gretna

A Day Return to Gretna Green

The first charter to set out from Skegness since 1976, departed from the station on October 23rd on a charter for Carlisle.

The train was scheduled to depart at 0648, which meant that it had to work empty from the Bounds Green depot in London to Skegness the previous day. It duly arrived in Skegness at 2109 with 47738 "Bristol Barton Hill" hauling 13 carriages (making it the longest train we have had in Skegness for many years) all in green livery with one exception: S3150, S3127, S3123, S3114, S17023, S4925, S5023, S4986, S5027, S5007, S5037, 3131 (in maroon & cream) and S3124.

47738 at Skegness after working ECS from Bounds Green

After picking up some 150 passengers at Skegness, the train eased its way out of the station and proceeded non-stop to Boston. Being sat in the rear carriage gave me a good view of the train negotiating the sharp Firsby Curve. Pick ups followed at Boston, Heckington and Sleaford, from where we joined the "Joint Line" picking up at Ruskington, Lincoln, Gainsborough Lea Road and Doncaster. It was originally intended to change locomotives at Newcastle on the return journey (due to the locomotive needing fuel and no facilities being available to EWS at Carlisle). A last minute change of plan meant that the locomotive change, in the event, took place at Doncaster, and our locomotive was replaced by another of the same type, 47793 "Saint Augustine".

The locomotive change took about 30 minutes and those who had ventured up the platform to watch proceedings, were instructed to board the train by the platform announcer. Leaving the East Coast Main Line at Doncaster the train followed the Leeds route. Following this in its entirety would have meant having to reverse at Leeds, so an interesting route was taken where we left the former West Riding & Grimsby Joint main line shortly after Fitzwilliam Station, to join the former Lancashire & Yorkshire system on what is normally a freight only line from Hare Park to Crofton West Junctions, rejoining the passenger network which is part of the Knottingley to Wakefield route. Wakefield Kirkgate station was avoided by another freight route, a short curve between Calder Bridge and Turners Lane Junctions, bringing us onto the Wakefield to Castleford route. This was followed through Normanton to Altofts Junction, and then rejoined the former Midland Railway network (on which we were to remain all the way to Carlisle) on a short freight only stretch, passing the Wakefield Europort Terminal, to Methley Junction and there joined the Casteford to Leeds line.

Leeds itself was avoided by using the normally freight only link between Engine Shed and Whitehall Junctions, close to the site of Holbeck Engine Shed. Ironically, it was this shed that provided the motive power for the last ever scheduled steam-hauled passenger train to Skegness when 4-6-0 "Black Five" 44824 operated a through train from Leeds on Saturday, September 4th, 1965. Continuing through Skipton and Hellifield, we soon joined the Settle and Carlisle Route at Settle Junction, being held up there for the scheduled passenger service in front. Despite having 13 full carriages and having to start from rest up a I in 100 gradient, thgis caused no problem for our locomotive.

The Settle & Carlisle line was opened in 1876 and the statistics make fascinating reading. The entire 72 mile rouote took only 6 years to build (incredible bearing in mind the terrain it traversed) and construction, which cost some £3.5 million, was undertaken by some 6,000 navvies. There are 22 arches, 14 tunnels and numberous bridges, embankments and cuttings. The most famous feature on the route is the Ribblehead Viaduct.

The Ribblehead Viaduct

This magnificent structure is 100 feet high, 440 yards long and has 24 arches. Ribblehead station is nearby and was one of several which were reopened in 1996 after 26 years of closure. Unfortunately the removal of one of the platforms resulted that anyone travelling north from Ribblehead would first have to head south to Horton-in-Ribblesdale and catch a train north and pass through the point from which they started !

A view of Ribblehead Viaduct from the trains

The line is single-track over the viaduct itself. Shortly after this the very isolated Blea Moor signalbox is passed. Indeed, so isolated, that water is delivered to it by the first train each day !

The isolated signalbox at Blea Moor

The train entered into the darkness of Blea Moor Tunnel, which, at 2,629 yards, is the longest on the line. Shortly after we passed through Dent Station which,. at 1,110 feet above sea level, is the highest station in England.

Two views of Dent Station

At Dent there are some excellent views along the valley and, indeed, the entire line has some spectacular scenery.

Some of the beautiful scenerty along the Settle and Carlisle route

The train proceeded north to Garsdale from where a line once went to Hawes and Northallerton and was closed to passengers on March 16th, 1959, although the section between Northallerton and Redmire remains open to freight. Ais Gill sumit was reached. This is 1,169 feet above sea level and is the highest point the railway in England reaches. From here, it is mostly downhill and we soon passed through Kirkby Stephen and then the fine station at Appleby.

Although the sign above had been removed some time ago, this view illustrates that there were once two stations in the town. East station was the point where the North Eastern Railway's line from Darlington and Barnard Castle diverged with a branch to Tebay and another to Eden Valley Junction on the West Coast Main Line. East Station closed to passengers on January 22nd, 1962.

Following Appleby, the more dramatic scenery gives way to a gently undulating terrain and soon we arrived at Carlisle. Having visited the city several times before, I opted for a brief excursion into Scotland and duly purchased a ticket for Gretna Green. The service I was to catch had set off from Newcastle at 1237 and was bound for Stranraer, not due to reach there until 1755. The reason for it taking so long is a legacy of the Beeching Era when, on June 14th, 1965, the direct line between Dumfries and Stranraer via Castle Douglas and Newton Stewart was closed, which means the train takes a somewhat roundaboutr route via Kilmarnock and Ayr just over 63 miles further than the direct route ! Little wonder then that the local bus and the National Express service are a quicker alternative. The class 156 I was on (156494) was absolutely packed on leaving Carlisle. fortunately, I only had an eleven minute journey which sped down the former Caledonian Metals of the West Coast Main Line, before joining the former Glasgow & South Western route to Gretna station. This was originally closed on December 6th, 1965, but reoopened on September 20th, 1993.

156494 at Gretna Green Station

I had an hour to explore the town and visit the famous Old Blacksmith's Shop before returning back to Carlisle on 156514. I have to say that I found the Scotrail colour scheme of crimson and cream applied to some 156s particularly attractive.

156514 at Carlisle in the smart Scotrail livery

I still had plenty of time to walk around Carlisle on my return and thencame back to the station to find the charter top Skegness in the platform awaiting departure complete with head boards !

47793 just prior to departure back to Skegness

The return journey took a different route along the Tyne Valley line through Haltwhistle. The earlier locomotive change meant that Newcastle could be avoided by means of the freight line past Low Fell between Norwood and Low Fell Junctions from whene we joined the East Coast Main Line for a fast run to Doncaster, thence returning home via the "Joint Line".

Back in Skegness at 2240, the latest passenger train for many years

The train was stabled at Skegness a second night and did not return to Bounds Green until the following (Sunday) afternoon. Everybody on board had a most enjoyable day and we hope that this will be the first of many such charters from Skegness.

Stood in platform 4 at Skegness on Sunday morning

This very lengthy train stretche beyond the platform and signalbox !

Running around 13 carriages made it a tight squeeze in the sidings

Hard to believe there were once 12 sidings either side of the main line !

The empty train departs back to Bounds Green at 1454