A ‘Scot’ over Shap, ‘Princess’ in Cornwall and ‘A3’ on the East Coast

A‘Royal Scot’ over Shap is guaranteed to create excitement, and I am pleased to report on a magnificent recent performance that would not have disgraced a larger and more powerful ‘Pacific’. It is five issues since this column ventured north, but I can remedy this now with details of the fine run by No. 46115 Scots Guardsman from Preston to Carlisle on September 3, heading the RTC’s ‘Cumbrian Coast Express’ (Table 1). It was documented by my correspondent Sandy Smeaton. The booked engine, ‘Jubilee’ No. 45690 Leander, was not available, so No. 46115 deputised, hauling an 11-coach train of 425 tons gross. Taking over in rainy conditions from a pair of Class 47 diesels, the 4-6-0 made a cautious start up the nasty 1-in-101 curving climb to Fylde Junction, and progress was further hampered by a brake test between Oxheys and Barton. The West Coast Railways crew of Driver Mick Rawling, Fireman Chris Holmes and Traction Inspector Steve Chipperfield then proceeded to demonstrate No. 46115’s capabilities, within the constraints of a 75mph limit, by averaging 72.8mph over the mainly level 14.63 miles from Garstang to Hest Bank, including an easing to 66½mph for the curve where Lancaster No. 1 box used to stand. Indeed, it was unusual to get a clear road through Lancaster, enabling the locomotive to accelerate down the 1-in-98 to pass through the station at full speed. The water and pathing stop at Carnforth Loop was reached comfortably within schedule. The two service trains which were booked to overtake the steam special at Carnforth were both running 9 mins late, so No. 46115 departed 8 mins late out of the loop. After a brief slight falling gradient from Carnforth, northbound trains are soon faced with a 2½-mile climb at 1-in-134 to Milepost 9½, where the ‘Scot’ had attained 34½mph. The dip at 1-in-293 down through Burton & Holme enabled an acceleration to 64½mph before Milnthorpe, where the serious climbing begins - the 12 miles to Grayrigg comprises gradients steepening from 1-in-173 to 1-in-106. Speed was maintained in the mid-40s as far as Lambrigg on the 1-in-131, then fell off on the final 1-in-106 to 37½mph at Grayrigg. It’s possible that the engine was eased because of the onset of a slip in the wet conditions.

Level ground

The reduction in speed was not due to a lack of steam, demonstrated by the subsequent rapid acceleration along the level of the Lune Gorge to reach 76mph approaching Tebay. The final stage of the climb to Shap Summit begins at 1-in-146 before Tebay, steepening to 1-in-75 for 4 miles from Milepost 33. The site of Scout Green box is roughly halfway up the 1-in-75, and here No. 46115 was doing 50½mph - a sterling effort - falling to an excellent minimum of 41mph at the summit. Sandy comments that there was no easing for the flange lubricator at Scout Green, which sometimes causes problems. He calculates the edbhp exerted at a steady 1,900 from Scout Green to the summit - close to the maximum figure ever recorded for the class. The cut-off to achieve this outstanding climb was 38%. It’s interesting to compare the performance with that of double chimney ‘Castle’ No. 5043 on September 19 last year, the log of which appeared in SR447. The ‘Castle’ was hauling one coach fewer, with a gross load of 390 tons, as opposed to No. 46115’s 425 tons.

The run was a masterpiece by the crew