anywhere else on the mainline that weekend. Today's run was 9th in the Top 10.

Grayrigg to Shap Summit

Back to the present. We ran under the M6 bridge then down the mile of 204f to mp27. We passed it at 64.5; (BP 36.6; DoG 61.4). the 204f was followed by 3 more miles down the grade to mp30 1/4. First, a mile of 777f to Low Gill, where we got to 63; (BP 46.3; DoG 65); then after 1/2m level and 1 1/2m at 425f, we passed mp30 at 72.7 (BP 64; DoG 77). Hmmm, thought No.7 would have been the fastest. Matt didn't go for a seriously fast bottom of the climb run. We had mile and a quarter of level track next, A4s love that. We passed Tebay South, mp31 1/4, at 72.3 (BP 69; DoG 79.7). the Shap Times for comparison purposes starts at mp31 1/2, Tebay, 146r, passed at 73.3 (BP 69.5; DoG on the charge, 78.9). We were on the mile and a half 146r, the lower slope of Shap, we crossed North Lune Viaduct, mp32 1/4, at 71.1 (BP 66.7; DoG 77.2); and the end of the 146r, mp32 3/4, was taken at 69.5 (BP 65.1; DoG 75.7).

This was going to be interesting as we expected more of a charge with No.7. We passed the first 1/4 milepost on the 75r, mp33, at 69 (BP 65; DoG 75.1). Differences in speeds here are common as drivers have their own view of how best to tackle the mighty Shap Bank. Our fireman, Kian had to be on the top of his game, with Matt making good use of the steam to get us over the summit at a good speed. Shap always bites back. A mile in, mp34 was passed at 63.1 (BP 58.1; DoG 69.5). Saw the front of the train and the smoke was going hard right and back, a gale force wind, close to being a full on headwind.

That didn't help but it's always windy up there. A mile further on, we passed mp35 at 57.1 (BP 52.6; DoG 60.5). Just after we crossed Scout Green Path at 56.9; (BP 52; DoG 59.7). in 2 miles, No.7, had only dropped 12 mph compared with 60532's 13 mph and 71000's a bit over 154 mph. Onwards and upwards. No.7 charged on and we passed mp36 at 53 (BP 48.9; DoG 53.8). The final mile and a quarter is always an interesting section so I've listed the remaining quarters to the summit. They were:

mp36 1/4, 52.1; (BP 48; DoG 52.3);
mp36 1/2, 51.4; (BP 46.7; DoG 50.6);
mp36 3/4, 51.4; (BP 46.6; DoG 49.3);
mp37, 51.8; (BP 46.7; DoG 47.5) and
mp37 1/4, the climbing summit; 51.4 (BP 47.2; DoG 46.3).

The GPS didn't waver as it was quite sunny. The slowest speed between quarters 37 and 37 1/4 was 51.1 (BP 46.2; DoG 45.8).
We passed the Plateau Summit, mp37 1/2, at 53.2 (BP 47.9; DoG 46.9).

Some Stats
The elapsed times from Tebay, mp31 1/2 to the climbing summit, mp37 1/4 were:

71000 5mins 29.6secs;
60007 5mins 42.3secs;
60532 6mins 11.4secs;

Speeds at Tebay: 60007 73.3; 60532 69.5; 71000 78.9
Speeds at the climbing summit: 60007 51.4; 60532 47.2; 71000 46.3

Attrition: 60007 21.9mph; 60532 22.3mph; 71000 32.6mph

We were seriously happy with the performance of No.7; actually meeting our expectations.
We weren't sure what kind of descent we'd get today. The Duke was fast; Blue Peter languid. We dropped down the 106f to Hardendale Quarry, 65; later, on the 125f, we passed mp43 at 72 (BP 63.8; DoG 76.9) and at mp 47 1/2, 62.6 (BP 64.3; DoG 65.9), all being eased for Penrith approach. We were early and were held for just over 3 mins at a red signal before allowed into Penrith, 2 late.

We were ready to leave early after taking on water and didn't know what to expect on the run down to Citadel. We left 2 late. We passed mp53 1/2, at 42.9 (BP 62.8; DoG 50) that gave onto a climb; 2 and a bit miles of 186r; ending at mp55, 56.1. Now on the level, we passed mp56 at 59.3 (BP 59.3; DoG 69.1). Back on falling gradients, 172f, we passed mp58 at 63 ish (BP 66.9; DoG 69.8); mp59 66.7 (BP 62.9; DoG 71). Brakes came in down the final 131f and we passed Upperby Bridge at 47.1. 71000 had gone down the bank in the high 60s and was down to 17 by Upperby Bridge. We arrived at Carlisle Citadel at 1422, still 2 late. What an excellent outward run.

The break in Carlisle

Di and I fancied something to eat so wandered down to the Woodrow Wilson. Beer Festival Time and I really enjoyed a couple of pints of Acorn Brewery's Bourbon Vanilla Porter with a hint of chocolate. Di had a glass of Villa Maria NZ Sauvignon Blanc. We had both size All Day Brunches. Both were really tasty. Our friends wandered in later for a drink. Both John and Phil enjoyed the Acorn Porter too.

We left early enough to visit the Scott and Brassey on Platform 4. A very different pub to the old 301 Miles from London. It's a Lancaster Brewery Pub and the men sampled the superb Lancaster Red. John and I had a second while Phil had a Lancaster Black. The ladies had soft drinks. A seriously nice pub we'll definitely visit on the 28th and April 8th.

The Return journey

The departure board was showing our train as a 1714 departure from Platform 4. Class 37 Flopsie dragged the consist back into the station right time and we were in our seats, Di and I on the Table for 2 now milepost side, well before the long blast on the chime whistle signalled our departure.

Over the beers we'd decided No.7 could get a 60 mph summit speed if the outward performance was maintained. Our driver was James Venables, recently passed out, with Jack Gresty his firemen. Bob Hart was TI. I was determined to get as many mileposts as possible on the climb to Shap Summit. The light was OK but the posts are all over the place on the climb. It makes them easier to pick out being a whole running line away from them.

Looking forward to this. This is about 60007 only as both previous runs were in darkness and mileposts impossible to see. I'll put a table together including the first 2 runs from the internal GPS Data; and this real hand timed one.

Think there was a slip before we passed the end of the platform at 11.7; then crossed South Jn at 15. On the level now for just over a mile, just what an A4 would have ordered. By mp68 1/2 we were up to 27.7; mp68, end of section, 32. That gave onto 3 1/2m+ of 131r, first of Jack's challenges. We passed Upperby Bridge Jn, mp67 3/4, at 35.4; mp67 at 41.9; mp44 at 45.1; and mp64 1/4, end of section at 50.3. No respite for Jack but an easier gradient, 184r for 1 1/2m+. We passed the mid-point, mp63 1/2, at 53; mp63 at 53.9;and mp62 3/4, end of, 55.7. a 1/4m on the level took us to 57.3; then back to climbing; 3 miles at 228r. We passed mp61 at 59.4; mp60 at 62.4, the speed we left the section. The gradient eased a bit to 172r for 1 3/4m; mp59 passed at 62.8; end of at mp58, Calthwaite, at 62.4.

Now to something No.7 would love - almost 3 miles on the level. It was probably noisy up front, but who knew? We passed mp57 at 65.6; mp56 at 69; and came off at 70 onto almost 2 miles at 186r from mp55, 69.6. we passed mp54 at 61.9 and felt a brake touch; then came off at mp53 1/4 at 61.2. We hit the odd bit of the climb - a fall in gradient to 539f for 3/4m, left at mp52 3/4 at 65.6. Next came 1/2m of level to mp52 1/4, 68. We were on Penrith Approach and passed mp 51 1/4 at 65.9 before streaking through the station, chime to the fore, at 65. Good stuff!. We came off the section at mp50 1/2 at 68.4. Really.

Just over a mile of 193r, left at mp49 14, 69.2, led to a mile of level that we left at mp48 1/4 at 70.2. interesting. Jack loves the next section - not - 7 solid miles at 125r. We passed mp47 at 67; mp46 at 65.5; mp45 at 66.4; mp44 at 66.3; mp42 at 65.1 and ended at mp41 1/4 at 66.1. this gave to a mile of 142r left at mp40 1/4 at 65. What a climb so far. We hit the plateau that held Shap station in the old days. We passed mp40 at 66.6; mp39 3/4 at 68.7; Shap station Building at 68.4 then missed the gradient change point, mp39 1/4. We were on the final close to a mile and a half of 106r to the climbing summit at mp38. We passed mp39 at 64.6; mp38 1/2 at 58.5; mp38 57. Just like coming north there's a plateau summit, mp37 1/2, passed at 60.2 to end a truly remarkable climb by No.7. Excellent crewing.

The elapsed time from Carlisle was 34mins 13.37 secs. A chat with Nigel Wilson, Chairman of the Trust that owns No.7 confirmed it had been the fastest Southbound Climb of Shap in the Preservation Era.

The previous record was held by 60163 Tornado in 34mins 39secs, albeit with an 11 coach train; ours was only 9.

This report ends here as I might not have time to finish it before Monday and with such a superb day in the Northern Fells and comments made it seemed a good idea to post it now.

Thanks to everyone involved in running the train. Will add more to Part 2.

 

Below are the pdfs I've done so far. The full outward is there complete with lots of 'missed' posts to Barton. After that we got most.
Settled on the 3 pdfs below.

 

Thank you for the report. Small correction, A4s have 6’ 8” Driving diameter

 

Ta. Typo. Too much to type...

 

Brilliant report which conveys the excitement of the day as well as the analysis. Thank you so much for compiling and posting.

 

Thanks Graham, a report worthy of Sir Nigel's magnificent run. I for one realise the effort that goes into producing a report of just a single trip never mind adding all the detailed comparisons with the previous two. As often seems to happen Oswald missed out (this time by choice) on a record run. Thanks once again.