Fellsman 2026

D213 Andania takes the Hellifield line at Daisyfield junc with the Fellsman to Carlisle on 5/8/2026

David

 

40013 Andania Seen passing Arcow Quarry in showery conditions.

 

Andania at Low Baron Wood

 

D213 Andania climbing through Horton in Ribblesdale this morning, between a couple of heavy showers.

https://www.flickr.com/photos/90397953@N02/55443722892/in/photostream/

 

40013 Andania with the return leg passing Stockber.

 

Would be really good to see it head to Kingswear as it did on 12th July last year. A wonderful sight. [BJ]

 

I see it has a diesel loco on the back. No doubt as a spoiler for those in the front coach there to enjoy the thrash from the xxx class loco on the front. Presumably that is there as a show pony?

Bryan - and a very clean show pony too - B

 

The S&C Fellsman 05 Aug 2026 with D213 Andania hauling 11 & D1924 Crewe Diesel Depot

Several months ago, when I booked a trip on the Fellsman I chose a trip that was later in the year in the expectation that any early season fire risk would have passed – little did I know! I haven’t yet had a trip behind Blue Peter over the S&C and despite some recent rain in the NW it was never going to be enough to allow steam to run. I wasn’t looking forward to being hauled by a 47/57 and neither was Mrs W; she was in favour of staying at home. I did think of contacting Jeremy and asking if he would roster something a bit more tasty. I didn’t need to bother as it was reported that the class 40 was being moved from Barrow Hill and was to be the booked loco. If you can’t have steam, then a class 40 is about as good as it gets.

It has been day after day, week after week of warm/hot dry and sunny weather so what did Wednesday’s forecast hold? Frequent rain showers driven in on a brisk and cool westerly and a temperature of around 15C – nice! We were travelling from Blackburn departing at 09.55 from platform 2 and, with the station being only a 15min drive away, no adjustment to our morning schedule was necessary. Despite this Maisie quickly sensed that something was different and manipulated the situation to get extra attention and more importantly some extra food in the way of cat treats. She certainly wouldn’t be neglected as Oswald Jnr was her servant for the day; she prefers two or three servants; you can never have too many! – she says.

It was cold and blustery as we walked from the car park and onto the station, but thankfully not raining. The Fellsman was running to time and about 15 mins away. The service train that was booked to use platform 2 came and went (RT). As we waited some fine rain was blown in on the stiff breeze but that wasn’t the only thing, the unmistakeable sound of a big diesel engine swept in, rumbling and grumbling. Finally, the sound became quieter as the cab of D213 came into view, the train moving slowly under the modern Wainwright Bridge then over the old L&Y bridge that crosses Darwen street before easing to a stop.

We took our seats near the front of coach H, the 11th of 11 with D1924 on the back. It was a quick stop and we were off through the tunnel, then left at Daisyfield Jn and the climb to Brownhill. Being so far back (and near to the 47) it was impossible to hear the distinctive sound of the 40. We might not be able to hear it but it was making its presence felt with 37.5mph as we neared the top of the climb. We spotted a friend watching from the estate just before the line bends and crosses under the ring road.

Next stop, Clitheroe our final pick up, arrived 4E and left RT. Joining at Clitheroe and seated across the aisle was someone who I regularly chat with on stations, bridges etc. He had two questions, will we be getting a write up and who is looking after the cat? I set his mind at ease.

Our water stop at Chatburn was not required and we pressed on towards Hellifield, presumably looking for a chance to run early. We waited on the approach to Hellifield for 18 mins until a gap appeared and we were off. We trundled thro’ the station at 15 and now almost 11E, the power was applied and by Long Preston we were up to 47. Speed grew quickly and we passed Settle Jn SB at 60.8 & over 12E. The gradient didn’t seem to matter with 57.8 thro’ Settle, 54.5 into Stainforth Tunnel and 54.9 & 14E at Helwith Bridge where rain began to fall. Up to a max of 58.4 on the level approaching Cragg Hill Farm. Our luck was in as the northbound train from Arcow Quarry had left 20E and would be safely in the loop at Blea Moor before we neared Horton in R.

The cloud base was low as we reached H in R (54.5 & 15E). Speed remained in the range 54-56 approaching and then beyond Selside until the big loco was eased on the approach to Ribblehead (passed 18/22 mph & 16E). Gently across the viaduct where landmarks were at a premium in the heavy cloud. Power was re-applied and speed increased as we passed Blea Moor SB (28.4 & 15E). Settle Jn SB to Blea Moor SB in 17m 59.7s. Rain was falling as we entered Blea Moor Tunnel at 39.6 (19m 25.9s from Settle Jn SB). We left the tunnel with heavy rain lashing against the western side of the train as we sped at line speed perched high on the valley side. 16E & 61.6 at Garsdale before curving away and on to the summit (55.8).

We continued down the hill arriving at our booked stop in Appleby 15E, time for a leg stretch. It was cool and breezy as we wandered to the sharp end where Andania, besides looking splendid, was making that distinctive whistling/burbling sound unique to class 40s. We left RT for our final stretch to Carlisle, the weather was mixed as it had been for much of the journey; there were patches of blue sky as we dropped down past Little Salkeld but more heavy rain approaching Howe & Co. It was on this stretch that we crossed with the seemingly endless southbound log train. We stopped in pl3 at Carlisle RT.

As Mrs W was more than ready to leave the station, I forfeited my usual stroll to the front, but I did have a brief chat with Jack Gresty. Had it been steam then Jack would have been firing, as it wasn’t, he said it was the easiest firing turn that he’d ever had. He was very appreciative of D213’s abilities but, he added, “it’s not an A4” (SNG is Jack’s favourite loco).

Along to the Woodrow for fish and chips; the fish was very good, the chips less so (warm and soggy), hey ho! We wandered to the city centre and to M&S, a browse around the clothes and then some sandwiches and fruit for the return journey. There was still around an hour until the return was due to leave, Mrs W fancied some more shop browsing; Oswald was excused and returned to the station.

Whilst waiting, two announcements were made that are a sad, but all too common, reflection on the current state of the railways. The first concerned an Avanti service to Euston that would run only as far as Preston because of the non-availability of a member of train crew. The second involved the cancellation of a Northern service to Newcastle as too many trains needed repairs at the same time. Mrs W returned to the station and we headed back to pl3 where the train was already waiting. As the whole train had been turned, we were still at the back.

We left RT and carefully picked our way south, once clear of the various junctions speed built nicely, very nicely. 2 miles out and under the M6 at 37.2, now climbing and past the former Cumwhinton station at 43.5 and up to 51.6 & 3E at Howe & Co SB and onto the 1/132r towards Cotehill and Low House Xng SB. Sadly, we had gained on the Leeds service that had left Carlisle (1L) and only 8 mins in front of us. Speed dropped to 13 as we trundled along waiting for the signal to clear. We passed Low House at 31.5 & 3E. The onward journey was now more measured and gave more opportunity to enjoy the scenery on what was now a pleasant sunny afternoon (in parts). By Langwathby we were back to running RT and this continued until after Kirkby Thore, Long Marton (54.7 & 1E) and by Appleby we were 3E & 54.1.

We briefly touched 60 but by Ormside this had been allowed to fall back to 53.3 as we started steam’s “Blue Riband” section. Without trying we were gaining on the schedule and in danger of catching up with the service train; 51.7 across Smardale Viaduct was allowed to fall to 36.9 at Kirkby Stephen but more than 4E. Again, it was a measured climb by a loco capable of so much more, 37 at Birkett Tunnel, up to 45.5 at Mallerstang (6E) with a max of 48.8 beyond. 41.7 at Angerholme and 40.4 under the B6259. Then approaching the summit the brakes came on and down to 26.9 as we passed the summit board. The braking continued and we came to a stop about a mile north of Shotlock Hill (signal)

We were held for 6 mins. (No phone signal meant that I couldn’t check at the time but it looks like Garsdale SB was switched out and we were held whilst the preceding Leeds train cleared the section at Blea Moor.) The issues didn’t end there as we were held at Blea Moor whilst a Carlisle bound train cleared the single line section. On our way again (1L) we crossed the viaduct then raced down the hill for our “water” stop at Settle (2L). Several passengers chose to have a leg stretch but, as we would be leaving at Blackburn, we passed on the opportunity.

We headed away from Settle 3E, across Settle Jn 1E and with the road clear at Hellifield we crossed to the Blackburn line for a gentle amble through the Ribble valley. We were held for 5 mins at Horrocksford Jn whilst the Rochdale Flyer vacated Clitheroe station. Given the road, we eased into the station to allow the Clitheroe passengers to depart. 4E we left and trundled towards Whalley giving as much time as possible for the Flyer to be well on the way to Daisyfield Jn (the end of the section that starts at Whalley). Despite our best efforts, crawl, crawl, stop, crawl, stop we were held at Whalley.

A little over 11L we began our “4.5 miles of fun” that is Wilpshire Bank. The Flyer had been held at Daisyfield Jn whilst a late running Blackburn-Wigan Wallgate headed east. We powered across the arches shortly before the rain began to fall. By Billington speed was up to 27, we continued to accelerate and by Langho we reached 32.6 & 10L. It was not until we were nearing Wilpshire Tunnel that the speed dropped below 30, out of the tunnel and on towards the summit with 24.5 thro’ R&W station (9m 36.1s for the 4.5 miles). With Blackburn nearing we packed up and headed for the vestibule; the train stopped in pl2 (11L) but with the door about 5yds short of the platform. A quick walk through the adjoining coach and we were on the platform and it wasn’t raining.

Thanks to all those involved in planning and operating today’s trip. Special thanks to all those who “whistled” up Andania at short notice; if you can’t have steam then the 40 is a more than worthy alternative. On the outward leg the pieces fell nicely into place and allowed Andania to flex her muscles; the path for the return offered no such opportunities. Special thanks to Terry our steward who kept us well served, well informed and entertained.

Back to the car and the short drive home. As we stopped it began to rain, Mrs W was inside in a flash. By the time I’d gathered up my bits and pieces it was swilling down, I got wetter in the few seconds that it took me to reach the front door than I had all day – lucky old Oswald! Maisie who had been asleep wandered towards us, gave a couple of head rubs to proffered hands, yawned, curled up on her blanket and went back to sleep. Were we missed?

 

Great report as always David. I'm bound to say it but you had "Fellsman Weather" .....

 

Thanks Danny, Fellsman Weather indeed

 

As it was a 47 presumably providing all the power!
I will just grab my coat

 

A couple of phone pics from Wednesday's trip


Easing in to Blackburn station with the northbound train


Fellsman Weather pt1 (Northbound) - The "view" down Dentdale


Fellsman Weather pt2 (Southbound) - Crossing the River Eden on Long Meg Viaduct