‘MN’ TAKES A FIRM LINE OVER THE ‘S&C’
British India Line had the measure of the ‘S&C’ and put on an exemplary performance with the ‘Cumbrian Mountain Express’.
In SR481, I featured in Table 1 a fine run over Shap with British India Line which took place on May 12. The late arrival at Carlisle by 51½ mins, caused by cattle on the line during the electric-hauled section of the journey, meant that the time for servicing and coaling the Bulleid ‘Pacific’ before its run south over the ‘Settle & Carlisle’ line was severely curtailed.
In fact, the train left some 20 mins late, which was an advantage inasmuch as it allowed the 14.04 Carlisle-Leeds DMU to get sufficiently far ahead so as not to check the steam train, which usually happens at Lazonby if the ‘Cumbrian Mountain Express’ leaves at its booked departure time of 14.25. There are long signal sections on the line. I am indebted to Dave Bradbury for his log of this continuation of British India Line’s exploits on May 12. The load was 11 coaches, 408 tons tare and 430 tons gross. West Coast Railways Driver Mick Kelly and Fireman Bob Bullock were responsible for an excellent performance, so much so that by Appleby, half the lateness had been recovered.
WAIVING THE WATER STOP
Attaining 41mph at the top of the 1-in-132 to Cumwhinton was a hint of things to come and this was followed by a minimum of 48mph up the same gradient to the minor summit at Milepost 300¼. The crew decided that taking water at Appleby was unnecessary, which enabled further time to be regained. To pass Appleby in under 40 mins with steam is good going in view of the current 60mph speed ceiling on the line. The best work was yet to come and brought back memories of the epic ‘Blue Riband’ runs of the early 1990s with Nos. 46229, 71000 and 60532, though to ‘qualify’, a 12-coach formation would have been necessary. British India Line’s time between Mileposts 275 (Ormside) and 259¾ (Ais Gill summit) with 11 coaches was 16 mins 53 secs which would, hypothetically, put it in fourth place behind No. 46229 and two runs of No. 71000 in 1993/4, all with 12 coaches, of course. These runs all started from Appleby, but were travelling at roughly the same speed as No. 35018 crossing the River Eden at Ormside. British India Line slowed to 48½mph at the top of the first stretch of 1-in-100 to Griseburn, then recovered to 62mph on the easier gradients to Crosby Garrett tunnel. The ensuing performance was of the highest order, with speed in the 50s up the grinding 1-in-100 gradients and Ais Gill topped at a minimum of 52½mph. David Pawson calculates sustained power output at approximately 2,050edbhp from Milepost 268¾ to 257½, and 2,100edbhp from there to the summit at Milepost 260. Considering that the coal currently available is equivalent only to Grade 2 of BR days, this was a superb effort by engine and crew. The continuation to Hellifield, mostly downhill, was taken at moderate speeds and calls for no comment.
ERRATUM
In Table 2 (Hellifield-Appleby) of Top Link in SR481 I wrongly ascribed the fireman’s role on No. 35018 to Steve Chipperfield when I should have written Frank Chippendale. My apologies to both gentlemen for this error.