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.