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It was the fifth fastest northbound run in preservation. A pair of ‘Black Fives’ capitalised on favourable conditions to produce a rousing double-act over the ‘s&C’.
‘Black Fives’ and Clan Line put in superlative performances
Ian Riley & Son (Railways) Ltd’s
‘The Citadel’ excursion took place on Saturday November 10 using two of Ian Riley’s locomotives,
Nos. 45212 (on loan from the Keighley & Worth Valley Railway) and 45407, the latter masquerading under the identity of classmate No. 45157 and carrying the name ‘The Lancashire Fusilier’, rather than the authentic The Glasgow Highlander. It aimed to recreate the spirit of the famous ‘Fifteen Guinea Special’ of August 11 1968, in which sister locomotives Nos. 44781 and 44871 headed the special service southbound over the ‘S&C’ from Carlisle. ‘The Citadel’ was routed from Manchester Victoria to Carlisle via Bolton, Chorley, Euxton and Farington junctions, Blackburn and Hellifield; the return run was via Shap, rejoining the outward route at Farington Junction.
‘The Citadel’ was composed of nine coaches weighing 345 tons gross, only moderately loaded, for which two ‘Black Fives’ provided the super-power. Owing to unforeseen circumstances, I was not able to join the train until the Appleby water stop. Fortunately, my colleague Bill Long was on board from the start and has kindly provided details of the performance up to that point. The West Coast crews comprised Mick Rawling and Matt Earnshaw on
No. 45212, and Ron Smith and Callum Titley on No. 45407.
The initial 10.60-mile stretch from Manchester Victoria to the first pick-up stop at Bolton was allowed a generous 22 mins, which the pair of 4-6-0s reduced to 18 mins 51 secs, comfortably sustaining 53-55mph up the mainly 1-in-200ish gradients. The train was held for some time at Bolton while an uninvited guest was removed and departure from there was half an hour late. Resolute running thereafter against a generous schedule meant the lost time was steadily regained, and by economising on the time allowed for watering both engines at Hellifield loop, departure from there was on time.
After that came the best running of the day, which is captured in Table 1. Bill Long points out that the two 4-6-0s achieved the fifth fastest northbound run of the preservation era, averaging 51.73mph between Settle station and Milepost 246 (before shutting off for the restriction at Ribblehead) up the predominantly 1-in-100 gradient.
With the equivalent of only 4½ coaches each, that potential outcome is not surprising, but it is to the credit of both crews that it was actually achieved. For the record, the faster runs were made by Nos. 60009 (twice), 60532 and 4498, the latter with a light load. Curiously, given the relative generosity of the other point-to-point schedules, the two ‘Black Fives’ gained only 1 min on schedule between Hellifield and Appleby, where both engines were watered again.
LUCKY STRIKE
Northern Rail drivers were on strike on November 10, so the two ‘Black Fives’ had a completely clear road. In fine but windy conditions, Appleby was left 2½ mins early. Speed was held at the 60mph limit (both for the locomotives and the line) for much of the way on the predominantly downhill line. The time to pass Howe & Company’s Siding Box (25.70 miles) was 29 mins 46 secs against a schedule of 30½ mins. A 7-min dollop of recovery/pathing time was not needed and, despite the usual slow finish, the train stopped in Carlisle in 39 mins 20 secs from Appleby. Allowing for the early departure from the former Westmorland county town, arrival at Carlisle was 10 mins early.
A scant 130 mins was allowed at Carlisle between arrival and departure for servicing and turning the two locomotives, so the early arrival was an advantage.
For the southbound run back to Manchester via Shap, the crew members were Peter Walker and Andy Simkins on No. 45212 to Carnforth, where it was detached as booked, and Mick Kelly and Matt Durkan on No. 45407, which worked through to Manchester.
Leaving Carlisle on time, the two ‘Black Fives’ were not pushed as much as they had been earlier on the ‘S&C’ and did not
THE TRAIN WAS HELD FOR SOME TIME AT BOLTON WHILE AN UNINVITED GUEST WAS REMOVED
exceed 50mph until Plumpton. Penrith was passed in 26 mins 45 secs against a timing of 24 mins. The schedule then called for a pathing stop in Eden Valley Up Goods Loop. The 21.60 miles from Carlisle to this point was allowed just 30 mins, which we exceeded by 5¾ mins. The start out of the loop is an awkward one, straight onto the 1-in-125 gradient which continues for 6½ miles to Milepost 41. Speed gradually built up to 47½mph at this point before the slight easing of the gradient leading to the former Shap station produced a maximum of 53½mph. The final 1-in-106/130 to the summit pulled speed down to 52mph.
Having left Eden Valley loop 3¼ mins late, the pair of ‘Black Fives’ covered the 26.85 miles between Shap summit and Burton & Holme in 27 mins 37 secs at an average of 58.3mph. Signal checks approaching Carnforth caused a further loss of 3½ mins on schedule, to arrive 6¾ mins late.
At Carnforth the lead engine was detached and returned to the depot, while diesel No. 47826 was attached to the rear of the train in order to work the empty stock back from Manchester. Unfortunately, the diesel powered much of the way to Manchester. At Bolton the train was due to stand for 17 mins, but with Northern Rail being on strike it was possible to get away early and avoid a further pathing stop at Ordsall Lane Junction, with the result that arrival at Manchester Victoria was 31 mins before time!