Saphos 2024

Thank you. Made me quite emotional reading it and to have been part of that day on the train behind #7.

 

I thought on the modern NFR (No fun railway) standing by a droplight was now not allowed, or is it still OK on Saphos?

 

You can stand by, you can’t lean out/have arms out, etc.

 

As a contrast to Steve's drone shot,this is the ground level view as A4 60007 Sir Nigel Gresley crosses Whalley Arches with the Fellsman of 28/8/2024

David Price
Cop Lane On Flickr

 

Nice David,its strange how the sun looks more pronounced at ground level.

 

Nicely caught Steve.

 

07 at Helwith Bridge, Angrholm and Aisgill .

 

Looks to have been a very good performance with a heavy load by number 7.

 

[Apologies for the late posting, I had hoped to complete it yesterday but I got diverted onto other things - No, not watching the cricket!]

The S&C Fellsman 28 August 2024 – 60007 Sir Nigel Gresley hauling POB+11+D1935

It has been almost 5 years since we had travelled with Saphos, a little over 5 years since I had been on the Fellsman, 6 years since I had been behind an A4 (No9) and over 40 years since I had travelled the S&C behind SNG – time for a reset! The excuse, if one was needed, was a birthday treat for my sister, a significant birthday. To ensure more “steam miles” Mrs W and I would join the train at Preston, whereas my sister and her daughter would be joining at their local station, Clitheroe.

Earlier in the week the weather was forecast to be warm, dry and sunny. As we left home steady rain was falling and the M65 was shrouded in spray. The sky to the west was brighter and as we neared Preston the rain stopped. Closer to the station and the roads were dry! Across to platform 1 to await SNG. Whilst waiting I received a “welcoming text message” from Saphos, which confirmed the platform and stated that coach A would be leading with coach J at the rear – we were in coach H, b*gger! (Coach H was 11th of 12 with the leading 2 coaches being for staff use). There were plenty of waiting passengers and several Saphos “flight attendants” welcoming us and directing us to the appropriate positions on the platform – well done, Saphos!

As SNG swept down the platform, from the briefest glimpse, I didn’t recognise the driver. (I subsequently found out the operating regime for the footplate staff; one driver and fireman take charge from Crewe to Blackpool and onwards to Blackburn. At Blackburn they are replaced by another crew who work Blackburn-Carlisle-Blackburn where they are replaced for the trip back to Crewe. A TI covers the entire outward journey and another the full return. The outbound TI was Pete Sheridan with Bob Hart on the return. Mike Wylie was driving and Jack Gresty firing Blackburn-Carlisle-Blackburn. I subsequently learned that Mike & Jack “came off” at Long Preston on the return.)

Coach H was a First-Class carriage with comfy seats and big windows with opening toplights – the day had started well. We left just under 3L, by Bamber Bridge, the foot of Hoghton Bank, we were RT & 44.6mph. (It is worth noting that being in the 11th coach I was an eighth of a mile behind the loco. Where gradients change the loco experiences the change long before the 11th coach and the speed of the train may have changed before my GPS reaches the same point. It is possible to adjust the data to take account of this, but this is very tedious.) Hoghton summit was topped with a min of 40.2. We ran towards B’burn with speed in the high 40s and with darkening skies. Despite being 8E we ran in to B’burn station, albeit platform 2 and not 4 as planned. It was raining steadily as more passengers boarded.

With our new crew on the footplate we left RT. Left at Daisyfield Jn and once clear of the single line section we began the climb towards Wilpshire, even 11 back we could hear SNG digging in on the long straight with speed rising to 29 before the “sting in the tail” 1/73r pulled us back to 20. A steady run down the bank and we arrived at a rainy Clitheroe (1E) where my sister and niece joined us. Only a short run to the Chatburn water stop, where water was taken in pouring rain – the joys of being support crew.

Away RT and a run through countryside that was difficult to appreciate through steamed up windows, on the plus side the skies were brightening (a little). With no assistance from the 47, Mike coaxed SNG up the curving incline to Hellifield station. We stopped in the station for around 5min, possibly to ensure that the preceding Carlisle service would have cleared the section at Horton in R giving (hopefully) a clear run through Settle Jn.

7L we were off, the noise was splendid as SNG got the heavy train on the move, Long Preston (34.1 & 8½L), exhaust drifted back as we gradually overtook the traffic on the adjacent A65, past Settle Jn SB (7½L & 57.0), we reached a max of 57.6. Gravity was tugging hard, 42.5 thro’ Settle was down to 27 into Stainforth Tunnel, a min of 25 followed, then back up to 27.3 as we crossed the river at Sheriff Brow. With help from the easing gradient we reached 31.3 at Helwith Bridge (2L), onto the level stretch and up to 39.7 – this was great stuff with 15+ coaches. Powering past the construction site at the southern end of Horton in R station (36.4 & RT). Cruising along at Selside with speed held at 36/7 before we began slowing for Ribblehead. Approaching the station, we were held for just under 2mins whilst a late running “Cement Train” headed south.

Underway again, across the viaduct, past Blea Moor SB, into the tunnel, over the summit and a well-earned rest for the fireman. SJ SB to BM SB in 28m 33s and SJ SB to BM Tunnel S in 30m 34s. The signal stop probably cost us around 3mins, the net times are more than creditable given the conditions and weight of the train.

There was an issue at Garsdale (with sheep) before we continued to our second water stop at a thankfully dry Appleby. We all took the opportunity for a leg-stretch and for me to discover the crew details. Away RT and a routine run to Carlisle save for a TSR at Baron Wood and a brief signal check just before stopping in platform 3 at a rainy Carlisle (5L). A walk to the back to check the identity of the diesel and then off to the front to admire the A4. Then lunch beckoned.

As it was raining, we headed for La Mezzaluna, an Italian restaurant on the Crescent only a couple of hundred yards from the station. It wasn’t busy, the food and service were very good. When we left the rain had stopped and we still had almost an hour until we needed to be back at the station. The ladies decided to have a look round the cathedral, I had a quick errand to do and then headed back to the station.

The stock was drawn in by D1935 and I was waiting just where No7 would stop. I had a chat with the fireman, a young man, who told me that the Long Drag had been hard work, but he looked as though he had enjoyed it. Then a chat with Mike Wylie, always a pleasure to talk to him and a real enthusiast. He told me that it had been “pure steam” on the northbound run and pure steam was to be the order of the day for the return - after Langwathby. He explained that on this first stretch, with a very heavy train and plenty of lineside trees some help might be needed. As the whole train had been turned, I made my way down to the back and to coach H where the ladies were already seated.

We were off RT and picked our way out towards Petteril Br Jn and the start of the S&C. Whatever “help” the diesel might be giving wasn’t noisy or too intrusive. A max of 34.2 climbing past Cumwhinton, up to 43.5 at Howe & Co and 47.2 at Low House Xng (2E). Up to 57 as we dropped down to Drybeck and 52 thro’ Armathwaite. There was the TSR at Baron Wood to come so we didn’t get the usual high-speed climb in and out of the tunnels. Up to a max of 61 as we dropped down the hill before climbing to Lazonby (57.9 & 2E), 61.5 across Long Meg Viaduct and uphill to Little Salkeld (57.2). Langwathby 51.1 & 1E, going well past Culgaith SB at 54.1 (2E), then climbing on a gentle gradient with 54.1 at Kirkby Thore SB (3E). Up to a max of 59 near Long Marton, before easing as we approached Appleby. With the road set clear we were away, 48.5 as we passed MP277.25 – a bit of speed always helps. Carlisle to Appleby in 44m 9s (despite the TSR at Baron Wood)

As we left Appleby the power came on, the speed climbed 59.7 at Ormside Viaduct and 58.9 at MP275 – looking good! 47 into Helm Tunnel and 44.9 out as we reached the mid-point of the first section of 1/100r. Down to 35 at Griseburn where the gradient eases (1/166/200r). Running around 6E speed peaked at 45.9 as we left Crosby Garrett Tunnel and on to the next gruelling 5 miles of 1/100r. SNG was really working hard, audible 11 coaches back. Kirkby Stephen station 33.3, down to 33 at KS SB, then a recovery to 35.7 on the very short easing of the gradient but next comes the more testing 1/100r climb up towards Birkett Tunnel. Into the tunnel at 29 and out at 28 and soon onto the 1/330r around Mallerstang (but for less than a mile).

No rest for the fireman but at least a chance for the speed to recover for the final 3 miles of 1/100r to the summit. Speed built to 38.1 as we began the final challenge. Patches of sunlight appeared on the far side of the valley but the hoped for “sun on the tops” stayed away. Speed gradually fell, Angerholme 30.5, Ais Gill viaduct 29.5 and under the road bridge at 29. Speed fell to a minimum of 28.2, quickly rose to 30.5 as the whole train cleared the 1/100r and was up to 32.1 as the 11th coach passed the partially hidden summit board. MP275 to the Summit Board in 25m 2s – lovely stuff!

We gathered pace down the hill and thro’ Garsdale at 56.5 (5E) then, perched high on the valley side we reached an exhilarating 61. Running 5E we ran uneventfully to our water stop at Long Preston (5E). Topped up we left 8E for the gentlest of trundles towards Clitheroe. Heavy rain began to fall but by the time we reached Clitheroe (13E), the rain had stopped, and the sun was shining. My sister and niece left the train and headed home. 13E we set off for our eagerly anticipated encounter with Wilpshire Bank – well I was looking forward to it!

We approached Whalley at 19.1 (20mph limit over the viaduct for loco hauled trains). The climb begins at the end of the platform and the start of the Arches, by the time I reached that point (in the 11th coach) speed had fallen to 17.4. The sound from the loco was crisp, clear and simply wonderful. Speed fell away slowly, then dropped to 14. (A possible slip? I was too far back to hear or feel but the loco would probably have been behind Billington on what can be a tricky wooded stretch.) By the time we reached Langho SNG was applying the power, the sound was awesome as she gradually got the train up to 24 by Wilpshire Tunnel. A chime for the watchers at Ramsgreave & Wilpshire (10E) and over the summit. Whalley (MP17.75) to R&W (MP13.25) in 14m 6s of pure auditory pleasure.

Would we pay the price for running early? No, with a couple of platform alterations at B’burn we stopped in pl 1 (7E). After a short wait we were off (10E) slotted in between the York-B’pool N and the Colne-Preston trains. A brisk run out of Blackburn and we sped thro’ Mill Hill (40.2), Cherry Tree (45.7) and Pleasington (50.7). We were stopped at Farington Curve Jn for 3½mins before running unchecked (whoopee!) into pl 2 at Preston (6E). The final wander to the front to watch the train leave for the seaside (after one last blast on the chime whistle).

A great day out. Thanks to:- The Saphos booking staff who ensured that we got a coach with opening toplights. All the footplate staff who showed what can be done with a “big engine” and without help from the diesel. The SNG Group who provided the “big engine” and didn’t she look wonderful and sound spectacular. Susan, who looked after us throughout the day – we will be living off the contents of our snack boxes for days. Next time maybe something else big and blue – no, not Bernard Manning!

A final thanks to all those who posted an excellent array of photos and videos of the day’s events – and what a day it was!

 

34046 on the Lakelander at Oxenholme, Salterwath and Dalston.

 

SRWC class No. 34046 'Braunton' on the climb to Greyrigg with 'The Lakelander' rail tour 1z41 from Hereford to Carlisle



No. 34046 'Braunton' slowly negotiating the curves away from Parton with the return leg of 'The Lakelander' rail tour 1Z46 from Carlilse and onward around the Cumbrian coast back to cyder country

 

34046 Braunton seen charging through Oxenholme Station and later from Salterwath, the Bull that was in the field I was planning to go in at Salterwath then shortly after 34067 Tangmere follows with The Northern Belle and finally later in the day 34046 passing through Dalston Station.

 

To me one of them sounded like a mixer being washed out after a days graft.

 

https://saphostrains.com/journey/welsh-marches-express-04-09-2024
On the Swanage branch there has been a recent bridge 'bash' at Grange Road [Bridge 9] which caused noticeable movement no doubt requiring substantial repair works.
The LSL rail tour stabling overnight on the Swanage branch is, apparently, still proceeding this week as it will probably stop around the flat section of the line close to Bridge 4.
ECS from Crewe: https://www.realtimetrains.co.uk/service/gb-nr:U24660/2024-09-03/detailed
ECS to Bournemouth: https://www.realtimetrains.co.uk/service/gb-nr:U24669/2024-09-04/detailed

 

Bridget Boissier is the eldest daughter of Sir Gerald Ley, a key figure in the A4 Preservation Society and founding Director of A4 Locomotive Society Ltd. when formed in 1967. A4LS is now Sir Nigel Gresley Locomotive Trust. Sir Gerald was the first President of the organisation (when still known as A4LS).

 

Disaster for the B1 and the Bristol to Shrewsbury tour today. A poor soul has committed suicide to the east of Taunton and the B1 is stuck at Taunton. Unfortunately the tour will run diesel hauled.

UPDATE (1): 1Z50 D1935 top 'n tail 57. 311 hauling the tour.

UPDATE (2): 61306 5Z49 Bishops Lydeard to Bristol now passing Cogload Jn 193 late at 10:39. [BJ]

 

That path did not seem to leave much leeway from BL for any minor issue.
Tour seems doomed ECS 3 hours late yesterday, and 30 late today plus the steam getting trapped. Although something using the path approaching BTM 164 late.

 

This seems to have appeared

https://www.realtimetrains.co.uk/service/gb-nr:05092/2024-09-04/detailed

Steam return??

Andrew