Thanks to Jim for the research and effort in putting his 1978 All line moves, memories and timings together for us all to enjoy..
THURSDAY 06/07/78-WEDNESDAY 20/07/78
As you can see from the dates, we had graduated to the All-Line lasting 14 days!! Those were the days when even an unpromoted teacher’s salary covered such indulgences!! We had also reached the period on intensive logging!!!!
DAY 1 :- WEST CALDER-WAVERLEY ; WAVERLEY -QUEEN STREET ;
CENTRAL-CARLISLE : CARLISLE-MONTROSE : MONTROSE-
DUNDEE : DUNDEE-KIRKCALDY : KIRKCALDY-WAVERLEY
; WAVERLEY-WEST CALDER
A gentle day to begin with only straying some 8 miles south of the Border! Into Waverley per usual 2Y05 composed of 3-car Class 116/175 DMU (High Density) A 2 minute late start ex-West Calder had increased to 7 late by Waverley, due to the almost obligatory signal stop of the Duff Street curve.
Over to Queen Street on 1O14 (0900 es-Waverley) with 27201 (HA)/27204 (HA) on the standard push-pull set 6/191 :-
Waverley-Haymarket booked 3.5 actual. 3. 16
Haymarket-Queen Street 43 47. 30
PWS 20 at Ratho
PWS 40 Falkirk High Tunnel
signal check 36 before Cowlairs
max 81.5 mph after Cadder.
A quiet stroll down the road to Gordon Street for 1M03 1045 Central-Carlisle via G&SW which duly produced a required class 40 40070 (HM) loading 5/176. The start was most promising, passing Nitshill at 72 mph(!!) in 10 07.. Then came a grinding halt for 6 minutes 52 seconds whilst vacuum was regained. A superb thrash up Neilston Bank ensued – speed 33 mph by Barrhead and 43 mph by Neilston Low in 20 minutes 24 seconds from Central (7.5 late by this stage). A brisk gallop up to 75 mph through Lugton regained 1 minute but the 24 minute schedule to Dunlop was exceeded by 6 minutes 10 seconds.
Not discouraged by all this our crew started to regain time :
Dunlop-Stwarton booked 4 actual 3. 50
Stewarton-Kilmarnock 6.5 6. 09
smart station work at Kilmarnock saw 2.5 minutes regained
Kilmarnock-Kirkconnel 30.5 26. 51 (!!)
57.5 mph passing Hurlford
min 62 at Garrochburn
max 75 by Mauchline followed by sustained 70+
to slowing 65 for Cumnock
min 66 to Polquhap follows by a joyous 80 after New Cumnock
Result 0.5 minute early into Kirkconnel.
The fine performance continued :-
Kirkconnel-Dumfries (29.45 miles) booked 28.5 actual 26. 03
max 82 mph at Closeburn
Dumfries-Annan booked 19.5 actual 16. 08
4 minutes recovery time
signal stop 29 seconds outside Dumfries
max 81 mph after Cummertrees
Annan-Carlisle booked 20 actual 17. 30
2.5 early into Carlisle – OK so the load was light, but the schedule for 1978 with a line limit of 75 mph one could not expect much better than this!!
Some 10 minutes later, the sound of happy ‘roaring” announced the arrival of 1S62 1103 TThSO New Street-Aberdeen behind 85015 (CE) loading 9/332.5 tare, timing load E315 – 3 minutes late off on booking of 66.5 to Motherwell. Passing time at Gretna Junction – 7 minutes 10 boded well and matters continued in this vein
Lockerbie booked 19 actual 18. 07
Beattock 27.5 26 35
Summit 35 34. 03
Carstairs 50.5 49. 32
Law Junction 61.5 56 28
Motherwell 66.5 64. 23
max 102.5 mph at Wamphray
min 75 on Beattock
4 minutes recovery time
signal check 43 mph at Shieldmuir
Station overtime at Motherwell. Then 6 56 to Mossend Yard booked 5.5 before loco change (signal check to 5 mph after Mossed South). And what a change – an 85 relieved by a 37 – 37165 (TE) most definitely required!! The change occupied 9 minutes 56 seconds, but only 1 minute 26 seconds was dropped on the 20.5 booking to Coatbridge Central.
Then came an unbooked stop at Cumbernauld ; signals to 17 through Larbert and a signal stop of 13 seconds before Alloa Junction – result :-
Coatbridge-Stirling booked 26. actual 31. 57
9 late off Stirling, the 37 struggled up to Kinbuck dropping to a minimum of 34.5 mph and taking 22. 13 to Gleneagles as opposed to a booking of 19.5. The running down the bank was considerably more entertaining – 90 mph being achieved before Dunning and again through Forgandenny. This was “rewarded” by a signal check to 22 mph before Hilton Junction. Our final time to Perth from Gleneagles was 16 minutes 32 seconds.
The run continued to Dundee in a manner which was relatively disappointing for a Class 37 – it took till through Errol for speed to reach 74 mph – having achieved this signals brought us down to 14 mph!! After the check our maximum was no more than 67.5 and more time was lost on the 25.5 booking, the actual being 27 minutes 34 seconds.
19.5 minute schedule on to Montrose should have presented few difficulties depute a PWS 20 after Elliot Junction. Sure enough it was kept to the very second, though with 1S62 now in excess of 10 late one would have hoped for a maximum speed of more than 73 mph over this stretch.
North of Arbroath we managed a mere 43 mph by Letham Grange and dropped from 71 at Inverkeilor to 43 after Lunan Bay – 16.5 minutes were allowed to Motrose – actual 17 minutes 20 seconds – some 14.25 late into Montrose!
In contrast, and despite my comments over the years about Class 47s!!!, the return to Waverley began with a splendid run with 47206 (ED) on 1T50 1735 Aberdeen-Queen Street, loading 8/264.5 tare. The scheduled 15.5 minutes to Arbroath was non too-generous considering the start to Usan Box (or its site anyway!!), yet we achieved 15 minutes 01 seconds with a maximum no higher than 75 mph at Lethanm Grange. There was no need to rush to Dundee given the 4 minutes recovery time in the schedule. Even with a signal check to 56 after Golf Street Halt we achieved 20 minute 29 seconds to finish up 3 minutes early.
There was obviously something totally undesirable on 1G54 that night since the journey to Kirkcaldy was per 2G17 1922 Dundee-Waverley with 26015 at the head of 5/163.5. Nothing to complain about – TIME off. – 0.25 late in thanks to a signal check to 31 mph after Sinclartown. Details :-
Dundee-Leuchars J booked 13. actual. 12. 05
Leuchars J-Cupar 8.5 8. 54
Cupar-Ladybank 8 8. 10
Ladybank-Markinch 9 9. 21
Markinch-Kirkcaldy 10.5 10. 13
Thankfully 1G19 1640 Inverness-Waverley produced – 40063 loading 10/323 and a mere 8 minutes late to boot!! Another striking thing – the run was unchecked all the way to Waverley.
Kirkcaldy-Inverkeithing booked 18.5 actual 18. 10
Inverkeithing-Haymarket 18 15. 52
3 minutes recovery time
34 mph by North Queensferry
72 mph through Tunrhouse
Haymarket-Waverley 3.5 4. 15
Home to West Calder on 2Y48 2204 Waverley-Glasgow Central – £-car Class 107/161 DMU – departure to time – arrival to time – can’t do much more!!.
LOCOMOTIVES REQUIRED FOR HAULAGE
40070 (HM) ; 37165 (TE)
DAY 2 :- WEST CALDER-EDINBURGH WAVERLEY-PRESTON; PRESTON-
EUSTON ; KING’S CROSS_DONCASTER ; DONCASTER-YORK ;
YORK-LEEDS ; LEEDS-STOCKPORT
This was more like the Glasgow via Shotts line that we came almost to love!! 2Y05
39 late leaving West Calder (reason unspecified!!) formed of a 3-car Class 116/175 unit again and regaining 0.5 minute to Waverley!!
Going out of my comfort zone – Waverley-Euston per WCML throughout!! 1C86 with required Class 47 47549 (YK) on load 5/161.5 to Carstairs – 3 minutes 17 to Haymarket (booked 4) was a good start but then
signal check to 21.5 ; signal check to 8 after Slateford to just through Kingsknowe, followed by signal stop of 33 seconds!! I suspect the 0904 Glasgow Central (the balance of 2Y05 runniing late!!). Not to worry – 66 mph by Ravelrig and again at Cobbinshaw was enough to keep, virtually, the 33.5 booking to Carstairs (actual 33 minutes 42 seconds!). The motive power on 1M24 0923 Glasgow Central-New Street could have been kinder than 86208 (WN), but it was also required!! However, the performance could not be faulted. Carstairs-Carlisle in 54 minutes 24 seconds despite PWS 30 between Beattock and Wamphray and PWS 40 through Kirtlebridge (schedule 54 minutes!) Brief detail;s :-
Beattock Summit 17 minutes 55 seconds speed 90
max Dinwoodie 104.5 mph
Lockerbie 34 41 101
Gretna Junction 46 57 98
South of Carlilsle, I continued to be impressed by the 86!
Carlisle-Pentrith booked 17 actual 14. 56
Penrith-Oxenholme 26 24. 25
Shap Summit 11. 02 speed 78/83
Oxenholme-Preston 29 28. 16
Baled at Preston for 1M20 1010 Glasgow Central-Euston expecting to be further impressed by a Class 87 on a non-stop booking of 160 minutes. What a disappointment – checks abounded and a max of 101 at Whitmore! Loco 87008 CITY OF LIVERPOOL (WN), required on load 11/375.5 tare.
Wigan 14. 02 with PWS 20 at Leyland
Warrington 22 40
Crewe 49. 14 signal stop 17 seconds after Hartford
signals 10 before Winsford
PWS 20 before Coppenhall J
Stafford 66 30
Tamworth LL 86. 35 PWS 20 before Lichfield
PWS 20 through Tamworth
Rugby 106. 59
Leighton Buzzard 144. 19 signals 20 after Wolverton
signal stop 40 seconds at Denbigh
Hall Junction
thence to up slow road until between
Leighton and Cheddington
Watford Junction 161. 15
Euston 176. 05 22.5 late in!!
Back home to the ECML!! The next move 1L44 1608 KX-York as far as Doncaster. Things looked promising – 55014 THE DUKE OF WELLINGTON’S REGIMENT (52A) in charge of 11 vehicles 366 tons tare. “14” had the reputation of being Gateshead’s fastest but also roughest!! In passing can anybody explain why there could be so much difference between members of the same class of diesels (and presumably electrics). Again not much seemed to have changed since the days of steam when, Gateshead’s equivalent to 55014 had been 60045 LEMBERG!!
Well, 1L44 started off in impressive style KX-Huntingdon taking just 43 minutes 07 seconds as against 45.5 scheduled (though, admittedly, this included 3 minutes recovery time). Of particular note was the time of 23 minutes 26 seconds from pass Hatfield to pass Offord 38.27 miles with no higher speed than 101.5 and no lower than 91.5 after Biggleswade.
Then things started going a tad wrong ;-
Huntingdon-Peterborough booked 16 actual 16. 44
basically explained by a slow finish from Fletton Junction.
Peterborough-Grantham 22 23. 36
was just not good enough – no higher than 94 at Essendine and 86 at Stoke Summit.
Grantham-Newark 12 12. 50
a pretty tight booking, particularly if you kept to the line speed of 100 which we did!
Newark-Retford 16 19 07
not as bad as it looks – PWS 40 at Tuxford was not exactly helpful!
Retford-Doncaster 23.5 16. 02
now, I know you could not assume an unchecked run into Doncaster, but 8 minutes recovery time on this section………. and 1L44 was unchecked but was still 1.5 minutes late in thanks to 5 minutes total station overtime at Grantham and Newark.
Baled at Doncaster to sample 1L25 1615 FO KX-York which duly rolled in behind 55015 TULYAR (FP) on load 9/313. An early PWS 20 before Arksey easily coped with on an easy schedule of 36 minutes (including no less than 6 minutes recovery). Again, we touched 100 mph only briefly at Heck and this was enough to ensure a 4.5 minute early arrival at York in a time of 30 minutes 44 seconds from Doncaster.
Then a most welcome bonus – a required 40 even before arriving on the North Wales coast!! This in the shape of 40100 (HM) at the head of the short-lived 1M79 1545 Waverley-Lime Street via the ECML – 10 vehicles 334 tare – and a fine run
Church Fenton 11.5 11. 19
max 75 mph at Ulleskelf
Micklefield 16.5 15. 59
Cross Gates 21.5 21. 05
up to 74 again
4 minutes recovery
Leeds 32 27. 06
and a 5 minutes early arrival!!1M41 2150 York-Shrewsbury/Manchester Victoria produced again – 40032 (LO) at the head of 10 vehicles 318.5 tare to Stalybridge reduced to 5/177 forward
Leeds-Dewsbury 14.5 16. 02
ruined by signal checks at both Whitehall and Farnley Junctions
Dewsbury-Huddersfield 11 11. 45
Huddersfield-Stalybridge 27 26. 13
with speeds of 33-37.5 between Golcar and Marsden
max 70 mph at Mossley
Stalbridge-Stockport 18 15. 13
dead on time into Stockport.
LOCOMOTIVES REQUIRED FOR HAULAGE
47549 (YK) ; 86208 (WN) ; 87008 (WN) ; 40100 (HM) ; 86244 (WN) ; 47485 (BS)
DAY 3 :- STOCKPORT-CREWE ; CREWE-HOLYHEAD : HOLYHEAD-
LLANDUDNO JUNCTION ; LLANDUDNO JUNCTION-LLANDUDNO ;
LLANDUDNO-RHYL ; RHYL-CHESTER ; CHESTER-PRESTATYN ;
PRESTATYN-LLANDUDNO JUNCTION ; LLANDUDNO JUNCTION-
HOLYHEAD ; HOLYHEAD-LLANDUDNO JUNCTION ; LLANDUDN0
JUNCTION-HOLYHEAD ; HOLYHEAD-EUSTON
86244 (WN) relieving to Crewe did not exactly meet with wild enthusiasm – though with signals to *14 before Cheadle Hume it managed an on time arrival in 25 minutes 21 seconds from Stockport.
There was a similar decline in the standard of motive power on 1D92 now leaving Crewe at 0218 viz 47485 (BS) loading 8/274.5. The only part of the journey to be logged was in from Bangor ;-
scheduled 30.5 with no less than 6 minutes recovery time!! 3 minutes early away from Bangor with a time of 26 minutes dead and this with a pWS *50 (which we took at 42) between Gaerwen and Bodorgan had increased to a 7.5 early arrival.
47485 was motive power again on 1A23 0632 Holyhead-Euston – load 9/316.
Holyhead-Bangor 26 28. 16
despite max 81 mph before Bodorgan – not
enough to compensate for *20 PWS before Gaerwen!
After the statutory run on 2D87 0725 ex-Llandudno Junction to Llandudno with 2X2 car Metro-Cammell DMUs, and the statutory mammoth breakfast, it was time to try conclusions with the SO dateds once more. First move 1A65 0916 SO Llandudno-Euston to Rhyl – 40113 load 9/333. This service was unusual in so far as it did not call at the Junction.
Llandudno-Colwyn Bay 13.5 12. 47
Colwyn Bay-Rhyl 12 11. 57
max of 72 mph most of way Llandulas-Foryd
TIME off ; TIME arrival.
Onwards to Chester behind 40109 on 1G06 0937 SO Rhyl-New Street loading 9/327 tare :-
Rhyl-Prestatyn 6 05. 23
Prestatyn-Chester 28 28. 39
max 73.5 before Mold Junction
TIME off ; TIME arrival…….
surely this could not be the North Wales coast of a Summer Saturday??!!
Back to Prestatyn on 1D38 1033 SO Manchester Victoria-Llandudno with 40121 (LO) loading 11/373 departing Chester 1 late!. 9 signal checks and a signal stop later we staggered into Prestatyn 23.75 late in 51 minutes 47 seconds from Chester!!
Next came a run from Prestatyn to the Junction behind 40120 another LO Class 40 on 1D11. 1111 SO Crewe-Holyhead. Having suffered behind 1D38 ,1D11 was 23 down leaving Prestatyn
Prestatyn-Rhyl 6 6. 11
Rhyl-Abergele 6.5 6. 40
then…….4.14 miles to the Junction in 24 minutes 53 seconds with 2 signal stops totalling 14 minutes 56 seconds!!! 40120 arrived no less than 41.5 down!!
Then it was I decided to go for some mileage!! The next beast to Holyhead was 40012 with 1D31 1111 SO ex-Manchester Victoria, a mere 26 behind schedule away from the Junction. A spirited run to Bangor with a max of 77 mph at Llanfairfechan ensued with the schedule of 20 minutes being cut to 15 minutes 42 seconds. More excellent work followed and despite the 50 PWS between Gaerwn and Bodorgan (for which we came down to *32/*40!! and signals to 11 just outside Holyhead the, admittedly easy schedule of 34 minutes was reduced to 28 minutes 25 seconds!!
9 minutes gained back despite station overtime at Bangor – a gallant effort!!
1J23 1504 Holyhead-Manchester Victoria was a tad of a let-down – 47485 yet again!! Loading 8/267 this time we managed to take 29 minutes 18 seconds to Bangor with the 20 PWS at Gaerwen largely responsible. Theree followed :-
Bangor-Llanfairfechan booked 9 actual. 8. 01
Llanfairfechan- 4.5 4. 59
Penmaenmawr
Penmaenmawr- Junction 8 9. 22
Signal check *8 mph before stop
Once more back to Holyhead with 1D41 1430 ex-Crewe – 40013 in charge of 5/170 tare :-
Junction-Penmaenmawr 9 6. 40
Penmaenmawr- 5 4. 36
Llanfairfechan
Llanfairfechan-Bangor 10 9. 42
Bangor-Holyhead 33 26. 43
PWS *50 (taken at *47/40) after Gaerwen
a 7.25 minute early arrival – maybe not what the operating department liked but….!!
One final fling on the coast behind 40012 on 1A82 1805 Euston loading 11/394 5 and non-stop to Chester with the only check the PWS *20 at Gaerwen. A 10.5 minute late start from Holyhead provided some incentive :-
Gaerwen 19.5 22. 25
max 86 mph. before PWS
Llanfair PG 22 25. 52
Menai Bridge 25 29. 05
Bangor 26.5 30. 35
Junction 41 44. 33
max 82 mph after Aber
Rhyl 54.5 57. 04
min 63 mph at Llysfaen
max 81.5 mph at Abergele
Holywell Junction 65.5 67. 31
max 80 mph at Mostyn
Mold Junction 76,5 77. 51
max 82 mph at Flint and before Mold J
Saltney Junction 77.5 79. 06
2 minutes recovery time
Chester 85 84. 23
00
Beeston Castle 13 12. 04
Crewe South Works Box 21 20. 12
6 minutes recovery time
Crewe 30 24. 21
only 6.25 late in !!
The far from unusual farce south of Crewe, the 40 having been relieved by 86224
signals to *2 before Norton Bridge
PWS *20 before Lichfield
PWS *20 before Tamworth
2 signal stops of 2.5 minutes total thence diversion to
UP SLOW from just through Tamworth to almost Wolverton
*20 weave back to UP FAST
Crewe-Watford Junction in 119 49 booked 97.
Followed by a smart 16 44 into Euston – booked 18 minutes – 24.25 late in !!!
LOCOMOTIVES REQUIRED FOR HAULAGE
40120 (LO) ; 40121 (LO) ; 40013 (LO) ; 40012 (LO) ; 86224 (WN)
DAY 4 :- KING’S CROSS-LINCOLN CENTRAL ; LINCOLN CENTRAL-NEWARK
NORTHGATE
Nothing much to report here!! A gentle run behind 47422 (GD) on 1N12 2355 KX-Newcastle diverted north of Peterborough for a trundle round the Joint Line to Lincoln Central. Details :-
King’s Cross-Stevenage booked 32 actual. 32. 36
4 minutes recovery time
PWS *20 at Welwyn Garden City
Stevenage-Huntingdon 31.5 41. 13
down slow road Hitchin-Huntingdon
Huntingdon-Peterborough 19.5 23. 10
15.75 late into Peterborough
Peterborough depart 11 down
St. James 11. 47. 56/60/
Deeping 58.5
Littleworth 16. 04 65/61/61.5
Spalding 22. 47 61/55/*20
Pinchbeck 26. 36 56
Gosberton 29. 54 51/53/62
Donington Rd 33. 26 56/59/5/62.5
64
Helpringham 40. 20 *30/62/63 .5
64
Sleaford S J 45. 47 60.5/40.5/*20
Sleaford 49. 07 –
0. 00. –
PWS *20
Sleaford N J 6. 14 33/42/*20
Ruskington 9. 12. 64
Digby 12. 00 56/59
Scopwick 14. 27 58/*22
Metheringham 17. 49 60/60
Branston 27. 29 *31/56/60
47
Lincoln C 31. 33 –
Regret have no detail of schedule north of Peterborough!! But then again you don’t often see timings on this section during diversions!!
Passengers for Northgate (i.e. ME) conveyed ex-Lincoln Central by taxi!!
LOCOMOTIVES REQUIRED FOR HAULAGE
NIL
DAY 5 :- NEWARK NORTHGATE-YORK ; YORK-HUDDERSFIELD :
HUDDERSFIELD-SHEFFIELD ; SHEFFIELD-DERBY ;
DERBY-ST. PANCRAS – WATERLOO-BASINGSTOKE ;
BASINGSTOKE-OXFORD ; OXFORD-PADDINGTON
The day started unpromisingly with 1S12 0550 KX-Aberdeen rolling into Northgate behind 47469 loading 9/302 tare, 16.5 minutes late!!. The performance was reasonable enough for a Class 47
NNG-Retford booked 16.5. actual 18. 16
PWS *42 before Tuxford
Retford-Doncaster 24 actual 22. 07
8 minutes recovery time
signal check *15 after Rossington
signal stop 40 seconds after Black
Carr Junction
PWS *20 / signal check *2
at Bridge Junction
Doncaster-York 32.5 28. 18
PWS *20 leaving Doncaster
4 minutes recovery time
9.75 minutes late arriving York.
The next move took me to Huddersfield with 1M62 0750 Newcastle-Lime Street – motive power 46045 on 10/337. Time departure from York and judicious use of 4 minutes recovery time meant a 4.5 easy arrival Leeds
Church Fenton booked 11.5 actual 11. 43
Micklefield 16 15. 04
Cross Gates 21 20. 32
Leeds 31.5 27. 29
Max 82 at Ulleskelf – minimum past Garforth 53-57
Matters continued in the same vein after Leeds
Morley 9 07. 45
Huddersfield 23 23. 18
Now there came some required mileage – Huddersfield-Sheffield – departing Huddersfield at 1034 courtesy of a 2-car Metropolitan Cammell DMU.
First stage to London was with 47068 (LE) loading a fairly vast assemblage of 13/423 tare on 1V86 1035 Leeds-Paignton. A nigh-on perfect run, from the operating department’s point of view ensued :-
Dore & Totley 8 07 35. 45/47
Dronfield 12 10. 48 53/63.5
Chesterfield 16.5 15. 14 76/77.5
Clay Cross 20 18. 31
PWS *20
Ambergate 28 28. 20 *19
PWS *23
4 minutes recovery
Belper 32. 22
Derby 41.5 41. 32
For a further Peak thrash 1M21 1210 Sheffield-St.Pancras was to be taken ex-Derby. This run, behind 45107 (TO) load 9/305 proved more entertaining than might have been expected!!
Spondon 4.5 04. 15
Sheet Stores Junction 9.5 09. 13
We had just reached the 90 through Loughborough when the brakes came on and we drew to a halt for 7 minutes 37 seconds – reason fire bells warning in the cab!!
Aparantly we were not in danger of an immediate conflagration!! Having proceeded to Leicester at reduced speed we set off on a non-stop timing to St.Pancras of 101 minutes :-
Wigston North Junc 5 06. 10
PWS *20 immediately after leaving Leicester
Then the brakes cam on again and we halted at Wistow for 5 minutes 17 seconds. Fire bells yet once more!! Once again, no sign of immediate emergency but the decision made to contact Wellingborough for a replacement loco!!
Kibworth 11 18. 19
Market Harborough 15.5 23. 49
Desborough 20.5 29. 22
Kettering 25 34. 16
Loco chase effected just north of Wellingborough station – it took 17 minutes 24 seconds!! Coming to the rescue was 45058 (TO)
Wellingborough 30 59. 24
Following PWS *18.5. just before Milepost 59.75 we had just accelerated to 90 before Bedford when the brakes came on again. Through Ampthill at 47 thence a reduction to *16 weave to UP SLOW where we remained until Harlington!!
Another PWS *20 at Luton, then 91 at Radlett ; 88 before Hendon then double yellows culminating in a single yellow at Kentish Town *28 and finally into St.Pancras in 128 minutes 16 seconds ex-Leicester – 41.25 late!!
Over to Waterloo for 1V17 1700 Waterloo-Exeter (St. David’s) as far as Basingstoke,.which produced 33022 (EH) – studying this run, for the first time in years, the thought strikes me that this was a pretty useful performance for a Class 33. Judge for yourselves :-
following a brief signal stop of 7 seconds (!!) before Vauxhall we were thorough Earlswood in 9 mins 15 secs – speed 51/54 ; by Raynes Park in 12 mins 07 secs we were up to 69 ; pass Hampton Court Junc in 16 mins dead speed 73/80, thence a steady 80 mph to past West Byfleet in 21 mins 58 seconds before brakes were applied for the woking stop – 24 mins 41 secs from Waterloo as against the 28 mins booked. There was no let up on departure from Woking. Minimum speed at Milepost 31 was 66 ; 80 was reached by Fleet in 12 mins 15 secs and following a max of 83 before Winchfield, Hook was passed in 16 mins 31 secs. We pulled to a stop in Basingstoke 21 mins 13 secs after leaving Woking – 3.75 early.
Hours and hours of Class 47 power was to follow :-1M?? 1629 Poole-Lime Street loading 10/328 produced 47048 (CD) to Reading and 47452 (CD) thence to Oxford .
A signal stop of no less than 8 mins 22 secs approaching Reading explains the time of 26 mins 05 seconds (schedule 24) and two PWS one to *40 before Didcot and one to *20 after Didcot meant reading-Oxford consumed 29 mins 11 secs – but not to worry, the schedule was 32!!
More 47 mileage on the return to London – 1V68 1638 New Street-Paddington behind 47484 ISAMBARD KINGDOM BRUNEL (LE) loading 7/236 tare and 9.5 late off Oxford. Reading in 24 01 (booked 24!!) including PWS *20 before Didcot and signals to 33 approaching Reading interspersed with covering the 6.1 miles from Goring to Tilehurst in 3 minutes 54 seconds with a maximum of 96!!
7.5 late into Reading, 17.25 late off!!! Delay caused by having to secure faulty carriage door. Next stop Slough in 16. 47, booked 17 and then another 4.5 minutes of lost time caused by funereal unloading of BG. A disappointing time into Paddington – 20. 54 opposed to schedule of 21.5 (including 4.5 minutes recovery) with no higher speed than 80 at Southall saw us 19.5 down into London.
LOCOMOTIVES REQUIRED FOR HAULAGE
45107 (TO) ; 45058 (TO) ; 33022 (EH) ; 47048 CD ; ; 47484 ISAMBARD KINGDOM BRUNEL (LE)
DAY 6 :- KING’S CROSS-KIRKCALDY ; KIRKCALDY-EDINBURGH WAVERLEY ;
EDINBURGH WAVERLEY-PERTH ; PERTH-LARBERT ; LARBERT-
EDINBURGH WAVERLEY ; EDINBURGH WAVERLEY-BERWICK-UPON-
TWEED and RETURN ; EDINBURGH WAVERLEY-WEST CALDER
Once more on an ECML overnight this time with yet another 47 47419 (GD) on 1S79 2345 SX KX-Aberdeen saddled with the not inconsiderable load of 15 vehicles 550.5 tare to Waverley and doing pretty well with it!
Potter’s Bar booked 17.5 actual 15. 29
Welwyn Garden City 25 21. 34
Stevenage 32 29. 34
Depart Stevenage to time
Hitchin 6.5 5. 38
Sandy 17.5 15. 17
Huntingdon 31 27. 58
Peterborough 48 45. 54
signal check on approach to Peterborough
Then a gentle stroll through the night – non-stop to Newcastle booked 212, actual 209. 51
Time off Newcastle
Morpeth 19 20. 20
PWS *40 at Annitsford
Alnmouth 36 36. 32
Belford 52.5 55. 36
PWS *20 after Christon Bank
PWS *20 before Belford
Berwick 67.5 68. 25
An unusual non-stop run – Bewick-Drem – 1S79 or its equivalent during the war years had stopped at Drem to service East Fortune airbase.
Drem 40 39. 45
3 minutes recovery
2 late off Drem but with 24.5 scheduled into Waverley including 4 minutes recovery time……
Waverley 24.5 20. 30
My original plan had been to return to base at West Calder off 1S79 but this had to be changed when the relief motive power from Waverley turned up in the shape of 26044/26029 and this for a load of 10 vehicles taring in at 353.5!! Things, regrettably did not go according to plan!! Additional stops were made at Aberdour and Burntisland (failure of local DMU??). Prior to those we suffered an 8 minute delay at Haymarket because something was short-circuiting on 26044!!
Haymarket 4 4. 20
9 late off
Dalmeny 11.5 11. 20
2 minutes recovery
Inverkeithing 18 17. 34
1 minute margining time
10 late off
Aberdour 7.5 9. 38
PWS *20 after Dalgetty Box
stop Aberdour 1 min 01
Burntisland 11 15. 21
stop Burntisland 1 min
Kirkcaldy 20.5 24. 29
11 late in – no blame to either the 26s (well 26029 at least!!) or their crew!!
It really had not been one of the best 15 hours for motive power I’d ever experienced !!) and one more disappointment lay in store – 1G29 0625 Aberdeen-Waverley with 47406 (FP) – the best one could say was that it was at least one of the “generators”. The load was 8/262. The schedule of 18 minutes to Inverkeithing was exceeded by some 4 minutes 13 seconds – thanks to signals to 12 and then a stop for 28 seconds on the approach. With 4 minutes recovery to Haymarket, this in a booking of 19 minutes one might have expected an on time arrival……
signals to 15 at North Queensferry
signal stop 20 seconds at Forth Bridge North
signals to 31 at Dalmeny
put a stop to such dreams – 18 minutes 40 seconds the best on offer . Another 50 seconds lost ex Haymarket into the Waverley.
Thankfully 1N20 0940 Waverley-Inverness produced one of Haymarket’s more interesting Class 40s 40173 with a load of 9/297.5 (timing load D280!) – now this locomotive had come to Scotland from Spring’s Branch. Shortly after arrival, it was sent to Stratford to feature on a special. Stratford apparently did not believe the sound emanating from the engine, opened things up and discovered that of the 16 cylinders, 15 needed reboring!!! Haymarket having received her back, promptly celebrated by putting 40173 to work on the Inveness turns for a while.
This morning nobody it seemed was in an enthusiastic mood!!! A 4.75 minute late departure had increased to 7 by the time we left Haymarket despite an initial time of 3 minutes 32 seconds. The 14 minute booking to Inverkeithing did not allow for any having about and a maximum of only 67 before Dalmeny passed in 9 minutes 33 (05 minute loss) was not quite good enough. With a slow finish the actual was 15 minutes 39 seconds. On leaving Inverkeithing there was a PWS *20 to contend with after Dalgetty Box. as a result passing time to Burntisland was 11 minutes 54 seconds, a clear loss of almost 2.5 minutes and another disappointing max of only 54.5 at Invertiel Junction gave a time to the Kirkcaldy stop of 20 minutes 22 seconds.
By departure ex-Kirkcaldy 1N20 was 11 late. A pas *30 before Sinclairtown was virtually irrelevant…..but 42.5 by Dysart was simply not on!! A minimum of 54.5 up to Lochmuir was somewhat better but there still seemed to be a reluctance to let 40173 loose downhill. A max of 66.5 before Kingskettle with 1N20 running 13 minutes late was another disappointment.
It was a good job that we were allowed no less than 30.5 minutes Ladybank-Perth. This inclusive of 3 minutes recovery time and 2 minutes margining time before Hilton Junction. The whole run was achieved (if that’s the right word!).without reaching 50 mph until Hilton Tunnel!!! Ok so we regained some of the deficit taking 27 minutes 51 seconds to the Perth stop, but the lateness was still 11 minutes. Not my most memorable run behind 40173 (unless for all the wrong reasons!!).
The nest run was a considerable improvement – 2T25 1138 Dundee-Queen Street in charge of 26038 (IS) loading 5/176 and departing Perth to time
Hilton Junction booked 5 actual 3. 55
max 66 mph before Forteviot
min 46 mph at Auchterarder
Gleneagles 18.5 18. 13
On to Dunblane
Blackford 4.5 3. 44
2 minutes recovery time
max 76.5 before Kinbuck
Dunblane 14.5 12. 54
A tight 6 minutes into Stirling saw the 26 lose only 18 seconds. The standard 10 minutes to Lambert was exceeded by only 13 seconds with a minimum 0f 47 after Bannockbrn and a max of 65 at Alloa Junction.
Thence to Waverley on board 2G55 1258 Dunblane-Waverley – 3-car Metro-Cammell DMU as usual.- to cover 1E15 1415 Waverley-Newcastle – all 3 coaches of it 111 tons tare behind 40081 (YK) :-
Waverley-Prestonpans booked 12 actual 11. 30
without exceeding 64 mph
Prestonpans-Longniddry 6.5 7 59
PWS *20
Longniddry-Drem 7.5 6. 17
max 69
Drem-Dunbar 12 12. 26
max 76 at Beltonford Siding
Dunbar-Berwick 33.5 30. 49
4 minutes recovery time
PWS *60 after Ayton (irrelevant to performance!!)
max 75 after Innerwick
1 late off Waverley ; 2.25 early into Berwick.
Return from Berwick per 1S21 1055 KX-Waverley – 55015 TULYAR (34G) on 11/373 – – 25 minutes adrift ex-Berwick but with 62 minutes to arrive Waverley albeit 13 of those minutes were recovery time. 55015 screamed up the cliffs to Bournemouth in 6 minutes 58 seconds at a minimum of 65. Liberties were taken with the PWS *60 before Ayton (69 minimum!) passed in 8. 21 as opposed to 12 booked. Up to 86 before Grantshouse (booked 19.5 ; actual 15. 28) then PWS *20. We then went for it – accelerating to 85 by Cockburnspath – keeping power on – 102 max at Oxwellmains. Braking to a mere 84 through Dunbar, we passed in 24. 29 ex-Berwick (schedule 29.5). More Deltic howling brought us through Drem at 105 mph in 31. 40 (booked 39) ; 95 through Longniddry ; 85 still at Prestonpans. We then braked to be doing 62 at Monktonhall in 39 18 (booked 52) but a brisk acceleration brought a final 72 at Craigentiiny. We drew to a halt at Waverley, having reduced the arrears from 25 minutes to 13.75 minutes, in 46 minutes 49 seconds from Berwick!.
So back to base on 2Y44 2004 Waverley-Central on a Class 107/161 DMU – departure to time arrival 1 late.
LOCOMOTIVES REQUIRED FOR HAULAGE
NIL
DAY 7 ;- WEST CALDER-EDINBURGH WAVERLEY : EDINBURGH WAVERLEY-
GLASGOW QUEEN STREET ; GLASGOW CENTRAL-CARLISLE ;
CARLISLE-LEEDS ; LEEDS-YORK ; YORK-DARLINGTON and return ;
YORK-KING’S CROSS
The day began (in common with many in the 1970s and early 1980s!!) with a journey to Waverley on 2Y05 0650 ex-Glasgow Central. This morning it was formed of a 3-car DMU Class 116/175 and was doing well – only 1 late off West Calder and on time into Waverley!!
Across to the West once more courtesy of 1O14 0900 Waverley-Queen Street with its normal pair of push-pull 27s and load 6/191. These 27s had the living daylights battered out of them for years!! The departures on the hour from Waverley being booked 3.5 minutes to Haymarket and 43 non-stop from there to Queen Street!
This day it was 27109 (ED)/27207 (HA) providing the power. 3 minutes 47 to Haymarket was relatively poor but then……… A PWS *20 before Ratho caused 2 minutes 29 to be dropped to Bathgate Junction (where Newbridge is nowadays!!) in 9. 29 (booked 7).
Winchburgh Junction booked 10. actual. 13. 28
speed 75
Linlithgow 14 17. 58
max 86
Polmont 17.5 20. 40
speed 83
Worth noting that speeds such as these resulted in a gain of schedule of precisely 13 seconds!!
Having come down to 53 at Falkirk High we soon hit 80 again
Greenhill U J 24 27. 06
Lenzie 31.5 34. 58
speed 85 – rising to 88 after Cadder
a much needed 4 minutes recovery
Cowlairs 38.5 39. 18
Queen Street 43 43. 02
The customary walk through the streets of Glasgow bound for Central and 1M03 1045 Carlisle via the G&SW – this morning the customary Class 40 40011 (LO) – what was not customary especially on a timing load of D175 was a train of 9 vehicles 311.5 tare!! This looked as though it could be interesting!! And indeed , it was – up to 64 by Nitshill still 60 at Barrhead, scheduled 13 actual 11. 17. Then nothing lower than 42 on Neilston Bank. 19. 18 through Lugton booked 21.5 and a triumphant 21. 52 to stop at Dunlop booked 24!!
Dunlop-Stewarton some 2.20 miles booked 4 actual 4. 11 max speed 55! But despite hitting 74 through Kilmaurs we were unable to keep 6.5 minutes to Kilmarnock taking 7. 51
On leaving Kilmarnock 54.5 was achieved after Hurlford and the climb past Garrochburn to Mossgiel Tunnel N was surmounted at 47
Mauchline 12 12. 50
With nothing higher than 66 before New Cumnock booked 23.5 actual 23. 07 40011 kept the 30.5 minute schedule to Kirkconnell to the very second!
Then :-
Sanquhar 4.5 4. 21
A brisk 70 before Ardoch ( braking to 55 limit) and then sustained 55-56 up to Drumlanrig Tunnel
Thornhill 15.5 15. 39
speed 75
then 69-74.5 most of the way until braking for
Dumfries 28.5 28. 26
This was timekeeping!!
40011 played with the 19.5 booking Dumfries-Annan – the 4 minutes recovery time enabled 1M03 to make an arrival 3.5 early in 16. 06 ex-Dumfries.
As for the last stage into Carlisle – more of the same – booked 2 (including 1 minute margining time). actual 19. 24!! Max of 75 at Rigg.
This must rate as one of my best 40 performances (40157 excepted of course!!)
My route south was by the S&C on board 1M86 1150 Glasgow Central-Nottingham.
45063 (TO) in charge of 9/335. Regrettably I do not have the relevant WTT in my collection, so the bare details will have to suffice. A 6.5 late departure from Citadel provided suitable encouragement
Carlisle-Appleby 39 36. 00
max 74 after Langwathby
PWS *20 before Long Marton
Appleby-Settle 48 46. 19
PWS *20 after Griseburn box
minimum 57 before Blea Moor
PWS *30 (26) over Ribblehead Viaduct
Settle-Skipton 19 16. 37
max 63 at Bell Busk
Skipton-Leeds 32 31. 04
max 75 at Stetson and approaching Bingley
All time regained to Leeds!
Bit more DMU mileage followed – but at least it was “main-line’ stock. This was the 1410 Lime Street-York formed on 5 cars of Classes 126/180. 2 minutes late off Leeds ; a disappointing 8 late into York – assume we were checked by signals but did not keep record of this run!
An hour or so behind Class 46s was to follow. And quite enjoyable it tuned out to be!
North as far as Darlington behind 46046 (GD) on 10 vehicles 336.5 tare on 1E10 1510 Lime Street-Newcastle, 2.5 down leaving York. Skelton Junction booked 4.5 actual 2. 53 was a most promising start. Speed had risen to 85 by Rollerton, booked 11 actual 9. 20 followed by a steady 90 between Raskelf through Thirsk booked 20, actual 17. 35. Then came a cruel PWS *30 before Otterington despite which we came very close to keeping the 26 minute schedule to Northallerton – loss of 47 seconds to be precise. We had 2 minutes recovery on to Darlington, which enable up, with the help of another 90 max at Croft Spa to cut the 18 minute schedule to 15. 55 despite the obligatory signal check on the approach.
The return to York was not what I had hoped for!! 1M79 1545 Waverley-Lime Street being powered not by a Class 40 but by 46037 (GD) loading 10/337. Once again a most promising start with 90-91 mph being attained by Northallerton booked 12 minutes, actual 11. 53. Then things were ruined by signals culminating in 3 stops – thus Otterington-Thirsk occupied no less than 14 minutes 19 seconds!! Mind you the 46 and its crew were not disheartened and with a sustained 90 mph from Raskelf to beyond Beningborough our time from Thirsk was no more than 18. 04. We scrambled into York 10,25 minutes adrift in an overall time from darlington of 47. 33.
It was high time for some more “Deltic” mileage! This was achieved by a run to KX with 1E21 1700 ex-Waverley behind 55006 THE FIFE & FORFAR YEOMANRY (HA)
loading 10/338. A 14 late departure from York gave impetus.
Selby 13.5 12. 54
max 96 at Riccall
Shaftholme Junction 27 23. 26
4 minutes recovery time
PWS *50 before the Junction
Doncaster 31.5 29. 30
an almost miraculous uncooked approach!!
Station overtime at Doncaster (surprise,surprise!). Then the tight 15.5 booking to Retford (GN) could not be kept due to a PWS *20 before Black Carr despite 96 max at Barnby Moor – 16 minutes 13 could not be considered poor!! On to North Gate on another tight 15 minute booking – 13 seconds dropped despite 97 at Carlton-on-Trent . The Northgate-Grantham section proved the difficulty of accelerating schedules and then having to carry out a programme of track maintenance!! The schedule was down to 12.5 minutes – we suffered PWS *40 after Barkston South Junction and a PWS *20 before Barrowby Road – result 15 minutes 11 seconds taken and a 16.5 lateness on arrival at Grantham.
The 4 minutes recovery to Peterborough was welcome indeed booked 26.5 actual 23. 26 with no higher max than 98 at Tallington. One wonder if the speedometer on D9006 was reading on the high side??
The schedule to KX was a seemingly generous 63 minutes, but this included 4 minutes recovery + no less than 5 minutes margining time!! We managed to keep the net almost to the second – thanks, amongst other things, to a completely unchecked run!!
Huntingdon booked 13. actual 13. 32
Sandy 22 23. 17
Hitchin 32.5 30. 58
Potters Bar 48.5 43. 12
KX 63 54. 06
2.5 late only into KX – but I can”t help feeling that we could have been on time!!
LOCOMOTIVES REQUIRED FOR HAULAGE
40011 (LO) ; 45063 (TO) ; 46046 (GD)
DAY 8 :- KING’S CROSS-NEWCASTLE ; NEWCASTLE-DARLINGTON and return;
NEWCASTLE-DARLINGTON and return ; NEWCASTLE-EDINBURGH
WAVERLEY ; EDINBURGH WAVERLEY-NEWARK NORTHGATE
Once more dealings with 1N12 2355 KX-Newcastle. Once again a late start from KX!! A more novel reason this time however – incorrect marshalling of a vehicle which should have been part of the rake of 1S79!! 1N12 left 17.5 late – 55009 ALYCIDON on 9/316. signals to *30 before Finsbury Park preceded a spell on the down slow road to after New Southgate to allow 1S79 to precede lost us a further 6.25 minutes to Potters Bar. Despite 4 minutes margining time (why??) further time was lost to Stevenage thanks to a signal stop of 5 minutes after Knebworth. The time KX-Stevenage was a miserable 40 minutes 59 seconds. 2.25 minutes regained to Huntingdon – booked 26.5 actual 24. 16 . Then some much needed dossage to Darlington (for those of you who do not time trains, this is hard work, particularly at night!!). The run could not have been bad because 1N12 was but 2 minutes adrift leaving Darlington. PWS *20 after Croxdale was enough to lose us 1.75 minutes to Durham in 24 minutes and 41 seconds but smart station work here and a reasonable performance to Newcastle (18 minutes 40 seconds despite PWS *20 at Low Fell) saw an arrival only 0.75 minutes late!!
A couple of return journeys between Newcastle and Darlington filled in the rest of the morning. The motive power was variable to say the least! Firstly another eminently presentable run with 46048 on 1M62 0750 Newcastle-Lime Street loading 10/337 ;-
Newcastle-Durham booked 15 actual 15. 05
Durham-Darlington 24.5 21. 11
4 minutes recovery.
Back on 1S11 0730 Leeds-Waverley with 47535 (BS) with 8 on equivalent 263.5 booked non-stop in 36.5 minutes (including 4 minutes recovery) with the two PWS *20 before Relly Mill and at Low Fell actual 37 minute 17 seconds – not exactly memorable!!
I then decided to sample, as briefly as practicable, the new age on the ECML!! 1E03 0810 Waverley-KX arrived formed of set 254 016 (power cars 43087 (EC)/43086 (EC). Booked non-stop Darlington in 31.5 including 3 minutes recovery. What like the new age??
King Edward Br. Junc. booked 2 actual 2. 45
Durham 12.5 12. 28
max 96 at Bartley!!
Ferryhill 19.5 19. 05
passed at 100
Darlington 31.5 29. 07
max 112 after Bradbury
Not bad for an introduction.
The real prize still awaited me in the form of 1S48 0848 Doncaster-Waverley running approx 40 late which eventually put in an appearance with partial failure 40080 (GD) being assisted by 31289 (GD)!! Now, I’m told by Mr C., who is far more knowledgeable about Class 31s than I am, that 31289 was a rarity on passenger working of any sort!! On load 8/277.5 tare and only a modicum of help from the 40 and with the two PWS *20 to contend :-
Ferryhill booked 14 actual. 14. 05
max 69 before Bradbury
Durham 21.5 24. 52
max 75 after Croxdale
PWS *20 before Relly Mill
4 minutes recovery time
King Edward Br Junc 36 38. 29
max 83.5 after Lamesley
PWS *20 at Low Fell
Newcastle 38 41. 21
1S48 was 41 late despite this gallant effort! At Newcastle the pair were replaced by a Class 47/4 – I lost interest at this point!! and decided to wait for 1S17 0900 ex-KX to take me North to Waverley. It proved a longer wait than I expected/wanted! 55015 TULYAR (FP) eventually turned up running 32 late on an 11 coach rake 373 tons tare!!
By Berwick our lateness had increased to 40.5 minutes!! As so often at this time this was the fault of neither locomotive or crew! A signal check to 56 at Forest Hall was the least of our worries and only 20 seconds was lost to Morpeth in 16 minutes 50 seconds from Newcastle. But a succession of signal checks culminating in a stop of 1 minute 11 seconds caused the 3.06 miles from Longhirst to Widdington to occupy no less than 5 minutes 54 seconds!. Despite hitting 95 beyond Acklington this meant a passing time to Alnmouth of 35 minutes 55 seconds as against the 31 minutes booking. PWS to *20 both through Chathill and Lucker meant further loss to Belford, 53 minutes 06 seconds , booked 44 minutes. We then had a brief burst of 100 mph after Smeafield and speed was still 90 at Scremerston The final time to Berwick was 64 minutes 32 seconds , booked 55.5.
Station overtime (not exactly surprising – 1 minute is ridiculously short!!) and 42 late off. 4 minutes recocery meant that PWS *60 after Burnmouth was almost irrelevant and Reston Junction was passed in 10 minutes 47 seconds as against schedule of 14 minutes. However another PWS *20 through Cockburnspath was more serious. Down the bank from Pemnanshiel we threw everything in and reached 102 before Oxwellmains before the Dunbar slowing to 56 – Dunbar pass time 24 minutes 33 (schedule 27.5). 100 reached by East Fortune ; 101 through Drem (in 31 minutes 41 seconds, schedule 35.5) and 103 past Aberlady Junction showed that hope had not been abandoned!! 92 after Prestonpans was interesting but we managed to come down to 56 for Montananhall Junction. 4 minutes recovery over this section helped the cause!! Monktonanhall in 39 minutes 37 seconds (schedule 48.5!!) With a max of 67.5 after Crainentinny we finsished up 32.25 late at Waverley in 47 minute 09 seconds from Berwick (booked 56.5).
July 13 being my birthday, I had agreed to be with my folks for the last few hours of it!! Hence I was working the same diagram as 55015 – up on 1E21 1700 Waverley-KX to Northgate. Load this time 10/341 tare.
Portobello booked. 5. actual. 4. 57
Monktonhall Junction 7.5 7. 05
PWS *20 after Prestonpans
0.5 minute margining time
Drem 17 18. 39
100 at East Fortune ; 102 at East Linton ; 98 at Beltonford Siding
Dunbar 24.5 25. 50
0.5 minute margining time
92 before Cockburnspath ; brakes to 64 for Pemnanshiel
Grantshose 34 34. 42
Reston Junction 38.5 38. 39
PWS *64 before Burnmouth
Berwick 51 48. 10
Away to time ; 97.5 by Goswick ; 94 at Belford
Belford 12. 12. 09
PWS *30.5 before Christon Bank
90 briefly before Longhoughton ; 64 as rewired Alnmouth
Alnmouth 24.5 25. 54
96 before Longhirst before braking to *51 for Morpeth (limit here raised from *40 – at last!!)
Morpeth 39 39. 44
PWS *20 (taken at 27.5) just after Stannington a nuisance
86 max at Annitsford
4 minutes recovery time
3 minutes margining time
Newcastle 62 58. 53
South from Newcastle….an enterprising run to Darlington…..90 by Plawsworth put us through Durham in 12. 58 (booked 13). A signal check *47 before Croxdale did not help the cause but 98 just after Bradbury did!! Despite signals *14 after Parkgate Junction 1E21 pulled into Darlington in 31. 21 (booked 34).
The run onto York was wonderful – signals *45 through Eryholme then……
Danby Wiske 9. 46 83.5/90/92.5/95
Northallerton 11 12. 03 98/100/103
Ottterington 14. 00 105/106/106
Thirsk 15.5 16. 38 106/106/105
Sessay 18. 48 105/105/106/106
Pilmoor 19. 57 100/103/103
Raskelf 21. 28 106/107
Alne 22. 50 104/101
Tollerton 23 23. 32 106/106
Beningborough 4 mins. 25. 58 106/105/106/106
recovery
Skelton Junc 32 28. 20 101/100/95 *55
York 35.5 32. 00. 3 mins early
One was tempted to ask at this point – who needs High-Speed Trains??!!
On the next stage to Doncaster signals *24 before Barlby North lost us time to Selby – booked 13.5 actual 14. 52 – but 100 from Balne to Shaftholme Junction + 4 minutes recovery soon put this to rights 9 Shaftholme booked 27 being passed in 24. 30. The standard signal check on the approach to Doncaster *1!!! could not avoid the schedule being kept – 31.5 actual 31. 29!!
15.5 schedule to Retford (G.N.) was on the tight side given PWS *30 just past bridge Junction and 62 over Bawtry Viaduct – 55015 took 16. 16. 2 late off Retfordand a joyous unchecked thrash to Northgate – 14. 45 with top speed of 103 at Carlton-on-Trent – enough to gain us 15 seconds on the 15 minute booking!!
LOCOMOTIVES REQUIRED FOR HAULAGE
47535 (BS) – 43087 (EC) ; 43086 (EC) ; 31289 (GD)
DAY 9 :- NEWARK CASTLE-DERBY ; DERBY NEW STREET ; NEW STREET-
MARCH ; MARCH-ELY ; ELY-LIVERPOOL STREET ; KING’S CROSS-
NEWARK NORTHGATE ; NEWARK NORTHGATE-DONCASTER ;
DONCASTER-LEEDS ; LEEDS-STOCKPORT
Another day starting on a DMU! But at least it was on a different line and was a different type of unit!! Indeed a luxurious DMU set on 2M84 0834 Lincoln (St. Mark’s)- Crewe a 3-car 120/179 unit. These units were formed out of the 6-car Cross-Country sets of 1957, which I first came across in the summer of that year on a new Birmingham Snow Hill-Cardiff (General) )?) service in the course of a family holiday to Ross-on-Wye!
Baled at Derby, by which time the unit was 10 late to cover 1V80 0900 Newcastle-Temple Meads on to New Street. This rolled in some 8 late behind required 46011 (LA) at the head of a worthwhile load – 11/357. Non-stop to New Street in 44 minutes 32 seconds, 1.5 minutes over schedule explicable by pls *50 after Kingsbury and PWS *20 after Castle Bromwich.
Headed east with 1E66 1236 New Street-Norwich behind 31160 (MR) load 6/210.5. The schedule did not require anything in the way of a startling effort!! 32 minutes to Nuneaton Trent Valley actual 31 minutes 46 seconds despite PWS *20 after Shustoke and PWS *20 after Nuneaton Abbey Street. (Incidentally this was the first time I had stopped at Trent Valley – the old Cleethorpes-New Street of revered memory had just used Abbey Street!!). On to Hinckley booked 6.5 actual 7. 36 – loss of time due to PWS *30 after Midland Junction. More PWSs followed on the section to Leicester to *40 at Blaby and *10 on approach to London Road. However 3 minutes recovery time was useful and the 31 reduced the schedule time of 19.5 to 17. 37 – thanks also to a bit of thrash (or whatever the 31 equivalent was!!) up to 76 at Croft.
61 minutes 44 seconds non-stop Leicester-Peterborough struck me as being eminently reasonable – schedule 62.5 and time off Leicester. Only one check in the entire 52 miles was both a surprise and a pleasant change (signals to 33 before Helpston). Last stage into March brought PWS *10 over bridge after Peterborough East, despite which time kept to March 19. 53 booked 20. Arrival in March to time!! After 9 minutes in March, another blast of DMU to Ely followed – this time a 2 car Derby Heayweight (as they were known in the 50s!! – Class 105/141 in more modern times – and yes there were Derby Lightweights as well numbered in the 79000s which I remember of the Conwy Valley run down to Blaenau Ffestiniog). Train involved – 1P63 1238 Doncaster-Cambridge – 3 minutes early into Ely.
F0r 1978 a novel way up to London was the Great Eastern main line via Cambridge!
1L35 1530 King’s Lynn-Liverpool Street with 37021 providing the haulage of load 8/268, left Ely 5 down :-
Chesterton Junction. booked 13.5. actual 13. 20
Cambridge 17 17. 01
6 late off Cambridge
Shelford 5 4. 46
Audley End 16.5 14. 56
5 late off
Elsenham 7.5 7. 03
Bishop’s Stortford 13 12. 29
5 late off
Broxbourne 12.5 14. 08
max 80 at Harlow Town
PWS *20 after Roydon
Cheshunt 15 17. 01
6 minutes margining time
Tottenham Hale 27.5 24. 16
signals *21
signals *14
2.5 minutes recovery time
Hackney Downs 34.5 32. 20
signals *20
signals *5
Bethnal Green 38 37. 25
Liverpool Street 41 5 41. 20
OK but not exactly scintillating – still 4.5 late into Liverpool Street.
The rest of the day is best forgotten about!! A plethora of 47s when one might have expected at least one Class 55! The downhill slide commenced with 1L18 1809 King’s Cross-York. This produced nothing better than 47523 (YK) on load 10/342 tare. Give the 47 its due -the start was not too bad at all
Potter’s Bar 13 13. 07
WGC 18 18. 16
Then we began to get signals 68 at Knebworth ; 57.5 at Stevenage ; 40 after Stevenage then 2 signal stops, the first of 33 seconds ‘ the second of 8 minutes 26 seconds!! 1L18 was then put on the down slow road through Hitchin – reason the failure of the 1712 KX-Peterborogh on the down fast in Hitchin station!! 2 minutes margining time was NOT going to solve this!!
Hitchin 27 42. 10
max 91 at Biggleswade
Sandy 33.5 51. 43
max 95 at Offord
Huntingdon 43 5 61. 24
max 93 at Holme
signals *19 on approach
Peterborough 56 75. 00
Station overtime at Peterborough meant a 23 minute late departure.
47523 struggled on the Grantham leg – 22 minutes booked actual 24. 05
Tallington 7 5 8. 07
max 86 at Essendine
thence 82 at Little Bytham ; 75 at Corby Glen ; 74.5 over Stoke. A brief acceleration to 90 by Great Ponton was not enough!!
Much the same story to Northgate the booking of 12 minutes required something more than 2580 hp!! With a maximum of 90 after Claypole we took 13. 50 and arrived in Newark 26.5 minutes late!! met GL at Northgate – we both were bound for the North Wales coast!!
1N09 1904 KX-Newcastle proved another disappointment 47404 (FP) on load 8/285. One shudders to think of the process whereby this was allowed 39.5 minutes non-stop to Doncaster, including no less than 10 minutes recovery time!!! This was sufficient to cope with PWS *40 (taken at *33) at Dukeries Junction ;signals *43.5 before Barnby Moor & Sutton and PWS *30 at Bridge Junction, and indeed to turn a 3 late departure from Northgate into a 2 early arrival at Doncaster.
Was there no end to 47s we wondered as 1L21 1940 KX-Leeds hove into view behind another “generator” 47407 (FP) heading 8 vehicles/274. 4 late from Doncaster – 8.25 late Wakefield Westgate (booked 18 actual 22. 21 with PWS *20 before Carcroft and PWS *40 at Hare Park & Crofton 9 adrift ex-Wakefield, 3 minutes recovery allowed us to cut the scheduled 18 minutes to Leeds to 15. 28.
The torrent (torment!!) of 47s was not over. 1M41 produced nothing moree memorable that 47461 (YK) at. the head of 11 vehicles 332 tare to Stockport. On time ex-Leeds had degenerated to 12.75 late by Stockport. A pretty insipid run to Crewe followed behind 86009 lading but 6/205 – booked 25 minutes actual 26. 49 albeit that a severe signal check before Cheadle Hulme did not help!
LOCOMOTIVES REQUIRED FOR HAULAGE
46011 (LA) ; 31160 (MR) ; 47461 (YK) ; 86009 (WN)
DAY 10 ;- CREWE-HOLYHEAD ; HOLYHEAD-LLANDUNDNO JUNCTION- ;
LLANDUDNO JUNCTION-LLANDUDNO ; and Return ; LLANDUDNO
JUNCTION-COLWYN BAY ; COLWYN BAY-PRESTATYN ;
PRESTATYN- CHESTER ; CHESTER – COLWYN BAY ; COLWYN
BAY-RHYL ; RHYL-LEEDS – LEEDS-DONCASTER ; DONCASTER-
NEWARK NORTHGATE
They say you can get used to anything given time – Crewe in the early hours of a Saturday morning was one of those things. The 0218 departure to Holyhead was headed by 47442 – another 47!!! – I could not even be bothered to take the train weight, never mind log it!! 47442 balance back, as booked on 1A23 0632 Holyhead-Euston with a meaningful load 11/369. 26 minutes to Bangor was exceeded – 29 minutes 36 seconds with the PWS*20 (taken at 15!!) before Gaerwen not helping in the slightest. Better progress was made to Llandudno Junction – unchecked in any way!! – booked 17.5 actual 15. 58.
The usual run to Llandudno on 2D87 with the usual consist, followed by the usual superb and cheap feed before covering 1E86 0900 SO Llandudno-York back to the Junction with 40026 (LO) on 9/311 – all 9 minutes 15 seconds of it against a booking of 8 minutes!! Another short haul to Colwyn Bay followed behind 40106 (LO) – 1G06 0937 SO Llandudno-New Street loading 10/361.5 – booked 7.5 actual 6. 16 – with 59 mph being achieved after Mochdre!
The next move – all 14.93 miles of it- took us from Colwyn Bay to Prestatyn – another required Class 40, 40094 (KD) in charge of 1J66 0942 SO Llandudno-Manchester Vic. load 9/308.5. Signals on the approach to Abergele caused us to take 9. 17 as opposed to a schedule of 8.5. To Rhyl our time was 6. 58 (7.5) booked and to Prestatyn 5. 50 (booked 6).
Onwards to Chester on 1K28 0915 SO Holyhead-Crewe behind 40143 (SP) with 6 vehicles 207.5. A lively enough start – 77 mph by Mostyn – was ruined by 2 signal checks *16 and *23. Thus we took 17. 03 to Flint (booked 14). Non-stop thence to Chester – again lively enough 80.5 by Queensferry ; pass Mold Junction 9. 09 (booked 9) but then a catastrophically slow finish which used up the 2 minutes recovery and a few seconds more – 17. 13 to the stop (booked 17).
This was turning out to be a good day 40-wise. The intended move was back to Llandudno Junction courtesy of 1D29 1111 Manchester Victoria-Holyhead for 1E82 to Leeds. 1D29 dutifully produced the second KD 40 of the morning 40137 with 8 coaches 282 tons tare. Only 1 late off Chester, a super start passing Mold Junction in 6. 16 (booked 8). Even a couple of slight signal checks to *53 and *51 could not prevent us passing Holywell Junction in 19. 43 (booked 20). There was a non-advertised stop in the schedule at Rhyl 32-34 minutes from Chester. My records show that this was for “locomotive purposes ” – what, on wonders????. Our theme at Rhyl lasted from 30. 47 to 31. 26. The result of a joyous gallop in the 80s between Mostyn and Prestatyn (max 84).
One could not expect a Summer Saturday on the North Wales Coast to be achieved without any farcical proceedings!! Today’s started with a signal check to *42 before Abergele followed by a signal stop of 6 minutes 41 seconds at Llysfaen!! This explained why our pass time of 48 minutes to Colwyn Bay had been extended to 54. 07 by the time we drew to a halt in the platform!!
To the cries from the station staff of “You can”t get off – the train doesn’t stop here” (!!) a goodly number of bashers did indeed get off. After all there was a bonus to be covered in the shape of 1D17!! It did not affect the timekeeping one iota, since, due to a points failure, the 1033 ex-Manchester Victoria bound for Llandudno was allowed to precede 1D29!!
1D17 1302 SO Llandudno-Nottingham, duly produced its booked TO ‘rat”, 25301 on load 9/308.5. Its booking of 12 minutes to Rhyl was a but much for a Type 2! Despite achieving 74.5 before Foryd, the actual was 13. 18.
Another beautiful, required 40 on 1E82 1342 SO Llandudno-York/Sheffield, 40003 on load 8/274 to Huddersfield and 4/137 thence. An 8 minute late start from Rhyl provided some encouragement and the regaining of lost time started at once – Prestatyn in 5. 14 (booked 6) having hit 60.5 mph. An unchecked run followed to Chester :-
Holywell Junction booked 11. actual 9. 34
having already hit 79 mph after Mostyn
79 again before Flint
Flint 16.5 13. 06
another 79 before Connah’s Quay
Mold Junction 22 21. 00
Saltney Junction 23 22. 21
1 minute recovery time
Chester 29 26. 57
Not bad for 26.35 miles!!
The schedule on to Warrington was not likely to cause any hassle – 18.08 miles booked 34 minutes!! This despite 4.25 station overtime at Chester!!
Mickle Trafford Junction 6.5 4. 38
Helsby 11 9. 57
Frodsham Junction 15.5 14. 12
Then we were rewarded with 6 minutes recovery time before Acton Grange Junction! Despite PWS *20 before Norton, a signal stop of 1 minute 05 seconds before Acton Grange Junction and signals *30 on approach we could only spin out 27 minutes 22 seconds and were only 1.75 late into Bank Quay. This was turned into 2.25 early into Manchester Victoria booked 31 minutes actual 27. 15 with a max of 77 after Glazebury. (Apologies for lack of details ex-Warrington – do not possess the relevant WTTs!!).
Things seemed to go respectably east of ManVic – Stalybridge passed in 14. 53 despite to signal checks *16 and *5 after Ashton-under-Lyne. Then up to 51 by Saddleworth and a minimum of 42 after Diggle and a passing time to Longwood of 35. 21 made the 38 minute schedule look achievable. Then……the final 1.77 miles into Huddersfield occupied no less than 9. 18 thanks to 2 signal stops (of 21 seconds and 1 minute 37 seconds respectively) with signals *5 between them!!
Having detached the Sheffield coaches, 40003 proceeded gently towards Leeds;-
Huddersfield-Mirfield booked 7 actual 8. 35
PWS *20 before Beadley Junction
Mirfield-Dewsbury 6 4. 49
Dewsbury-Batley 4 2. 39
Batley-Morley 7 5. 51
Morley-Leeds 14 (!!) 8. 43
4.75 early into Leeds
From Leeds to Northgate it was back to Class 47s – 1A30 1805 Leeds-KX with 47542 (YK) loading 9/309, which was at least required
Leeds- Wakefield Westgate 15 16. 20
signal stop 44 seconds outside.
Wakefield Westgate-Doncaster 22 23. 34
PWS *20 Hare Park Junction
PWS *20 Bentley Crossing
Then 47535 (BS) on 1A31 1816 York-KX (could have been kinder to us!!)
Doncaster-Retford (G.N.) 16.5 16. 13
PWS *20 (taken at 32!!) at Bridge Junction
Retford (G.N.) – Northgate 16.5 15. 43
max 101 after Egmanton (!!)
You can see why the ECML was in no hurry to return this particular 47 to Bescot!!!
LOCOMOTIVES REQUIRED FOR HAULAGE
40106 (LO) ; 40094 (KD) ; 40143 (SP) ; 40137 (KD) ; 25301 (TO) ; 40003 (HM) ;
47542 (YK)
DAY 11 :- NEWARK NORTHGATE-LINCOLN ST. MARK’S ; LINCOLN CENTRAL-
YORK ; YORK-YORK (via LEEDS and HARROGATE) ; YORK-
LINCOLN CENTRAL ; LINCOLN ST. MARK’S-NEWARK NORTHGATE.
One more memory of the “good old days” – when All-Lines were valid on the Scarborough Spa Express and indeed when Freedom of Scotlands were valid on the Clyde!! Now, there are all sorts of problems associated with growing old – one in particular for railway enthusiasts of a certain vintage is we remember steam in regular service!! Hence the difficulty in attitude to preserved steam especially as with the passing of the years there seems to be a increasing amount of unrealistic romantic nonsense talked about steam, largely by people who never experienced it in everyday use!!
So I had mixed feelings about going to York to sample 60800 GREEN ARROW but the difficulty of getting there was on the plus side. It being a Sunday there were, of course, engineering operations on the ECML Not to worry – there was a special service of DMUs from Northgate to Lincoln Central to connect there with main line services. There was new line to be had here – after St.Mark’s the route was to Durham Ox Crossing and then reverse into Central!!
The 1041 departure from Northgate was formed of a 2-car Cravens unit. Now for those of you who do not remember these units – if Class 120s represented the luxury end of DMU travel, Cravens represented the other extreme. they rattled – everything in them that could rattle did – indeed it was rumoured that this extended to passengers’ teeth, but that’s possibly apocryphal!!! Whatever the riding qualities, the performance was passable. The booking of 27 minutes was cut to 25!!
The York connection was provided by 1L02 0840 SU KX-York behind 47535 (the ECML was certainly getting its money’s worth out of this Bescot visitor!!). First stop Gainsborough broke 21 actual 19. 38, inclusive of PWS *30 after Stow Park. Then Doncaster, booked 34 actual 31. 01 With PWS *40 after Trent Junction, PWS *20 between Decoy South and North Junctions and signals *2 on approach to Doncaster!!
4 late off Doncaster ; signal stop of 12 seconds (!!) almost immediately
Shaftholme Junction booked 5.5. actual. 7. 21
Selby 15 5 17. 41
max 87 at Heck
York 34 31. 34
5 minutes recovery time
max.92 after Naburn
Thence to the V2 on 1Z25 1345 ADEX York-York via Leeds and Harrogate. Now, the schedules for this run are approximations – I do not possess the relevant STN!!
60800 GREEN ARROW had a meaningful load 11 vehicles 376 tare . Worth remembering that in those days, the speed limit for preserved steam was 60 mph!!!
Church Fenton 16 16. 12
speed 61,5
Micklefield 25 22. 20
speed 41.5
Cross Gates 33 29. 23
speed 53
Leeds 44 37. 53
Just how long we remained at Leeds escapes me now but it must have been close to 30 minutes. When we finally restarted :-
Whitehall Junction 5 02. 50
Horsforth 16 14. 35
max 32 before Headinglry
pass Horsforth on PWS *10 (taken at 15)
up to 23 by Bramope Tunnel South
50 max after Arthington
Harrogate 42 40. 44
Last leg!
Knaresborough 9 08. 01
max 34 after Starbeck
max 54.5 at hopperton
Cattal 19 17. 48
max 52 at Hessay
Poppleton 33 30. 42
Skelton Junction 37 34. 12
York 42 39. 55
Anybody care to tell me if this was a good performance or not??? A respectable load – mind you, have seen V2s on the ECML loading 13-15 coaches – the up Sunday Glasgow being particularly notorious. 60800 gained time comfortably 0n all three sections but….the total running time – 118 minutes 32 seconds for some 63.5 miles……HMMM. Then the loco was in pristine condition, a far cry from the syncopating filthy V2s that used to inhabit New England!!
The journey home was again via Lincoln Central – 1A19 1858 York-KX provided nothing more exciting than 47430 on load 10/343. If one realises that within 53.18 miles from York to Gainsborough Lea Road we endured 3 signal checks, 4 signal stops and 4 PWS, to *15,*28,*30 and *40 you will readily understand why we were 13.75 down into Lincoln. This delayed the Northgate connection – again a Cravens 2.car unit which departed 19 late. Mind you we at least went for it 25 minutes to Northgate regaining 7 minutes!!
DAY 12 :- NEWARK NORTHGATE-DONCASTER ; DONCASTER-YORK ; YORK-
NEWARK NORTHGATE
What might be described as a “rest-day”!! There was definitely a shortage of available Class 55s in July 1978!! This time it was 1S12 0550 KX-Aberdeen which produced a 47 – 47551 to be precise at the head of 9 coaches 311 tons tare.. 2 late off Northgate ; 4 late into Retford G.N. in 18. 37 (booked 16.5).most of it explained by PWS *40 at Dukeries Junction. a 2.75 early arrival in Doncaster due to a ridiculous schedule of 24 minutes ex-Retford including no fewer than 8 minutes recovery time!!
The run to York provided a welcome contrast. 1S48 0848 Doncaster-Waverley producing 40066 working home on a load of 8/263. A PWS *20 very soon after departure was neither here nor there :-
Shaftholme Junction booked 6.5. actual. 6. 13
There followed a steady acceleration till a max of 88 was achieved after Templehirst
Selby 17 16. 43
4 minutes recovery time
max 83.5 before Naburn
York 35.5 31. 00
All most acceptable!!
The shortage of anything apart from 47s was still making itself felt!! 1A28 1613 York-KX being headed by 47458 on load 9/311. A 22 minute late start caused by having to make connection with late-running HST on 1310 Waverley-KX
York-Selby booked 14.5. actual 15. 12
max 90 at Riccall
Seby-Doncaster 22 17. 56
a totally unchecked run!!
Doncaster-Retford G.N. 16.5 17. 43
PWS *20 at Bridge Junction
max 86 at Barnby Moor & Sutton
pretty miserable!!
Retford G.N-Northgate 16.5 17. 38
max 95 at Carlton-on-Trent
signals *27 before Newark Crossing
still 21/25 late on arrival!
DAY 13 :- NEWARK NORTHGATE ; DONCASTER ; DONCASTER-YORK ;
YORK-NEWCASTLE ; NEWCASTLE-EDINBURGH WAVERLEY ;
EDINBURGH WAVERLEY-GLASGOW QUEEN STREET ; GLASGOW
QUEEN STREET-STIRLING ; STIRLING-PERTH ; PERTH-
KIRKCALDY: KIRKCALDY-EDINBURGH WAVERLEY ; EDINBURGH
WAVERLEY-MIDCALDER ; MIDCALDER-WEST CALDER
More of the same to start – twas nearly enough to make one use the WCML!! 1S12 rolled up with 47462 on the usual 9/311
Newark-Retford G.N. booked 16.5 actual 18. 08
PWS *20 Dukeries Junction
not wildly inspiring!!
Restford G.N.-Doncaster 24 17. 12
PWS *30 Bridge Junction
8 minutes recovery time!!
1S48 this morning was very little better!! 47417 (GD) to be precise load 8/263. On the 35.5 minute booking there was no need for undue haste, though we did manage 90 at Balne.. Signals *10 approaching York managed to spin things out a bit but we were still 3 early arriving in 32. 34 from Doncaster .
The 46 on 1E79 0810 Lime Street-Newcastle came almost as a welcome relief!! 46048 (GD) had a load of 10/337 and was 6 late leaving York. A slight signal check to 70.5 at Tollerton then a sustained burst into the 80s with a brief 90 at Sessay before the brakes came on!! Just through Thirsk we were diverted onto the down slow road and we remained there till about midway between Otterington and Northallerton. Just to let everybody know that neither loco nor crew had give up we touched 90 again at Croft Spa, but even so the booking of 42 minutes (including 5 minutes recovery time had been exceeded to the tune of 51 minutes 14 seconds!!
Another 1 minute lost in station overtime, signal *3 before Parkgate and PWS *20 at Relly Mill Junction ensure a further loss of the to Durham – 24 minutes 13 seconds (booked 23) before a further 2 minutes station overtime at Durham saw us 20.5 late in departing!! 20 minutes scheduled on to Newcastle (including 4 minutes recovery time) was set to 17 minutes 42 seconds despite a PWS *20 at Bensham . An 18.25 minute late arrival was not the best pf PR but perhaps the 46 deserved something better!!
The saving grace turned up at the head of 1A17 0900 KX-Waverley, viz 55022 (HA) at the head of the usual 10 coach rake, 342 tons tare and running 22 late departing from Newcastle.. The start was not inspiring – signals to 5 before Manors leading to a loss of 3 minutes to Morpeth passed in 17 minutes 24 seconds. Matters speedily improved from then – with a maximum of 95 being reached by Acklington. We were through Almouth in 31 minutes 23 seconds (booked 31 minutes), hit 92 again before Christon Bank before suffering two 20 mph PWS , one through Chathill and the other through Lucker.. this more than accounted for the time of 46 minutes 58 seconds at Belford (booked 46). Back up to 92 by Goswick, 55022 dropped time to the Berwick stop – 55.5 booked, actual 59 minutes 41 seconds.
The first handicap north of Berwick was PWS 60 before Ayton and this was followed by PWS to 20 through Grantshouse.. Despite all this we were through Dunbar 1n 24 minutes 27 seconds (schedule 27.5 minutes) having assaulted Oxwellmaind doing 98 mph.. Speed was consistently in the 90s between Beltonford Siding and
Prestonpans and 4 minutes recovery time saw us past Monektonhall Junction in 40 minutes 10 seconds ex-Berwick as against the booking of 48.5. A totally unchecked run into Waverley saw us a mere 10,5 minutes behind schedule in the useful time of 48 minutes 16 seconds from Berwick.
There followed a circular tour taking in Queen Street,Perth, Kirkcaldy and back to Waverley!. The first leg was achieved on iO44 1530 Waverlet-Queen Strrt – 27208/27202 in charge – load standard 6 vehicles 191 tare. Something was not right up front. You expected a much better run from a pair of 27s – maximum of a mere 83.5 mph and a 3.25 minute late start had deteriorated to a 10.5 minute late arrival in Queen Street. (intermediate details :- Haymarket -Falkirk High 23 minutes 55 seconds with only a 32 mph signal check before Ratho ; Falkirk High-Queen Strrt 23 minutes 22 seconds again with one signal check – to 37.5 through Bishopbriggs.
More 27 power followed – 2L53 1654 Queen Street-Dundee being sampled to Stirling, behind 27018 on load 7/241.5. 2.5 late leaving, 5.75 late arriving – totally explained by signal checks before Greenhill Lower Junction and before Lambert Junction.
Baled at Stirling for 1A54 1735 Queen Street0Aberdeen in the hope of a Class 40 – shouldn’t have bothered – rolled in behind 47273 (HA) load 8.261. Mind you, a perfectly respectable run followed. Booked 33.5 minutes to Perth, with 3 minutes recovery time – actual 31 minutes 23 seconds. Only check, signals to 21 before Cornton, maximum of 90 after Auchterarder..
Another hope for Class 40 did not materialise on 1G19 1640 SX Inverness-Waverley – at least the 47 was a “foreigner” 47197 (CD). One could not expect a memorable performance to Kirkcaldy given the speed limits + the schedule – a 3.5 minute early arrival was perhaps as good as one could reasonably expect.
At last!! A Class 40!! 40164 (HA) at the head of 1G20 1813 SX Aberdeen-Waverley loading 7.216.5. Not an exciting schedule – non-stop in 40 minutes including 4 minutes recovery and a non-advertised stop at Burntisland.
Burntisland 8.5-9 8. 58-9 17
Inverkeithing 19 19. 02
Dalmeny 25 24. 52
Haymarket 37 33 21
Waverley 40 37. 29
Back home in two stages!! 1C96 2140 SX Waverley-Carstairs behind 27019 (ED) to Midcalder loading 9/268.5 – with a steady 42-45 mph sustained up from Kingsknowe to Revelrig – schedule Haymarket-Midcalder 19 minutes, actual 15 minutes 33 seconds. There followed a 20 minutes crack with Bobby the Midcalder factotum whilst awaiting 2Y48 2204 Waverley Hamilton West – a Metro-Cammell e-car DMU.
LOCOMOTIVES REQUIRED FOR HAULAGE
27019 (ED)
DAY 14 :- WEST CALDER-EDINBURGH WAVERLEY ; EDINBURGH WAVERLEY-
GLASGOW QUEEN STREET ; GLASGOW CENTRAL-CARLISLE ;
CARLISLE-LEEDS ; LEEDS-YORK : YORK-EDINBURGH WAVERLEY :
EDINBURGH WAVERLEY-HAYMARKET ; HAYMARKET-EDINBURGH
WAVERLEY ; EDINBURGH WAVERLEY-MIDCADER ; MIDCALDER-
WEST CALDER
The usual 2Yo5 0650 ex-Glasgow Central into Waverley (Class 107/161 DMU involved) thence 1)16 0930 Queen Street with 27105/27204 in charge departing to time.
Waverley-Haymarket 3.5 2. 48
Haymarket-Falkirk High 20.5 24. 00
PWS 20 through Ratho
Falkirk High-Queen Street 24 20. 55
0.5 minute late in – not much to moan about!!
Even less to moan about concerning 1M03 1045 ex-Central-Carlisle (via G&SW) – a relied Class 40 40175 (KD) with the booked 5 car load, 175 tare.. A gentle run in the July sunshine :-
Central-Dunlop 24 23. 19
Dunlop-Stewarton 4 4. 13
Stewarton-Kilmarnock 6.5 7. 20
Kilmarnock-Kirkconnell 30.5 29. 43
Kirkconnell-Dumfries 28.5 30. 25
Dumfries-Annan 19.5 17 42
4 minutes recovery
Annan-Carlisle 20 20. 46
1 minute recovery.
One notable thing – the lack of any check whatsoever in a journey of 115 miles!!!
The next move was to be 1M86 1150 Central-Nottingham – one’s heart sank at the sight of a rather decrepit looking 47404 (GD) on the take-over road!! However the sight of 47404 being attacked with (a Clydeside screwdriver” (a phrase from the days when we used to have shipbuilding yards along both banks of the Clyde – it means a hammer!!!) Brough signs of hope!! Sure enough the Class 47 was declared a failure – to be rescued by 40175!! a Class 40 over Air Gill – one passenger at least certainly was not complaining!!
So we set off from Carlilse 21 minutes behind schedule – with 9/333 in tow.. I have had to rely on the ordinary passenger timetable for the schedule here/
Carlisle-Appleby booked 36 minutes, actual 39 minutes 58 seconds
signals to 12 before Petteril Bridge Junc.
PWS 20 before Langwathby.
Appleby-Settle 44 47 minutes 29 seconds
minimum 44 before Ais Gill Box
PWS 20 across Ribbelehead Viaduct
Settle-Skipton 19 17 minutes 07 seconds
Skiton-Leeds 31 30 minutes 52 seconds
signals 5 at Whitehall Junction
18,25 minutes adrift in Leeds – not a bad performance at att.
Following a DMU across to York (again the 1410 Lme \Street-York), I returned to Waverley courtesy of 1S33 1500 ex-KX behind 55017 (GD) loading 11/365.5 a mere 2 minutes late leaving York/. A booking of 37.5 to Darlington should have been easy meat for A Class 55 and so it proved. Despite a PWS to 30 before Otterington and signals to 69 at Cowton, a maximum of 103 after Thirsk was enough to achieve 35 minutes 49 seconds. Matters proceeded in much the same vein to Newcastle, booked 34.5 actual 34 minutes 29 seconds (can’t get much closer!!) despite :-
PWS 20 at Relly Mill Junction
signal 41 through Durham
PWS 20 at Bensham
1 minute down leaving Newcastle a time of 59 minutes 29 seconds was needed to Berwick – caused be 20 PWS at Chathill and Lucker – with maximum of 96 after Acklington. 57 minutes on from Berwick was cut to 50 minutes 24 seconds despite
PWS 60 before Ayton
PWS 20 Grantshouse
sigs 18.5 after Craigentinny/
An arrival 3.5 early – a locomotive and crew in complete control!!
Time for a lill-in to Haymarket with 1068 2100 Queen Street with 27103/27207 both HA and back 0n 1O65 with 27208/27210 again both HT, before 1C96 to Midcalder behind 26027 (IS) loading 9/254 a similar performance to the evening before – again minimum of 42-44 up to Ravelrig – Haymarket-Midcalder 15 minutes 59 seconds. Again home with 2Y48 running 8 late to West Cald
LOCOMOTIVES REQUIRED FOR HAULAGE
40175 (KD)
TOTAL MILEAGE 6878.29
LOCOMOTIVES REQUIRED FOR HAULAGE. 38
Leighton Lists 