Thanks to Jim for researching his April 81 moves and timings for a fascinating read.
All-Lines through the Ages – TUESDAY 14/04/81 – MONDAY 20/04/81
DAY 1 :- WEST CALDER-MIDCALDER ; MIDCALDER-CARLISLE :- CARLISLE-
CREWE ; – CREWE-BIRMINGHAM NEW STREET ; BIRMINGHAM NEW
STREET-NUNEATON TRENT VALLEY ;- NUNEATON TRENT VALLEY-
EUSTON :- KING’S CROSS-PETERBOROUGH ; PETERBOROUGH-
NEWARK NORTHGATE
It may well be noticed that there are differences from normal in the initial phases from a West Calder departure point! Reasons for this are two-fold. Firstly because in a fit of enthusiasm, it was decided to stop 1C90 and 1S77 at Midcalder (I refuse to recognise “Kirknewton”!!). The former provided a superb connection with 2Y01 0611 Hamilton West-Waverley (not to mention the reduced DMU milage, and indeed the reduced 47 mileage!!), though the latter entailed a lengthy wait at Midcalder.
The second reason was because the ECML had become infested with HST’s!!! Therefore it was time to find alternative route of getting to England!!
2Y01, running 11 late, was formed of class 107/161 and 1C90 was headed by a peculiarly unwelcome 47462 (CD). A schedule of 26 minutes, including 4 minutes recovery, was unseemly arduous in the slightest with load 5/163.5 and so it proved – despite a P. W.S. *20 immediately after Harburn, the 47 accelerated to 60 by Cobbinshaw and drew to a halt in Carstairs in 22 minutes 47 seconds, At least the Glasgow portion was not an 86/2 – it was 87032 (WN) with a combines train south of Carstairs of 12 vehicles 399 tons tare. There followed another perfect performance from the operating point of view ;-
Abington booked 11.5 actual 12. 23
Beattock Summit 17 18. 10
Beattock 24 25. 00
P..W.S. *40 at Wamphray
Lockerbie 34.5 35. 54
4 minutes recovery time
Quintishill 46.5 45. 48
Gretna Junction 47.5 46. 58
Carlisle 54 54. 33
Mind you this performance left us 2.25 minutes late in – only 100 mph reached between Dinwoodie and Nethercleuch.
The 87s were out in force this morning!! 1M59 0810 Glasgow Central-Euston provided 87024 (WN) on load 10/343. An odd run this – a promising start
Penrith 14.5 14. 38
Tebay 28.5 27. 50
this despite having fallen away from 99 after Eden Valley Junction to a mere 69 at Thrimby Grange, before recovering to 90 by Shap and falling away to 78 by the Summit. Was this due to speed limits or something more alarming??
Oxenholme 38 37. 00
P.W.S. *20 at Hincaster Junction was not helpful
Carnforth 46 47. 05
Booking of 5.5 minutes from Carnforth to the Lancaster stop was perhaps a little demanding, but we had an absolutely funereal approach
Lancaster 51.5 54. 36
6.5 late in 7 late out – never to mind. 22 minutes allowed to Preston (including 4 minutes recovery. However a P.W.S. *20 through Brock put an end to any hopes of a time arrival into Preston reached in 20 minutes 11 seconds ex-Lancater.
By the time Preston had finished its station work we were 9 minutes late!!
Euxton Junction 5 5. 25
P.W.S. *20 after Balshaw Lane
Wigan 11.5 12. 52
Winwick Junction 17.5 19. 33
Signals, then P.W.S. *20 before Warrington
Bank Quay 20 24. 52
Acton Grange Junction 21.5 27. 16
Acton Bridge 25 32. 03
Winsford 29 5 36. 22
4 minutes recovery time
Crewe 41 44. 11
12.25 minute late arrival – a touch disappointing – I would have to admit that, whilst realising that many saw the 87s as the prime power on the WCML, I felt that they never really pulled their potential of 5000 hp. Perhaps I was just unlucky or perhaps it was a way of telling me I should have stuck to the ECML!!!!
Next move – to New Street with 1V41. 1122 Lime Street-Paddington – 86205 (WN) in charge of 10/342 tare.
Crewe-Stafford 23 24. 27
P.W.S. *60 ater Madeley
Stafford-Wolverhampton 15 15. 24
P.W.S. *50 after Four Ashes
Wolverhampton-New Street 19 16. 14
thence to Nuneaton Trent Valley (remember I am old enough to remember the Cleethorpes-New Street stopping at abbey Street!!) courtesy of 31322 (MR) on 1E66 1315 New Street-Norwich loading 6/200.5
Water Orton 10.5 10. 34
SIGNALS *4 before Coleshill
Whitacre 14.5 16. 15
P.W.S. * 20 after Shustoke
4 minutes margining time
P.W..S. *20 after Arley
Abbey Street 32.5 33. 29
Trent Valley 36 36. 11
I was not exactly delighted when 1A49 1312 Manchester (Piccadilly)-Euston put in an appearance behind 86212 (WN) loading 11/368.5 but……
Nuneaton-Rugby 14 13. 00
was a good start in regains the 16 minutes lost north of Trent Valley….then we set about the booking of 74 minutes Rugby Euston….
Weedon 10. 33
max 106!!
Wolverton 20. 39
max 107.5
Tring 33. 11
max 109!!
King’s Langley 39. 28
max 110!!
Watford Junction 41. 25 108
Carpender’s Park 42. 57 111
56.95 miles Weedon-Carpender’s Park in 32 minutes 34 seconds – WOW!!!!
And then…..weave to *30 before Harrow & Wealdstone + 3 signal stops beaten South Kenton and euston…..Hatch End-Euston 13.3 miles 25 minutes 16 seconds!!
So …an 11 late arrival in Euston – 86212 and her crew deserved so much better!!
Here’s Jim’s speed machine at Runcorn 12 years later and now in Inter City livery. The late Tony Ewer photted 86212 arriving with the 1226 Liverpool – Euston on April 14 th 1993
Oddly enough, in all my years on the ECML, I had never had a Class 31 out of KX!!!
To rectify this I decided to sample 1B21 1718 KX-Peterborough behind 31411 (FP)
load 8.271
Wood Green 9 7. 47. 60/62
Potters Bar 17.5 15. 53. 55/56
Welwyn Garden City 24 22. 05 82/58
SIGNALS *49 before welwyn North
P.W.S. *30 Langley Junction
Stevenage 30.5 31. 03
Time departure
Hitchin 5.5 5. 18 75
max 88 at Three Counties
Biggleswade 17 13. 08
Depart Biggleswade 4.25 early – one hopes that there were no last few minutes passengers!!
Sandy 5 4. 54
Still 2.75 ahead of time on departure
St. Neot’s 10.5. 10. 26
then onto Huntingdon
Huntingdon 9 10. 03
3.25 early in.
Naturally, Huntingdon held us till 0.5 mounts of our booked departure.- even more naturally, there was a P.W.S. *20 at Conington South!!!
Holme 12.5 15. 48
Yaxley 16 19. 01
2 minutes recovery time (thankfully)
Peterborough 23 24. 34
1 minute late on arrival – but I doubt whether most passengers realised this!!
And so….to the last run of Day 1 from Peterborough to North Gate – Newark being my base for the night. 1L45 1805 KX-York the service – 55010 (YK) the motive power – 9/302 the load – a gem of a run to Grantham
Tallington 8 7. 29 96
speeds remind constant at between 95 and 99
before we had to touch the brakes slightly for
the 90 limit at stoke Summot
Stoke Summit 18 17. 16 92
Grantham 22.5 21. 43
Now I know Stoke isn’t really a summit to those of you who come from the WCML!!!!
But you will notice that speeds like these gained us only some 45 SECONDS on schedule,
The run to Northgate was more typical
Barkston South Junction 4.5 4. 37
just managed to touch 100 through brougham
Northgate 11.5 12. 14
5.25 late on arrival
LOCOMOTIVES REQUIRED FOR HAULAGE
86205 CITY OF LANCASTER (WN) ; 31322 (MR) ; 31411 )FP)
DAY 2 :- NEWARK NORTHGATE-PETERBOROGH ;:- PETERBOROUGH-KING’S
CROSS ;- WATERLOO-ANDOVER JUNCTION and return ;:- WATERLOO-
BASINSTOKE – ANDOVER JUNCTION :- ANDOVER JUNCTION-
WATERLOO :- WATERLOO-WOKING and return ;- WATERLOO-
EASTLEIGH
An unusual part from Northgate – being in time for 1A07 0712 cleethorpes-KX and viewing the motive power, a run to Peterborough seemed called for. OK it was a 47 in charge of 9 vehicles 303 tare but……47473 (LE)!! a 12 minute late start was caused by late running of the HST booked to overtake 1A07 at Northgate!! A performance towards the top end of what might have been expected from a Class 47
Barkston South Junction booked 10 actual. 10. 04
all without exceeding 80 but still minimum of 70 at Peascliffe
Grantham 14 14. 11
A gentle 27.5 allowed to Peterborough (Including 4 minutes recovery) ignited hope of time being hauled back. Despite signals *64 before Tallington….
Stoke Summit 10.5 6. 07. 70.5
Tallington 20.5 16. 40
having hit 98 at Little Bytham
Peterborough 27.5 24. 04
Baled at Peterborough for 1A08 – need not have bothered – 47428 (FP) rolled up at the head of 9/308 A fairly miserable run to Huntingdon – booked 14.5.actual 16. 07!!
As a result of this lack of enthusiasm we were 9.25 late away.. Mid you with an allowance of 52.5 minutes (including the standard 4 minutes recovery) non-stop KX……..And the performance on leaving Huntingdon was a lot more promising
Sandy 17.5 11. 46. 95
Hitchin 28 21. 42
it was too good to last! signals *3 before Hitchin ;
signals *22.5 before Stevenage ; signals *47 at Knebworth ;
signal stop 17 seconds before welwyn North
having got clear of this lot, 47428 and crew showed there was
nothing too amiss up front
Potter’s Bar 40 42. 18 90
max 96 at New Barnet
still doing 88 at Haringay West!!
KX 52.5 53. 39
10.25 late on arrival – HMMM – not the best operating I had ever seen!!
Over to Waterloo for what was one of the main purposes of this all-Line –
Class 50s,73s and 33s. All started satisfactorily – 1V13 1310 Waterloo-St’David’s producing required 50044 (LA) – 9/293.5 unlikely to cause too much strain!!
Clapham Junction 6.5. 6. 57
Hampton Court Junction 16 17. 03. 86
max 95 at West Byfleet
Woking 25 25. 04
Station overtime made us 2.5 late on departure.
Brookwood 4. 59 69
Milepost 31 7. 29 70.5
max 91 at fleet
Basingstoke 21 19 39
More of the same on to Andover Junction
Worting Junction 4 3. 36
max 92.5 at Whitechurch
Andover Junction 17.5 15. 49
Being pedantic (!!) 0.75 late on arrival..
More joy on the return trip to Waterloo – another required Class 50 – this time 50015 (LA) on 1O14 1225 St.David’s-Waterloo – 8/261 as load. Another excellent performance ensued.
Worting Junction 15.5 14. 54
This, despite signals *30 before Hurstbourne – max 88 before Oakley.
Basingstoke 18.5 17. 27
1.5 early on arrival ; 1 late on departure
Woking 19.5 17. 37
max 100 just through fleet
0.5 late away
Hampton Court Junction 10 8. 46. 96
signals *58 Surbiton
signals *32 Wimbledon
Clapham Junction 19 19. 29
Waterloo 25.5 25. 38
Perfect timekeeping!!
Following the successes with the 50s, it was time to sample a required class 33 33008 (EH) on 1L89 1638 FSX Waterloo-Salisbury as far as Basingstoke. again a most impressive performance on load 8.268
Clapham Junction 6.5 5. 47
Hampton Court Junction 16.5 14. 37
max 80 at Hersham
Woking 23. 22
Signals *46 through Woking
Woking Junction 26.5 23. 56
max 81.5 at Fleet
Basingstoke 45.5 43. 24
The last 3 runs are to my mind ample reason to put down realistic schedules which result in immaculate timekeeping rathe than superbly fast schedules which far too often result in late arrivals. as Gerry Fiennes once said “A timetable should be a promise not a prayer”.
Back to another require Class 50 – 50006 heading 1V17 1700 Waterloo-St. David’s, loading 8/261, which was taken to Andover Junction
Basingstoke-Overton 9.5. 9. 50
Overton-Whitchurch 5 4. 39
Whitchurch-Andover Junction 8 7. 38
All evening with 50s!! Back to Waterloo with 50021 (LA), standard load 8/256 on 1020 1620 St.David’s-Waterloo – TIME off Andover Junction
Worting Junction 15.5 13. 45
max 90 at Oakley
Basingstoke 18.5. 16. 20
On to Woking
Woking 19 17. 22
with full 100 before Brookwood
Drop of time into Waterloo – surprising until it is realised that a signal stop of 9 seconds before Wimbledon accounted for it!!
Hampton Court Junction 10 8. 58
Waterloo 25.5 26. 40
1.25 late on arrival.
Just time for a quick jaunt to woking before settling down to the Southampton/Portsmouth overnight, Time also to acquire one more 50 “in the book”-50016 (LA) with 1L93 2010 Waterloo-Salisbury – 8 vehicles//256 tare.
Clapham Junction 6.5 6. 28
Hampton Court Junction 16 15. 10
Woking 25 24. 26
Once again, you can’t criticise!!
Back one more to Waterloo – 50044 (LA) as booked on 1O24 1820 St’David’s-Waterloo loading 9 (for a change!!)/293/5 tare –
Hampton Court Junction 10 9. 09
signals *4 before Wimbledon
Clapham Junction 19 20. 32
signals *10 Vauxhall
Waterloo 25.5 28. 02
Hardly surprising!!
So to the overnight – 1W55 2252 SX Waterloo-Weymouth had always, to me, a passing resemblance to the “Colly” on the ECML!! This night it was headed by
73130 (SL) – required by the way – as far as Eastleigh (load 10/353). A gentle run, as one might have expected!!
Waterloo-Woking 29. 27. 22
including 1 minute margining
Woking-Basingstoke 27 23. 15
including 5 minutes recovery!!
Basingstoke-Winchester 18.5 18. 12
Winchester-Eastleigh 9 9. 25
LOCOMOTIVES REQUIRED FOR HAULAGE
47473 – LE ; 50044 Exeter – LA ; 50015 Valiant – LA ; 33008 Eastleigh -EH :
50006 Neptune – LA ; 50016 Barham – LA ; 73130 – SL
DAY 3 :- EASTLEIGH-SOUTHAMPTON CENTRAL ; – SOUTHAMPTON CENTRAL-
WOKING ;- WOKING-EASLEIGH ;- EASTLEIGH-PORTSMOUTH
HARBOUR ; PORTSMOUTH HARBOUR – SALISBURY ;- SALISBURY
WATERLOO ; KING’S CROSS-YORK ;- YORK-EDINBURGH
WAVERLEY ;- EDINBURGH WAVERLEY-WEST CALDER
The relief locomotive at Eastleigh was yet another “required” viz. 33101 (EH). Thanks to a signal stop of 2 minutes 26 seconds after Northam Junction we were 2.75 late into Southampton central, having taken 13 53 from Eastleigh.. .
1W50 2238 ex-Weymouth was already in – 33109 (EH) (yet another requirement!! in charge of a mere 5 vehicles/173 tons tare. Leaving Southampton 5 adrift a stop of 1 minute 55 seconds at Southampton Airport did our chances of timekeeping no good at all – 13. 50 to Eastleigh 8.25 late in. By the time 73130 had been duly attached we were 10 late departing. 1.25 was regained before Winchester on the 10 minute booking. smart station work regained another 3 minutes…..then things became interesting!! Following a brief signal stop of 7 seconds within 1.5 minutes of departure, we reversed to the down road and stopped at Winchester again some 1.5 minutes later!! A stop of 1 minute 11 seconds…….not surprising that we exceded the booking to Basingstoke by just over 2 minutes, taking 26 minutes 02 seconds. The final stage (for me!!) on to woking saw the lost time on the previous section being regained – time 21 minutes 40 seconds – schedule 24. And so I baled at Woking shortly before the witching hour of 3.00 a.m. !!
Just time for a quick coffee from the flask and a fag !!) before the arrival of 1B01 0245 MX Waterloo-Bournemouth, 9 vehicles 302 tons tare, behind 73118, (SL) another required loco. Leaving Woking 7.5 late we dropped a further 0.75 minutes on to Eastleigh – more than accounted for by signal stops at Micheldever and Waller’s Ash 9 signalling problems??).
I eventually round to persuading myself to put the watches away for the journey on 1T01 0428 MX Eastleigh-Portsmouth Harbour even though it produced another another requirement in the shape of 33023 (EH). Thence – after the customary rhetorical question “what the ….am I doing here?”, the statutory move – 2V56 0550 Portsmouth Harbour-Temple Meads as far as Salisbury with 33009 (EH) load 6/205.5, another 33 in the book.. Being an all stations job throughout, details would be boring – suffice it to say that we left on time and arrived on time!
Back to Waterloo, courtesy of 1L84 0755 ex-Salisbury behind 33119 (EH) yet another line in the book(!) – stopper to Basingstoke thence non-stop. A most satisfying 1.5 minutes early arrival following a time of 43 minutes 20 seconds with a max of 86 at Brookwood and a mere signal check to 43 through Surbiton.
Back “home” to the ECML for the return to Scotland – first stage to York on 1L41 1005 ex-KX with 55002 (YK) in charge of 8 coaches/270.5 tare. A fairly typical Class 55 performance on the semi-fast trains.
King’s Cross depart 1.5 minutes late
Wood Green booked 7 actual 5. 57 87.5
Potter’s Bar 12.5 11. 11 90
P.W.S. *70 through Hatfield
Welwyn Garden City 17.5 16. 27 81.5
P.W.S *30 at Langley Junction
Hitchin 24.5. 26. 05 100
Sandy 32 33. 18 104/106
Huntingdon 42.5 43. 44
Huntingdon depart 3 late
4 minutes recovery
Peterborough 18.5 14. 48
max 106 before Yaxley
Peterborough dept 1.75 late
Tallington 8 8. 03 99
Stoke Summit 18 17. 32 97.5/92
Grantham 22.5 22. 16
Grantham dept 2.5 late
Barkston South Junc 5 4. 47 93
max 100 after Claypole
Northgate 11.5 12. 13
3 late departing
Retford 15.5 18. 54
P.W.S. *20 after Newark Crossing
P.W.S. *40 through Askham Tunnel
thanks to station overtime – 8 late off Retford
Doncaster 17.5 15. 03
with 4 minutes recovery – disappointing!
smarter station work here – 3.5 late only off
Selby 15 17. 06
the word “rubbish” sings to mind!! – 5.5 late departing
York 18 14. 32
4 minutes recovery
2 late on arrival – with just a tad more effort….!!
Another question perhaps better left unanswered – just how many cups of coffee have I consumed in York buffet over the years?? well, after one more it was time to catch 1S27 0722 Plymouth-Waverley behind 55015 (34G) loading 13/435 tare (slightly over timing load of 420). 2.5 minutes adrift we set off on what was to prove another disappointing run, although htis could not all be put down to the locomotive. there are some occasions as all of us know when the gods do not want a train to be on time!!
Skelton Junction 3.5 4. 36
Tollerton 10 11. 13. 84
signal chec *35.5 through Alne
probably running under double yellows form there
to beyond Sessay
Thirsk 19 21. 53 91
Northallerton 24 26. 43 97
signals *12 on Approach to Darlington
Darlington 35 41. 53
9 late off
Ferryhill 12.5 14. 02
loss accounted for by P.W.S. *20 after
Parkgate Junction
Durham 21 23. 32
signals to 20 at really Mill not exactly helpful
11 late off
King Edward Bridge Junc 16.5 12. 38
max 94 before Lamesley
Newcastle 18.5 14. 54
looks impressive but…..with 5 minutes recovery….??
leaving Newcastle 7.75 late, the first check was signals *375 at Killingworth ;
the second was a P.W.S. *20 at Stannington
Morpeth 17 20. 59
(hardly surprising!!)
max 86 Acklington
Alnmouth 31 35. 14
max 97 before chat hill, then….
signal stop of 1. 46 just before Lucker
Belford 43 53. 35 64
max 90 before Beal
Berwick-upon-Tweed 54.5 65. 48
Lateness had increased to 19 on departure
Reston Junction 14.5 11. 29 78
(inclusive of 4 minutes recovery
Grantshouse 19.5 15. 35
max 91 before Innerwick
Dunbar 29 26. 29
16 late away
Drem 10.5 10. 13 95
4 minutes recovery
max 95 at Longniddry
2 minutes margining
Monktonhall Junction 26 18. 13
Portobello 28.5 21. 20
Waverley 33.5 26. 32
9 late on arrival
All that remained was to catch 2Y42 1903 Waverley-Glasgow Central to West Calder, where we arrived only 0.5 minutes down!
LOCOMOTIVES REQUIRED FOR HAULAGE
33101 – EH ; 33109 – EH : 73118 – SL ; 33023 – EH ; 33009 – EH ; 33119 -EH
DAY 4 :- WEST CALDER-EDINBURGH WAVERLEY ; EDINBURGH WAVERLEY-
CARLISLE ; CARLISLE-PRESTON ; PRESTON-OXENHOLME ;
OXENHOLME-CARLISLE ; CARLISLE-HAYMARKET ; HAYMARKET-
WEST CALDER
After a none too memorable day with the 55s, it was time to see what the “opposition’ could do!! At least on the WCML there was the chance of “roarer” power, most especially on relief trains, two of which were on offer this morning.
The usual 2Y05 into Waverley….BUT…not the usual unit – Class 102/171 made a pleasant change.
1C86 0900 Aberdeen-New Street produced nothing more exciting than 47528 (YK).
With a miniscule load of 4/132.5, 3 minutes 30 to Haymarket and no less than 39. 12 to Carstairs was not good at all. To be sure a P.W.S *20 after Harburn and a signal stop of 3. 20 outside Carstairs did nothing to help. Perhaps a better indication of the run was the loss of 1 minute completely unchecked Haymarket-Midcalder Junction!!
the 0923 Glasgow (Central) portion was at least an 87 – 87005 loading 10/336.5 south of Carstairs. Despite having hit 100 by Thankerton……
Abington booked 11.5 actual 12. 04 89
Beattock Summit 17 17. 42 90
Beattock 24 24. 11 90
P.W.S. *40 before Wamphray
Lockerbie 32.5 34. 41 103
Kirkpatrick Fleming 40.5 42. 56 89
4 minutes recovery time
Quintinshill 46.5 44. 44 87.5
Gretna Junction 47.5 45. 50 100
Carlisle 54 52. 32
Find fault with that!!!
The first relief to be covered was 1Z80 1023 Glasgow Central-Blackpool North – the hoped for “roarer” materialised in the shape of 85005 (CE) – required at that – for my run to Preston. 9 vehicles/325 tare making up the consist.
Carlisle-Penrith 18 15. 05
max 95 through Plumpton
Penrith-Oxenholme 26 25. 07
having passed Shap Summit in 11. 11 at 76.5
max 98 before Tebay (14. 44)
Oxenholme-Lancaster 17 18. 46
P.W.S *20 at Hincaster Junction
max 97.5 at Burton 7Holme
Lancaster-Preston 22 19. 01
P.W.S *20 just through Brock
max 96 after Barton
OK a drop of 1.5 minutes overall but this more than covered by Station overtime.
The northbound journey commenced with another required “roarer” 85028 (CE) hauling 1Z69 1258 RELIEF Crewe-Glasgow Central, a 12 car rake /423 tare and running 5.5 late leaving Preston.
Preston-Lancaster 20 20. 58
max 96 after Barton
P.W.S *20 at Brock
Lancaster-Oxenholme 16 16. 07
max 93 before Milnthorpe
A highly creditable performance on load 12, I thought
Next 1S39 1208 New Street-Central/Waverley with 86212 (WN) on 11/363.
Oxenholme-Penrith 26 28. 23
signal stop 1. 25 outside Penrith!!
Penrith-Carlisle 22(via where, one wonders!!!)
18. 16
signal stop 1. 35 at Upperby
It was obviously not just the ECML whose operating could be improved!!
More 86 haulage was to follow on 1S67 1345 Lime Street-Waverley but at least 86245 (WN) was required!! 7 late departure provided some incentive – as did the load 5/179 – and it was taken!!
Gretna Junction 7.5 6. 57 100
Quintinshill 9 8. 00 96
Lockerbie 19 17. 30 103
max 106 after Wamphray
Beattock 27.5 25. 45 90
max 96 after Greskine
Beattock Summit. 35 32. 07 88
Abington 40.5 37. 16 95
max 106 before Symington
Strawfrank Junction 50 5 47. 38 42
Carstairs 52 48. 48
Station Overtime – how ofter does that appear? – 6 late away behind 47415 (GD), one of the old Finsbury “generators”. Again, no hanging about
Midcalder Junction 24.5 16. 45
including 2 minutes recovery but wit P/W.S. 20 before
Harburn – 80 achieved before Auchegrey ; min 76.5
before braking for the *20 ; 83.5 max before Midcalde
Junction.
Haymarket 40 30. 32
4 minutes recovery….but on the other hand
P.W.S. *40 through Slateford + signal stop
of 38 seconds on the Duff Street Curve
4.5 early into Haymarket, where I baled for 2Y36 1743 SX Waverley-Shotts – the customary 107/161 unit – again 4,5 early by West Calder!! A most satisfying day!!
LOCOMOTIVES REQUIRED FOR HAULAGE
85005 – CE ; 85028 -CE ; 86245 – WN
DAY 5 ;- WEST CALDER-EDINBURGH WAVERLEY ; EDINBURGH WAVERLEY-
CARLISLE and return ; EDINBURGH WAVERLEY-WEST CALDER and
return ; EDINBURGH WAVERLEY-CARSTAIRS
Another relatively peaceful day – 2Y05 into Waverley (107/161 unit) for 1C91/1M28 1015 Waverley/1035 Central-Lime Street/Manchester (Victoria) to Carlisle – 47711 (HA) as yet un-named to Carstairs on load 5/162.5
Waverley -Haymarket booked 3 actual 3. 50
then
Slateford Junction 2.5 2. 34
max 72 before Curriehill
min 66 up to ravel rig
Midcalder Junction 13 11. 39
P.W.S. 20 at Harburn
4 minutes recovery
min 67.5 before Cobbinshaw
signal stop 5. 52 (!) outside Carstairs
Carstairs 37.5 37. 36
Glasgow portion produced 86245 (WN) combined load 10/331 – another memorable run – 99 by Thankerton ; 104 max after Symington
Abington 11.5 11. 53
Beattock Summit 17 17. 45 86
Beattock 24 23. 47 92
P.W.S. *40 before Wamphray
Lockerbie 32.5 34. 03. 101.5
Kirkpatrick Fleming 40.5 39. 44 103
4 minutes recovery
Quintinshill 46.5 42. 05 93
Gretna Junction 47.5 42. 59 90
max 101.5 after Mossband
signals *21.5 on approach to Carlisle
Carlisle 54 52. 32
This loco plus 86212 probably count for the best runs I ever had behind Class 86/2!
The return was with a required Class 87 – 87015 (WN) on 1S39 1208 new Street-Central/Waverley on load 11/363 – 2 minutes late leaving Carlisle
Gretna Junction 7.5 07. 26
Quintinshill 9 08. 40
Kirkpatrick Fleming 11 10. 37
Lockerbie 19 19. 05
Beattock 27.5 28. 03
Beattock Summit 35 35. 03
Abington 40.5 40. 39
Strawfrank Junction 50.5 51. 38
then a finish with the old North British would have
been proud of!!
Carstairs 52.5 52. 34
A shame we could not have recovered this 2 minutes. though!!
another unprepossessing 47 ex-Carstairs 47521 (IM) – load 4/132 (if that constitutes “a load”!!.) My first ex-WCML to stop at Midcalder in this direction Not exactly memorable – booked 23.5 (including 2 minutes recovery actual 26. 25 – OK I know there was P.W.S. *20 at Harburn, but even so….!! On to Haymarket in 12. 56 with P.W.S. *40 at Slateford (15.5 booked), and no less than 10. 21 into Waverley, courtesy of signal stop of 4. 08..
Back to West Calder per 2Y34 1720 Central another 107/161 combination – load up supplies for the next 24 hours or so – then into Waverley again on 2Y43 2000 ex-Central. After a lengthy fester….to Carstairs yet once more on 1C97 2340 Waverley-Temple Meads behind 47461 (oh dear!!) (HA) loading 7/260 on an absolutely ridiculous schedule of 48 minutes!! (including 4 minutes recovery and 1.5 minutes margining!! Thankfully we made no attempt to keep it and arrived in Carstairs in
38. 46!!
LOCOMOTIVES REQUIRED FOR HAULAGE
87015 HOWARD OF EFFINGHAM (WN)
DAY 6 ; CARSTAIRS-CARLISLE : CARLISLE-PRESTON (via HELLIFIELD) ;
PRESTON-EUSTON ; ST.PANCRAS-LUTON and return ; PADDINGTON-
READING GENERAL ; READING GENERAL-NEWBURY and return ;
READING GENERAL-PADDINGTON and return ; READIN GENERAL-
PADDINGTON ; KING’S CROSS-LINCOLN CENTRAL ‘ LINCOLN
CENTRAL-NEWARK NORTHGATE (taxi)
The day (or should that be night!) behind a required Class 86/2 – 86250 (WN) on 1V56 (2340 Wav)/2355 Cen)with an interesting load of 17 vehicles 625.5 tons tare!!
Abington booked 14 actual 12. 37
Beattock Summit 21 20. 49
Beattock 28.5 28. 32
P.W.S. *40 at Wamphray
Lockerbie 40 41. 56
4 minutes recovery
Quintinshill 56.5 53. 51
signal stop 16 seconds on approach to Carlisle
Carlisle 65.5 65. 54
Bailing at Carlisle at approximately 0050 hours – there had to be a reason. The reason was diversions of WCML services via Blea Moor, Hellifield and Blackburn to reach Preston. Now I know that in these days of technology, it may be useful to have prior knowledge of motive power before one sets out – not that there’s a great deal to get excited about these days!!- but in the “bad old days’ there was something eminently satisfying of just “being in the right place at the right time”. After a mere hour or so Carlisle was the right place to be – 40052 (HM) was to take over 1M16 1930 Inverness-Euston on a meaningful load of 11/397 tare. A 3 minute late departure at 0211 booked 168 non-stop to Preston. Regrettably I have no details of the booking to intermediate points.
Cumwhinton 9. 47. 44/47/51.5
slow to *24 through Low House
Lazonby 21. 30 62.5/70/72
slow to *16 through Culgaith
max 52 then slow *29 before Long Marston
Appleby 42. 42. *13/20
Crosby Garrett 52. 38. 52/46/44/
49/46
Kirkby Stephen 56. 28. 47/50/48/
39
Ais Gill 65. 42. 41/46/42
Dent 71. 37 65.5/68
P.W.S. *20 over Blea Moor Viaduct
slow to *12 before Blea Moor Box
max 66 before Horton-in-Ribblesdale
Settle 93. 11 61.5
P.W.S *30 before Long Preston
Signal stop of 9 seconds followed
by signals *4 before Hellifield
Hellifield 103. 58 20
3 signal stops totalling 2. 33 before
Clitheroe
Clithroe 129. 46 42
Blackburn CREW CHANGE 148. 53)
152 26)
signal stop of 31 seconds outside Preston
Preston 177. 27
Net time would be interesting!! 12.5 late arrival. But it was still the right place to be!! Relieving loco being 86031 (WN). I must admit that I knew very little till Rugby – timing through the small hours is tiring mentally. Leaving Rugby at 0747 (22 early) and suffering 2 P.W.S. *20 and a signal stop after Wolverton, we took 43. 29 (booked 43) to Bletchley . Having weaved to the Up Slow beyond Leighton Buzzard we remained there till Willesden Junction, the final leg took 54. 56 to Euston! (but the booking was 59 minutes so we arrived 26.5 early!!)
The next question was….how to pass the Sunday before returning to diversions (this time ECML). Well I’d never been to Luton….so 1D07 1026 SUN St. Pancras-Nottingham seemed like a good move to begin with – 45142 at the head of 8 vehicles 291 tare. engineering works caused us to take 34. 58 to St. Alban’s, thence 10. 55 to Luton (in pre-Luton Airport days!!). Return to St.Pancras was behind 45135 on !C19 0900 SUN ex-Nottingham load 9/301 – 10. 38 to St.Albans (booked 17) and 32. 13 to St.Pancras having weaved to Up Slow before Elstree and remained there!! Mind you, the booking was 46 minutes so we arrived 14.75 early.
Thence to Paddington for another taste of Great Western:-
Paddington-Reading- 1B42 1325 SUN Paddington-Plymouuth – 47575 (LE) –
10/335 – 31 minutes 24 seconds -booked 39 with 6 minutes recovery –
signals *21.5 beyond Twyford – max 95 at Iver – 6.5 early
Reading-Newbury – 1C36 1400 SUN Paddington-Swansea (diverted) –
47148 (LE) – 11/374.5 (timing load D315!!). 20 dead (with signal stop of 13
seconds outside Newbury – booked 16 – max 78 beyond Thatcham – 4 late
on arrival.
Newbury-Reading – 1A87 1215 SUN Swansea-Paddington (diverted) –
43019 (PM)/43014 (PM) – 7/239 – 16. 34 -booked 20 – unchecked (!!) –
max 88 beyond Theale – 5 late departing, 1.5 late on arrival.
Reading-Paddington – 1V38 1109 Manchester (Piccadilly0-Paddington –
47533 – 7/228 – 29 55 – booked 38 with 9.5 recovery!! – signals to *55 at
Slough – max 96 at Southall – 8 early in.
Paddington-Reading – 1A54 1620 SUN Paddington-Temple Meads – 50046 –
8/267
90 by Ealing Broadway
Southall 7.5 7. 57. 96
max 101.5 at West Drayton
Slough 16 13. 33 97.5/95
Maidenhead 20 17. 29 90
Taplow 26 21. 46 97.5/95
max 100 beyond Taplow
3 minutes recovery
Reading 34 26. 47
Not bad for a “Hoover”!
Reading-Paddington – 1A19 1425 SUN Paignton-Paddington – 50008 –
10/335 – 11 early off Reading!!
Twyford 6 5. 50. 75/79
Maidenhead 10 .5 10. 24. 93/95
Slough 14.5 14. 00. 100
Southall 21. 19. 49. 99/97.5
5 minutes recovery
Paddington 34 28. 41
completely unchecked – see comments above re-“Hoovers”!!
Home now to the ECML – all set for Newark via Lincoln on diversion. 1S60 produced in the shape of 55015 (34G) on load 12/429 and the crew was in somewhat of a hurry to reach Peterborough!
Wood Green booked 8.5 actual 7. 50. 70.5
Potter’s Bar 16 13. 18 75
max 91 through Hatfield
2.5 minutes margining time
WGC 24.5 18. 37. 75
P.W.S. *60 at Langley Junction
Hitchin 33 5 27. 42. 93
Sandy 42 35. 55. 87.5/85
max 91 after St.Neots
P.W.S. *70 at Huntingdon
Huntingdon 52.5 46. 15 *71
4 minutes recovery
max 92 at Holme
Peterborough 70.5 61. 41
As usual, nothing exciting on the diversion via Spalding and Sleaford!
Peterborough-Sleaford 53 48. 46
Sleaford-Lincoln Central 32 33. 02
including P.W.S. *20 at Ruskington
Thence to North Gate by bus departing at 2249 and arriving 23.15!!
LOCOMOTIVES REQUIRED FOR HAULAGE
86250 THE GLASGOW EVENING POST (WN) ; 47148 (LE ; 43019 (PM) ;
43014 (PM) ; 47533 (LA) ; 50046 AJAX (LA)
DAY 7.; NEWARK CASTLE-NOTTINGHAM ; NOTTINGHAM-GRANTHAM ;
GRANTHAM-DONCASTER ; DONCASTER-YORK : YORK-
EDINBURGH WAVERLEY ; EDINBURGH WAVERLEY-WEST CALDER
True to my “avoid HSTs at most costs”, the day began with a novel way of travelling from Newark to Grantham! – a sort of tour of the East Midlands!! Starting off on 2M85 from Newark Castle (this being the 0729 Lincoln (St. Mark’s) – Derby) in one of the splendid ex-Cross-Country units of Classes 120/179. Change at Nottingham for 2E16 the 1032 for Grantham on another aged, comfortable (!) DMU of Classes 114/148.
time to head North(!) On 1L41 1005 KX-York behind 55019 (YK) on the standard 8 vehicles, 269 tons tare.. 22 minutes late out of Grantham (a late start of 20 minutes ex-KX!) did not bode well and so it proved!! 19 minutes 57 seconds to North Gate having been looped at Claypole for 1050 HST KX-Leeds. So, 30 adrift leaving Newark and we were not done with visiting loops yet!! A visit to the Carlton-on-Trent facility to allow the 1100 KX-Waverley past!! Time to Retford 24 minutes 35 seconds, another 9 minutes lost. After that we were unchecked to Doncaster in 15 minutes 10 seconds with a max of 101 at Bawtry of all places. Schedule 19 minutes, but this included 4 minutes recovery. Net outcome of all this 34.25 late arriving at Doncaster!!
The bale here was to cover 1S87 1035 KX-Aberdeen relief – I would have been better off forgetting about this!! Although 47109 was a recent transfer to HA, and indeed was required, it hardly provoked much excitement. The relief had been suffering – 21 minutes late leaving with 8/267 of a load. Booked 33 minutes – actual 31 minutes 02 seconds with a signal check at Arksey. 19 minutes late on arrival at York.
There was only one suitable way of returning to Scotland – this being 1S27 0722 SX Plymouth-Waverley. 55014 was appreciated and set off 9 minutes late on load 12/403 tare.
Skelton Junction booked 3.5 actual 4. 34
Tollerton 10 10 58 90
Thirsk 19 18. 49. 99
Northallerton 24 23. 33 98
max 100 at Danby Wiske
Croft Spa 30. 24 99
then the nigh inevitable signals approaching Darlington culminating in a stop
for 22 seconds!!
Darlington 35 36. 13
There followed a pretty fair showing on the 21 minute booking to Durham. A P.W.S. *20 just to the north of Parkgate Junction meant that it took 9 minutes 59 seconds to pass Aycliffe. Thus 23 minutes 09 seconds to Durham, with a max of 96 at Croxdale
represented a good effort. As did 14 minutes 36 seconds on to Newcastle (booked 18.5) despite it being a loss in net terms if you take the 5 minutes recovery into account.
Smart station work (at Newcastle!) saw us away 7.5 minutes behind schedule A P.W.S. *20 at Stannington did not help
Morpeth 17 19. 07
The running from then on lacked the usual sparkle
Alnmouth 31 33. 57
Belford 43 46. 10
Berwick-upon-Tweed 54.5 57. 08
However with judicious use of the 4 minutes recovery time, a good climb to Burnmouth – 6 minutes 42 seconds and an unusual max of 100 past Innerwick, we cut the 29 minute allowance to Dunbar to 24 minutes 12 seconds!!
Only 5.25 late off Dunbar – there followed the most enthusiastic running of the whole journey
Drem 10.5 9. 53. 100/97.5
4 minutes recovery + 2 minutes margining
max 103 after Prestonpans
Monktonhall Junction 26 17. 25
Portobello 28.5 20. 07 66/64
max 72 after Craigentinny
unchecked into Waverley
+ a finish which would have been applauded by
by any crew of the old North British!!
Waverley 33.5 23. 25
We drew triumphantly to a halt 4.75 minutes early!!
Not a bad way to finish save for the DMU back to West Calder – the 102/171 unit at that.
LOCOMOTIVES REQUIRED FOR HAULAGE
47109 (HA)
TOTAL MILEAGE 3503.98
LOCOMOTIVES REQUIRED FOR HAULAGE 29.
Thanks again to Jim for the 1981 memories
Leighton Lists 