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Cumbrian Mountain Express 2021

Discussion in 'What's Going On' started by 1020 Shireman, May 17, 2021.

  1. gricerdon

    gricerdon Member

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    Wish I could have been there but XC now don’t run their first train up from Soton. What was the Carnforth to Carlisle time?
     
  2. 60017

    60017 Resident of Nat Pres Friend

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    Thanks Alan. I went up on the train (first trip by rail for 20 months) and was hoping for a break in the cloud...but alas no luck :(
     
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  3. nige757

    nige757 Well-Known Member

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    45699 Galatea running as 45627 Sierra Leone is seen from Salterwath then on the return at Stockber.

     
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  4. Oswald T Wistle

    Oswald T Wistle Part of the furniture Friend

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    With locomotives elsewhere and SG seemingly side-lined with a troublesome steam leak it was down to 10A's "Leone Ranger" again, this time with a more modest 11 coach train. In recent weeks I have seen 45627 haul an improbable 13 coaches and then a slightly lighter 12 coaches up Wilpshire Bank with speeds being firstly a formidable 20 mph and then 19 mph (in drizzly conditions) through Ramsgreave & Wilpshire, so 11 should be easy peasy!

    The train had dropped time on the climb to Aisgill and had failed to redress the deficit so was held at Horrocksford Jn to run behind the 17.25 Clitheroe to Rochdale service instead of in its planned slot before the service train - so it was going to be a bit of a wait. This time I decided on the Clitheroe end of the down platform at R & W station. Throughout the day it had been generally dull, dry and cool (currently 15C) with a gentle breeze from the south east. The service trains were running RT and crossed in the station. The Rochdale bound train cleared Daisyfield Jn a little early allowing the CME, which had already left Clitheroe, to enter the section at Whalley. I reckoned it was going to be about 30 minutes late.

    After a few minutes an unmistakable noise of the exhaust could be heard in the distance (this was a full 5 minutes before SL eventually passed through the station and would correspond to the train leaving the outskirts of Langho around 1.5 miles away). The noise grew louder and louder, then silence as the train entered Wilpshire Tunnel before returning but now much louder. Soon the loco came into view, a column of pale grey exhaust was being projected high into the sky as 45627 came ever nearer, the noise rose to a crescendo as she came alongside. I offered a wave to the guys on the footplate and got TWO waves in return, the second being from a coal/soot stained arm, seemingly without a body attached.

    SL blasted on through the platforms, sanders on despite the dry conditions (a response to the perceived perils of a notoriously damp tunnel?). The noise was wonderful as SL climbed the last few yards to the summit, then a long joyous blast on the hooter as the summit was conquered. Power remained on and the exhaust beat quickened rapidly as the train dropped down towards Blackburn and out of sight.

    Around 19 mph approaching the station and 32L. Oswald packed up and was also late (for his tea). Thanks to all involved for providing such wonderful entertainment and especially for the TWO waves - Oswald is a happy man.
     
  5. Oswald T Wistle

    Oswald T Wistle Part of the furniture Friend

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    It always takes me an age to import videos from my phone(s) and upload videos - I put it down to my creaky old laptop (computer, knees or hips - take your choice The weekend is getting better and better, TWO waves from the footplate, today is a sunny day and I've just had an email to tell me that I've won the National Lottery (a free Lucky Dip and a fiver). The video is all about the sound that a hardworking Jubilee makes when climbing a steep bank - so crank up the volume and enjoy.



    (Oswald's excuse - the approach shot is skewed to the right as I didn't re-attach my phone correctly after removing it from the tripod to check the cricket score)
     
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  6. 1020 Shireman

    1020 Shireman Well-Known Member Friend

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    Not correct assumption there David. We arrived at Horrocksford Jn approach right time at 1709 but the signaller had allowed the Rochdale Service straight back into the station at 1701 instead of holding it until 1715 as he should have.
     
  7. Oswald T Wistle

    Oswald T Wistle Part of the furniture Friend

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    Thanks Graham. There is usually enough time allowed between Hellifield and Horrocksford to make up smallish deficits but when you didn’t appear before the service train I just assumed that you were late - you can’t beat being there.
     
  8. 1020 Shireman

    1020 Shireman Well-Known Member Friend

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    From The Lone Correspondent in rural South Wales...wprth the write up I think.

    Cumbrian Mountain Express 4th September 2021

    The 'extra' CME and one where the Scot was due to tackle the Cumbrian Fells once again, this time with load 11 provided 10 left Euston. Even with the steam leak 46115 went well on the Dalesman on Thursday so we were looking forward to some good performances from the big locomotive.

    We're still not doing crowded service trains so drove to Crewe again. No stewards at Crewe so we had no idea which way round the stock was. Despite the email telling us the departure time off Crewe had been brought forward to 0932 from 0938 - the panels on the station showed 0938. We saw the Class 86 outside the station as usual a bit early, but the train wasn't allowed in to Platform 6 until 0936. Load 10, 11 behind the Scot from Carnforth, with Standard Class on the front. We're still in risk averse mode so again had booked a 4+4 in Coach G. None of our friends were out with so Mrs S and I had a table each as my mileposting papers take up most of one.

    We got to Carnforth D&UGL right time and the 86 was released quickly. Dull cloudy day but hardly a breath of wind. Strangely we could have sworn we heard the big Bulleid's whistle (was 35018 on shed?) but then a Stanier Hooter as we thought the Scot backed onto the train. But it wasn't. Ralph, our Coach Steward came down and told us it was the dissociative identity disorder suffering Jubilee. Our driver was David Blair, with Martyn Soames his fireman. Been years since we had David on the front of a train. A Jubilee with 11 should be entertaining if there's good black stuff in the tender.

    Hooter blowing David eased the Jubilee across the junction and out onto the mainline and down the mile of 369f to the foot of Yealand Bank. Good acceleration to pass mp6 1/4, on the station side, at 20 mph. Then we heard what was going to be the theme of the day, the Jubilee Roar. Speed rose to 38 on the short level section and was held past mp7, the start of the 2 1/2 mile bank at a solid 134r. Plenty of dark smoke from the front with a quite deafening roar as we well and truly attacked the bank. A mile in and still doing 34.7. then speed rose a little and we passed mp9, 2 miles in at 35.6 then passed the summit at 35.7. Excellent stuff. Just the sort of start to the day we wanted.

    Brushed bits of coal off my timing sheets and wondered just how hard David would work the Jubilee on the approach to the long and arduous Grayrigg Bank, almost 4 miles away and 13 miles in length. The cacophony of noise and the unburnt bits of coal clattering the ventilation flaps told it all - hit it hard! The aim is to pass mp13 at 60+, the higher the + the better. Over the 1 1/2 miles of 293f speed rose rapidly to 54.5 at mp10 3/4, and with hard work from Martyn up front, we left the level section onto the bank at mp12 3/4 at 63.7; passing mp13 on the start of 2 miles + of 173r at our max of 64.2. Couldn't have asked for more. What a racket from the front as we only dropped back to 55.5 at mp16 where the gradient steepened to 153r for 3/4 of a mile. No let up in sound as the Jubilee gave nothing to this section and on the next mile of 392r got back to 56.8.

    You need that as the next section is much steeper, a mile of 111r. The bank bit back and we left the section at 48.3 at mp18 1/2, the start of the easier 176r through Oxenholme. Loud long blast of the hooter and 45 something or other roared through the station at 47.8 and left the mile and a half of 176r at 46.9. Then the steeper 3/4 mile of 104r took speed down to 41 as we passed mp20 1/2 with a short respite at 213r where we picked up to 42.2. Still a very hard 5 miles + to go to the summit. Wearing on the fireman as we attacked the 3/4m of 124r, left at just below 40 at mp21 1/2. Another 2 miles of 131r where speed only dropped to 35.7 as we left the section at mp23 3/4. And then we came to the really hard part, 2 miles+ of 106r. Would we top the summit at 30+? Possibly. No let up in sound or firing, or smuts landing on my timing sheet as speed slowly fell to 35.1 at mp24; 30.9 at mp25; then to 29.2 at mp25 3/4, the end of the 106r. There's a 1/4m of 396r to the summit at mp26, passed at 28.9.

    There's no let up for the fireman on this route as there's just 7 miles to build a good fire before we hit the foot of the 4 miles+ of 75r to Shap Summit. Then there's the need to pick up speed. Down the mile+ of 204f to 47.4, then David charged the mile+ of 777r through low Gill, end of section 54.7. Being harsh, we needed to be closer to 60 here. Next was the mile and a half of 425f, a real charge that took us to an excellent 67. Quite deafening sound now echoing around Tebay and the fells as we really roared along the mile+ level to Tebay South, mp31 1/2, to hit the 2 mileish of 146r at 71 mph. It doesn't sound steep but this section always pulls trains back and we crossed the North Lune Viaduct, mp32 1/4 at 67. We lost more speed to take 63.7 onto Shap's 75r at mp33. The acid test of a locomotive's climbing prowess on any day is Shap, and you never know what you'll get.

    The first mile is always punishing and we duly lost close to 10 mph to pass mp34 at 53.9. Still good and a 30 mph summit speed within the bounds of possibility. In general we'd expect to lose 9-10mph per mile on the climb and this proved to be true as we passed mp35 at 44.3. Would David fine the Jubilee's sweet spot that often seems to happen on the upper stretches of Shap and results in a much lower attrition rate. Onwards and upwards.... We passed mp35 1/2 at 39.5; mp36 at 36.1 - now an attrition of under 8mph/mile. The final mile and a quarter went: mp36 1/4, 34.2; mp36 1/2, 32.9; mp36 3/4, 31.3; mp37 - with a deafening sound reverberating off the cutting sides - 30.2; and then past the Climbing Summit, the end of the 75r at mp37 1/4 at 29.2.

    Just after we passed the post the Jubilee suffered a short slip and our minimum speed dropped to 28.1 before we passed the plateau summit at mp37 1/2 at 28.4.

    29.2mph at mp37 1/4 is an excellent speed for a single chimney Jubilee with 11 on and adds another accolade to Galatea's ever increasing list that has included taking load 13 both ways over the S&C on more than one occasion in recent weeks.

    So the mighty Shap done and dusted - and we were right time too - what of what used to be the sprint down the grades to Penrith and on to Carlisle?

    It started well and by mp39 on the 106f we were bowling along at 55.2. down the long 125f speed rose steadily to 71 by mp71.2 and to 72.8 at mp48 1/4. For a reason not obvious the brakes came in quite hard and instead of roaring through Penrith at close to 75 we were down to 58 and really didn't pick up speed until we passed mp53 on the 539r. A mile further on the 539r and we hit 65. On the level we got to 67 and David used the 172f/228f to reach 73. Bit of a disappointing end to the outward run but we rolled into Carlisle Citadel a minute or so early. As the Citadel is still effectively one platform down the running might have been dictated by platform capacity.

    Shame as it looked like we'd have done a sub 70 minute run from Carnforth. Instead the elapsed time was 74mins 16.96secs.

    As for family reasons we are in risk averse mode, no packed Wetherspoons for us. Mrs S had brought packed lunches that we decided to eat on the station where we could watch the shunting. We have an excellent butcher in Raglan and the veal and egg pie and thick slices of tongue were beautiful. Shame about the salad!! Control was very good and it wasn't long before the Jubilee propelled the train out of the station and provided a nice spectacle for the photographers as it arrived in Carlisle again!! The stock was parked up in the sidings alongside Platform 1. A few minutes later the Jubilee propelled the POB rather noisily through the station and down to Upperby Depot for servicing, running 'across' the front of the Edinburgh Pendolino standing at Platform 3. Nice one Control.

    As I fancied a pint we wandered across to see if The 301 Miles from London Artisan Pub was open. It was and they had 2 real ales on hand pumps. One was Workie. That brought back memories of the late 1990s when the Tyneside Mordue Brewery won the prestigious CAMRA Beer of the Year with a silky smooth bitter called Workie Ticket. It was such a nice beer I persuaded the owner of our 'local' to get a barrel in. It didn't even last a Friday night in South Wales!! The pump clip said both The Blue Brewery and Mordue. The beer was excellent and as smooth as I remembered. Quick Google showed it was 1997 when Workie Ticket was Beer of the Year, and that Blue, a North East Group, had rescued Mordue and Workie is now brewed 'as was'.

    I digress; and back to the train. Galatea propelled the train into the station right time and we left right time at 1422. Changed sides in the carriage but we were now 9 1/2 back from the locomotive. It was still dull and cloudy and the air was quite still so we hoped to hear a bit of noise during the afternoon. That turned into a bit of an understatement. Once we cross Petteril Junction, the line has a gradient of 132r for almost 7 miles, so no quiet start for Martyn - the crew was the same as on the outward with David still our driver. A gentle run away from the junction after mp307, passed at 22 saw speed only rise slowly to 28.4 by mp306. Then our crew must have been satisfied with the fire as the sound level went up quite a few decibels, easily audible where we were as the sound changed from the three cylinder irregular beat to the familiar Jubilee roar.

    Pick up was still steady, 30.7 at mp305; and 32.4 as we passed the old Cumwhinton Station, close to mp304. Then we did get a serious bit of acceleration and more noise as speed rose to 40.5 in half a mile. Not sustained though, and a max of 41.3 at mp303, opposite Howe and Co. SB was followed by a gradual fall to 38 at mp302. There's always a slow section then to Eden Brows, the massive concrete viaduct built after the catastrophic land slip in February 2016. Crossed at 32 speed then rose noisily to 37 at mp300 before where the gradient falls to Low House Crossing, passed at 40.

    We slowed for the 20 tsr through Armathwaite. Pick up after was decent and we crossed the viaduct at 40. The Jubilee accelerated on the 220r to Baron's Wood 1, then on the 165f speed rose quite rapidly to 63 as we roared through Lazonby and Kirkoswald. Speed was held at a 'good' 60 then until Long Meg, mp291 where the 2 miles+ of 264r/132r/110r pulled back speed to 50 just before Langwathby.

    On mainly falling grades speed was back to 57 as we passed mp287, 264f, then on the mile+ of 330r was held into Waste Bank Tunnel. Culgaith Tunnel, level, was dismissed at 57/8, then fell to 52 over the mile and a half of 132r/200r to New Biggin. Back to 60 through Long Marton, mp280, then falling to 51 on the mile+ of 120r before slowing for our water stop at Appleby. We arrived right time, 1506, elapsed time from Carlisle 44mins 52.67s.

    Mrs S had strolled forward to be early in the queue for ice cream. We had rather splendid English Lakes Double Jersey Traditional, made in Kendal.

    Water replenished and safety valves simmering, we were ready to leave, 3 minutes down at 1519. Of late we've had some different charges out of Appleby. Today was an 'in between' start. Down the 440r to pass mp277 at 20. Then using the mile of 176f, to 45.8 at mp275 3/4. Not quite what was expected. On the level to 49.3 and off the viaduct at 50. The Blue Riband section begins at mp275, the start of a 3 mile long section of 100r. We passed it noisily but at only 49.2. A mile further in at mp274 speed was down to 42.8, and we dived into Helm Tunnel at 38.1. Not good. Out of the tunnel past mp273 at 35.2 and then past mp272 at 31.2.

    Then we got into the 'respite'; 1 1/4 miles of 166r saw speed rise to 37 and then an even easier mile of 200r to mp 270, passed at 40. Bit of level across Crosby Garret Viaduct, left at 49.7. Back on 2 1/2 miles of 100r now. We crossed Smardale Viaduct (268 3/4ish) at 47.2; passed mp268 at 43.6 and by mp267 speed was down to 37.6. plenty of noise through Waitby Rock Cutting, and we set a small fire there. Slight respite of 1/4mile 264r through Kirkby Stephen, 35.4, and we passed mp266 1/2 alongside the Signal Box at 35.6. The jubilee rallied a bit and we hit 37 as we passed mp266.

    But then the steady fall in speed continued; mp264, 33.7; into Birkett Tunnel at 32.5/out at 31.8; then down to 30 at mp264. David used the 3/4mile of 330r around Mallerstang well and we briefly hit 39 at mp263 before speed again fell. It was down to 34.3 at mp261; 32.7 on Ais Gill Viaduct; and fell to 30.5 as we passed the Climbing Summit, mp260. The plateau summit board at mp259 3/4 was passed at 34.7. Time elapsed from Appleby to mp 260 was 29m 38.28s; over the Blue Riband Section, mp275-260, 24m 28.79s.

    We accelerated on the 2 miles+ of 165f, Shotlock Hill Tunnel 50; Moorcock Tunnel a mile further, 60. No tsr through Garsdale, 58 then a steady climb on the 330r into Rise Hill Tunnel, 51.5. Along the escarpment we passed through Dent at 34; crossed Arten Gill Viaduct at 49.6; Dent Head viaduct at 47.4 and entered Blea Moor Tunnel at 33.4. Out into sunshine. Batty Moss Viaduct was crossed at regulation 30; through Ribblehead Station at 32.5 and then on the 100f to 53 by Selside, mp245. Through Horton-in-Ribblesdale at 57; Helwith Bridge, mp241, 57; Sheriff's Brow at 61; Settle Station at 58.6; Settle Jn at 61. Got nice and noisy on the 181r; mp234 56.7; mp233 42; Long Preston, mp232 1/2, 290r, 30.4. Unfortunately the 114r climb is too near to Hellifield to challenge. We rolled into Hellifield Loop at 1628, some 8 minutes down. Time to swap sides as the mileposts did from Hellifield. The sun stayed out for the last leg of the journey too, greatly improving the light for milepost spotting.

    We were ready to leave when Les announced we'd be held for the late running Carlisle to Leeds unit. It was 10 down due to our late running so it was fair enough. Out of interest it only took us 2m 14.3s to leave the loop, pass the Signal Box and be fully on the branch. Still not time enough for the signal and point resetting I guess.

    Even with our 10 late departure at 1649, we had time to get to the pinch point of Horrocksford Junction at our booked time of 1710 as the time allowance on the 45mph line is seriously generous, 31 minutes to cover 12 and a bit miles. In 20 minutes, at 1709, we were slowing for Horrocksford Jn and fully expected to see the Rochdale Unit alongside the Signal Box waiting to be allowed back into Clitheroe at 1715.

    We were held at the approach signal and then Les announced the Signalman had made a mistake in releasing the unit into Clitheroe Station at 1701 so it was in our path. We had no option but to wait for it to clear - hopefully to Blackburn and even onward to Preston as Control owed us one.

    We left at 1727 and crossed the junction, now 19 down. The gates weren't down on Low Moor LC north of Clitheroe Station and we were briefly held. Then hopefully with a clear road we set off on the 127f/level for Whalley. We left Primrose Viaduct, mp20 1/4 at 30 but the brakes came in and David crawled along hoping to avoid the red signal at Whalley. Didn't happen and we had a further 2 minute stand outside Whalley Station. At least we were still on the 203f and managed to charge down the 3/4 mile to the Station, 33.2 and then we began the close to 4 miles of 81 1/2r on the Arches. It seems as if the tsr has been lifted and with lots of smoke and noise, 1/2 mile later we came off the Arches at 28.2, with speed falling quite rapidly.

    We passed mp17 at 24.7; mp16 1/2 at 22; mp16 at 21.3 and Langho Station at 22.2. Mileposts came out in the evening sunshine - nice to see after the cloudy, dull day. We passed mp 15 1/2 at 21.9; mp15 1/4 at 21.8; mp15 at 21.9; mp14 3/4 at 21.8. mp14 1/2 was missing but we passed mp14 1/4 just before Wilpshire Tunnel at 20.5. Seriously low attrition rate. Into the tunnel at 20.9 and out on the easier 88r at 21.1. The Jubilee slogged up the remainder of the bank and we passed mp13 3/4 at 19.6 and mp13 1/2 at 18.5. A small pickup saw us pass mp13 1/4 on Ramsgreave and Wilpshire Station at 18.7 and just saw the old Summit Marker, passed at 18.5. Over the top, we passed mp13 on the 73f at 32.8 and then drifted down towards Daisyfield, and hopefully a clear road to Blackburn and Preston. Must have had a green at Daisyfield, 20, though we were now 30 down; and then David accelerated through Blackburn, lots of smoke and noise, at 40. Rare that. It's all falling gradients to the end of the branch. David had a free rein and we charged down the bank and passed Mill Hill at 49; cherry Tree at 50; Pleasington at 57. We crossed Hoghton Tower Viaduct at 61.8, mp6 3/84ish; Hoghton LC, and Mintholme LC, both on the 101f, at a 'good 60'; and the brakes didn't come on until Bamber Bridge, mp2 1/4ish, 41.

    We drifted through Lostock Hall Jn at 33.4; the station on the 224f at 30.6 and had greens down to Farington Curve Jn, 32. Control was being helpful and we had the road into Platform 6; only snag is we had to cross all running lines. This we did and passed our Class 86 as we crossed Ribble Viaduct. It was on the far side so like us had to cross all running lines to get to Platform 6. We came to a stand in platform 6 at 1824, still 30 down with our booked departure time being 1838.

    Control really were helping us and released the Jubilee and POB rapidly and then allowed 86259 across the running lines to join the train just after 1830. I was up at the loco and we pointed out that 'Les Ross' was already in position at the head of the train. WCR's track certified man did an excellent and rapid changeover from Vacuum to Air on the set and much to everyone's surprise we were ready to depart before 1850. After the Trans Pennine to Manchester Airport left the station, whistles blew and we were allowed out at 1852, a mere 14 down. A good run to Crewe saw us arrive at platform 11 only 6 minutes down. The train left right time. A surprising end to the day when some folk were panicking about catching service trains!!

    No issue for us other than to get down to Junction 14 on the M6 before the closure at 2100. Did that no problem and got home at 2140.

    An excellent day out with the Scot's substitute Jubilee, 45699/45562/45627; almost worth the cost of our Covid Safe Seats. That was definitely the noisiest run we've ever had behind a Jubilee; plenty of noise heard 9 1/2 coaches back for most of the return as well as the cacophony of sound on the outward journey.

    One thing that disappointed us was that there were no announcements whatsoever about the wearing of face masks when passengers were walking through the train to the Buffet or Toilets. Many younger folk didn't wear a mask all day despite roaming through the train to make recordings in the middle of the carriages, ours had one centre window that did drop a little; or to take photos from the carriage ends with some window hanging definitely happening.

    Thanks to RTC for running the train; for WCR for providing the carriages, their splendid Jubilee; David and Martyn and their Support Crew; to Les and the stewards; and to Network Rail for letting the train run on the Big Railway. Control had good and bad times during the day, but it all came good at Preston and no-one should have been later than expected getting home.
     
  9. 1020 Shireman

    1020 Shireman Well-Known Member Friend

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    For anyone interested I've attached pdfs of the Outward and Return runs. As expected the Jubilee was pulled back more rapidly when the gradients got close to or steeper than 100r, and seemed to get a bit 'winded' approaching Grayrigg, Shap and Ais Gill Summits. All in all a good day out with solid performance from the 6P with a nicely matched load.
     

    Attached Files:

  10. Big Al

    Big Al Nat Pres stalwart Staff Member Moderator

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    Thanks for sight of this. That's exactly what you would expect from, as you say, a nicely matched load. That's not to say that the Jube didn't have to work hard so all credit to the crew for doing what was necessary.
     
  11. sgthompson

    sgthompson Part of the furniture

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    SR 35018 British India Line in charge of the last CME for 2021 on Shap South of the summit , Shap summit, Greengate, and Birkett Common.

     
  12. Shep Woolley

    Shep Woolley Part of the furniture

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    CME BIL 1b.jpg

    SRMN class No. 35018 'British India Line' passing Salterwath with the northbound 'Cumbrian Mountain Express' with Mick Rawling driving, Chris Holmes
    firing and Roly Parker Guard

    CME BIL 2b.jpg

    Brightening a gloomy day 'British India Line' accelerates away from Ribblehead with the return 'Cumbrian Mountain Express' with Mick Rawling driving,
    Chris Holmes on the shovel and Roly Parker Guard.
     
  13. nige757

    nige757 Well-Known Member

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    35018 gets a helping hand from 47245 on another dismal day, seen from south of Shap Summit footbridge, Shap Summit, Greengate Bridge and Birkett Common.

     
    Last edited: Oct 13, 2021 at 12:49 PM
  14. Big Al

    Big Al Nat Pres stalwart Staff Member Moderator

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    Many thanks to all those who turned out to witness BIL being banked around the Cumbrian Fells. That said, it was October, it was wet and the RTC/WC were running a train over Shap with a train that was over the industry guidelines for train length during the leaf fall season. And on the Shap part of the circuit, the train was released late away from Carnforth. So West Coast had no choice other than to do what it did, even before the late release at Carnforth.

    At least we all now know how to achieve an even time run from Carnforth to Carlisle, start to stop.
     
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  15. 1020 Shireman

    1020 Shireman Well-Known Member Friend

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    Brought us a whole new dimension to banked...
     
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  16. Gladiator 5076

    Gladiator 5076 Well-Known Member

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    Add to your very valid points, ECML diversions at Carlisle, P1 still out of use at Carlisle and announced on the train that due to the person tanking the train at Southall being taken ill and having to go to hospital some toilets were short/out of water. A sort of "perfect storm"
    The use of the 47 at least allowed water to be taken from the road tanker after the loco was watered which of course could not be done in the station as is usual. Turning the whole train allowed an on time departure and avoided shunting moves
    Seems most of the passengers enjoyed their day and many were happy to stand in the rain and photograph/watch the loco being watered. No ice creams though!
    My first full day stewarding since before Covid so maybe I was the jinx.
     

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