Many thanks to Jim for researching and compiling this classic Rover from more interesting times on the railway..
DAY 8 :- (THURSDAY 05/08/82)
PADDINGTON-TEMPLE MEADS ; TEMPLE MEADS-SWINDON ;
SWINDON-PADDINGTON ; PADDINGTON-READING GENERAL and
return ; WATERLOO-BOURNEMOUTH CENTRAL ; BOURNEMOUTH
CENTRAL-BASINGSTOKE ; BASINGSTOKE-WATERLOO ; LIVERPOOL
STREET-AUDLEY END-CAMBRIDGE ; CAMBRIDGE-ELY ; ELY-
PETERBOROUGH ; PETERBOROUGH-NORTHGATE
I was distinctly NOT amused by the motive power heading 1B02 0005 Paddington-Penzance viz. 47513 (OC) loading 12/428.5 . A 6 late departure and a 39 minute schedule (including 4 recovery) to Reading offered some scope. What happened? True, a signal stop 8. 11-9. 58 before Ealing Broadway and a PWS *40 before Slough did nothing to help, but I found a time of 39 minutes 54 seconds to be disappointing, to say the least!! Time for an immediate change of plan – instead of going through to Cornwall, bale at Temple Meads and catch the up Penzance back to London. Well, it seemed reasonable at the time!! Temple Meads is not the most glamorous place to be at 0215 but…….it wasn’t too bad until the tannoy sprang into life with the news that the up Penzance had been diverted via Westbury and would not be calling!!! No reason was given (I assumed it to be engineering operations running overt!!) and no further information was forthcoming at the time. However, some time later came the news that there would be a special service leaving at approx 0345 to Swindon (calling at Bath Spa and Chippenham) where passengers for London could make a connection!! 1Z09 duly left at 0350 and I was not displeased to see a required Class 45/0 45009 (TI) in charge- load 7/233.
Temple Meads-Bath Spa booked 12. actual 12. 20
Bath Spa-Chippenham 15 15. 12
Chippenham-Swindon 19 21. 35
Having duly arrived at Swindon at the ungodly hour of 0437 at least there was not long before 1A09 2227 (04/08) Milford Haven-Paddington put in an appearance behind 47140 (CF) – load 6/211. We duly arrived at Paddington at 0604 – the question now was how to fill in the hours before the departure of 1W15 ex-Waterloo. The answer proved to be 1A16 0635 SX Paddington-Newbury behind 50004 St. Vincent loading 8/266.5
Paddington-Slough 17 16. 43
max 102.5 at West Drayton
PWS 40 at Langley
Slough-Reading General 15 14. 30
max 95 after Twyford
Return from Reading courtesy of 1A23 0705 Oxford-Paddington which appeared behind 47121 (CF) on 9 /293.5, 6 late off Reading. On the gentle booking of 34 minutes (including 4.5 minutes recovery) we regained all but 0.5 minutes, taking 28.minutes 36 seconds with a max of 93.
So to Waterloo for another burst of Class 73 mileage!! Another required representative, 73112 (SL) and a light load of 7/234 tare. The usual competent performance
Clapham Junction 7 6. 01 61.5/*38
sigs *59 at Berrylands
Hampton Court Junction 18 15. 34 69/73.5
max 86 at West Byfleet
Woking Junction 27.5 24. 26 70.5
max 87.5 at Fleet
signal stop 42. 04-43. 07
at Barton Mill
Basingstoke 48 45. 23
Time off Basingstoke
Worting Junction 4 3. 16 38.5/62
PWS *60 at Michedever
Winchester 17 15. 53. 86
Eastleigh 22 21. 08 83.5/*53
sigs *4 before Southampton Airport
Southampton Central 30 31. 51
2.75 late off
Redbridge 4 4. 03 62/*50
max 78 after Beaulieu Road
Brockenhurst 14 13. 40. 70.5
max 78 before New Milton
sigs *31 before Hinton Admiral
sigs *39 before Pokesdown
Bournemouth Central 29 29. 41
3.5 late in -loco and crew deserved better!!
CFs Class 47s were certainly getting about this morning!! 1M71 1242 Poole-Manchester (Piccadilly) producing another example 47136 heading 9 vehicles 296.5 tare – on time departing Bornemouth
Bournemouth-Southampton 29.5 28. 15
max 79 before Sway
Southampton-Winchester 16.5 13. 53
Winchester-Basingstoke 20 18. 06
PWS *60 at Miciheldever
All under total control – 2.5 minutes early on arrival.
Is it my imagination…..or did I get more than my fair share of 33s on the St;David’s-Waterloo services, replacing Class 50s???? Not even a 33/1 this time but 33017 (EH) – load 7/227 – 10.25 late off Basingstoke. A pretty lively performance ensued
Basingstoke-Woking 19.5 19. 08
max 88 at Fleet
9.5 late off Woking
PWS *20 at West Byfleet
Hampton Court Junction 10 12. 28. 83.5
Clapham Junction 19 20. 42. *40
signal stop 24. 14-25. 21
at Vauxhall
Waterloo 25.5 28. 47
12.25 late in – as so often loco and crew deserved better!!
Across to Liverpool Street for the, by now, almost normal route from London to Newark!! The evening was dominated by nb Class 37s – and I wasn’t complaining!! We kicked off on 1P86 1635 Liverpool Street-King’s Lynn – behind 37053 (SF) loading 9/298.5. Amazingly enough there was nor a single check of any description before Audley End. This gave the opportunity for a Class 37 to display its utter competence. 3.5 late on departure….
Hackney Downs 6.5 6. 37
Clapton 9 8. 17
Tottenham South Junction 11 9. 44
Brimsdowne 16.5 15. 56
Cheshunt 19.5 18. 41
Broxbourne 22.5 21. 12
Bishop’s Stortford 34 32. 19
Elsenham 40 37. 47
Audley End 46.5 43. 48
A boilered sister 37023 duly appeared at the head of 1P90 1735 Liverpool Street-Cambridge with 9 vehicle 299 tare – 7 late off Audley End – 4 late into Cambridge.
18 minutes booked including 2.5 recovery – actual 14 minutes 59 seconds.
Next bale was Ely after 14.71 miles behind another nb, 37016 (SF) on 1P96 1735 Liverpool Street-King’s Lynn – load 7/236 – time off Cambridge – booked to Ely in 16 minutes actual 15 minutes 29 seconds. All that was needed to complete a splendid evening was a required loco on 1B46 1820 Harwich (PQ)-Peterborough. 37024 nb (MR) duly obliged – time off Ely….
booked March in 18.5 – actual 18. 59
booked Peterborough 25.5, including 3 recovery and 4 margining!!! –
actual 22. 03, including PWS *20 after March West Junction and
signal stop 6. 09-6. 47 before Three Horseshoes.
Northgate bound on 1S66 2015 KX-Waverley with 47406 (GD) (well tab least it was an old generator!!)
Peterborough-Grantham 26 29. 18
signal stop 21. 31-23. 47 at High Dyke
Grantham-Northgate 13 13. 29
LOCOMOTIVES REQUIRED FOR HAULAGE
45009 (TI) ; 47121 (CF) ; 73112 (SL) ; 47136 (CF) ; 33017(EH) ; 37024 (MR)
DAY 9 :- REST DAY!!!!
DAY 10 : NORTHGATE-YORK ; YORK-SCARBOROUGH CENTRAL and
return ; YORK-MALTON and return ; YORK-RETFORD G.N. ;
RETFORD G.C.-SHEFFOELD ; SHEFFIELD-CHESTERFIELD ;
CHESTERFIELD-DERBY ; DERBY-NEWARK CASTLE
An early start – my folks lived in Balderton – approx 4 miles from Northgate – for 1N00 0545 SO KX-Newcastle – power 43067 (NL)/43118 (NL) – time away from Northgate ; 1.5 early into York – all very comfortable
Northgate-Retford G.N. 13.5 13. 54
Retford G.N.-Doncaster 16 13. 25
(3 minutes recovery)
Doncaster-Selby 14 13. 21
Selby-York 15 13 41
(2 minutes recovery)
A morning of SOs bound to and from Scarborough followed…..beginning with 1L91 0759 SO ex-Wakefield Westgate – power 31263 (IM) ; load 8/282 tare ; time off York.
a max of 72.5 mph after Weaverthorpe was enough to achieve a 2 minute early arrival at Seamer (booked 45 ; actual 43 06. Then 6. 13 in, booked 6.
After some 7 minutes in Scarborough (we could do without the cynical “and that’s long enough!!) back to York on 1L33 0945 local. 31179 (MR) leading 6 coaches 204 tare.
Scarborough-Seamer 5 5. 01
Seamer-Malton 18.5 20. 57
max 70.5 at Heslerton
sigs *32.5 before Rillington
Malton-York 26 26. 00
3 late on arrival.
So far, so good, no eh Class 31s and if all went well, a Class 40 back from Malton on 1M69. Unfortunately 2L94 0950 SO Bradford (Exchange)-Scarborough rolled in behind 31404 (TI) 7 minutes adrift – ah well….York-Malton in 26 minutes 05 seconds booked 26.5.
1M69 1200 SO Scarborough Central-Manchester Victoria dutifully produced 40049 (LO) landing 7/247.5 – 7 late leaving Malton following a spirited run with max 78 before Haxby this had been reduced to 3.75 minutes late by York.
An odd move followed – York-Retford GN in the hope of a 40 on 1M34. 1A20 1357 York-KX was 13.25 late away thanks to the late running on the connectional 1E11 0840 Aberdeen-KX!!
York-Selby 14 15. 08
sigs at Barlby North
2 minutes station overtime – 16.5 late away
Selby-Doncaster 18.5 14. 45
3 minutes recovery
Doncaster-Retford G.N. 13.5 13. 25
12 late in
Gentle trot down the slope to the platforms now forming Retford G.C.. A much longer wait than expected!! 1M34 1320 SO Skegness-Manchester Piccadilly was NOT doing well. Eventual departure from Retford being 34 late – power 40013 load 9/312.5.
Retford G.C.-Worksop 10 14. 36
signal stop 9. 26-10. 04 before
Manton Wood
Worksop-Sheffield 28 26. 28
4 minutes recovery
3 minutes margining
signals *22 before Kiveton Park
PWS *20 before Woodhouse Junction
A depressing 38.5 late on arrival into Sheffield!!
Another unlikely SO train taken over the short run to Chesterfield – 1M48 1400
Scarborough Central-Luton headed by an equally unlikely Class 47 47238 (CF). According to the public timetable the allowance for 12.25 miles was no less than 21 minutes (regret I don’t have the relevant WTT) – this was cut to 13 minutes 27 seconds!! Baled for 1M88 1710 Sheffield-St. Pancras and was rewarded with a required 45139 (TO) – booked 27 minutes to Derby, actual 25 39 despite PWS 850 before Wingfield, PWS *50 after Duffield and sigs *41 at Nottingham Road.
Thence to Newark Castle in the comfort of 2E97 1700 New Street-Lincoln St. Mark’s
unit comprised of 50663/59300/50743 – time off derby ; 1 late by Castle
LOCOMOTIVES REQUIRED FOR HAULAGE
43067 (NL) ; 31263 (IM) ; 31179 (MR) ; 31404 (TI) ; 43068 NL) ;
47238 (CF) ; 45139 (TO)
DAY 11 :- NORTHGATE-YORK ; YORK SCARBOROUGH CENTRAL and
return ; YORK KING’S CROSS
What to do on a Sunday?? well, one answer ,at that time was to make use of the validity of an All-Line on the Scarborough Spa Express!! so, more in hope than expectation it was another HST to York – 1L41 1105 SUN KX-York – power cars 43098 (HT)/43072 (NL) – 12.75 adrift leaving North Gate. A quite awful run to Retford G.N.-booked 13.5 actual 16. 38. Not that it mattered with 33 minutes allowed to Doncaster!! 920 minutes recovery in that!!). Actual 15. 48!! Pretty abysmal to Selby -booked 14 ; actual 17. 29 a PWS *50 before Shaftholme does not adequately explain!! Selby-York booked 15 (including 2 recovery) actual 15. 50 – 3.5 late in . Not one of the HST finest monments!!
A change of unit to Scarborough – Class 102.2/144 51439/56055 – 1 late leaving York ; 3 down by Scarborough!! But – the 1720 departure for York via Leeds was in the hands of West Country 34092 CITY OF WELLS – load 10/337. On a booking of 60 minutes to York, despite no higher max that 59 before Weaverthorpe, we we set for an early arrival despite sigs *12 at Barton Mill – then a signal stop 57. 16-58. 39 outside York put an end to all that sort on nonsense!! Final time was 62 minutes 03 seconds. I seem to be saying this so often but….loco and crew deserved better!!!
No alternative to another HST to KX – power cars 43111 (HT)/43093 (EC) forming 1E15 1600 SUN Waverley-KX on a non-stop booking of 120 minutes – on a Sunday!!! 12 late off York – an incentive – and how the crew took it!!
max 103 before Riccall
Selby 13 13. 07. *39
2 minutes recovery
max 119 after Moss
Shaftholme Junction 25 20. 23 103
Doncaster 27.5 23. 27 106/103
Retford G.N. 37 32. 38 122.5/120
min 112 at Askham Tunnel
Northgate 46.5 42. 00 122.5/105
max 120 after Claypole
Barkston South Junction 52.5 47. 36 99
Grantham 55 50. 06 103/107
3 minutes recovery
Stoke Summit 61.5 53. 28. 88/90
Little Bytham 57. 31 125/125
Essendine 59. 13 124/126
Tallington 69 61. 04 128/121.5
Peterborough 73.5 65. 11 112/107.5
Huntingdon 83 74. 45 117/122.5
Sandy 90.5 82. 10 125
1 minute recovery
signals *71.5 at Three Counties
Hitchin 97.5 89. 56 81.5/89
max 113 after WGC
PWS *70 at Brookman’s Park
Potter’s Bar 108 100. 32 86/88
2 minutes recovery
max 106 after Hadley Wood
New Southgate 114.5 104. 14. 101.5/100
Finsbury Park 116.5 107. 00 56
signals *15
KX 120 112. 08
4 late into KX.
LOCOMOTIVES REQUIRED FOR HAULAGE
43098 (HT) ; 34092 CITY OF WELLS ; 43111 (HT) ; 43093 (EC)
DAY 12 ; PADDINGTON-ST. ERTH – ST> ERTH-ST.IVES and return ;
ST. ERTH-LISKEARD ; LISKEARD-LOOE and return ; LISKEARD-
ST. DAVID’S – ST.DAVID’S-SALISBURY ; SALISBURY-SOUTHAMPTON
CENTRAL-SOUTHAMPTON CENTRAL-WATERLOO ; EUSTON-
CREWE
Another attempt to reach Cornwall to cover some of the branch lines – this time more successful i.e a Class 50 on 1B02 – 50035 (OC) to be precise- loading 12/439 5. a much better run to Reading than 47513 managed – despite a signal check after West Drayton, 1B02 pueed to a halt in Reading in 33 minutes 33 seconds from Paddington, thus regaining the majority of the 7 minute late departure. After a few hours sleep, I started the watches again on departure from Plymouth – again 7 minutes behind time. Nothing memorable ensued to St. Erth by which time we were 1 early.
4.16 miles of new track! ensued on 2B89 0750 St. Erth-St. Ives – 4 cars even – 51314/59481/51329 (Class 118/174) being supplemented by “bubble-car” 55026
(Class 121). Same motive power back on the 0852 ex-St. Ives
Time for another required Class 50 – 50037 (OC) heading 10 vehicle, 325 tare forming 1B29 0900 SX Penzance-Plymouth. On time off St.Erth, 1.5 to the good by Liskeard.
Another 8.6 miles of required track on 2B86 1052 Liskeard-Looe – 51321/59473/51306 (Class 118/174 again. Returned to Liskeard on the 1120 ex-Looe – same unit.
My journey eastwards continued on 1A13 1045 SX Penzance-Paddington featuring 50035 working back on load 9/306
Liskeard-Plymouth 25 23. 15
2 minutes recovery
Plymouth-St. David’s 60 60. 18
sigs after Brent and before Dawlish.
The vast majority of the 5 late start from Liskeard having been made up by cutting the Plymouth stop. Having done a considerable mileage by GWR, it was time for a change – LSWR to Waterloo with break of journey at Salisbury. Mind you these enlightened days, the motive power did not change – 1O18 1420 ex-St. David’s producing 50045 (LA) on the usual 8/258.5. A 3 minute late departure and exactly the same into Salisbury!!
1O83 1514 Temple Meads-Portsmouth Harbour was the usual 33 on load 5/173, but it was a Hither Green specimen, 33047. On the 30 minute booking (including 1 minute margining) to Southampton, considerable enthusiasm was shown resulting in an almost 6 minutes early arrival!! Details…..
Dean 12 10. 30 87.5/86
Romsey 18 16. 22. 84/*37.5
Redbridge 26 21. 51 74.5/*45.5
Southampton 30 25. 06
The all-Line being in its final stages, it seemed appropriate that I leave SR behind a Class 73 on the Weymouth Quay – 1W26 1530 SX Waterloo loading 7/244 fulfilled the purpose….OK so 73140 (SL) was not required but…..
We did not start well……having departed to time…..
Northam Junction 3 3. 15 16/21.5
2 minutes margining
signals *4 before Swaythling
signal stop 12. 07-13. 32 after
Southampton Airport
Eastleigh 13 15. 23 37.5
Winchester 19 21. 41 70.5/71.5
Micheldever 28. 42 72/*57.5
Roundwood 30. 25 62
Worting Junction 33.5 35. 19 78/82
Basingstoke 36.5 38. 02
3 late away
Winchfield 7. 11. 82/86
Fleet 9. 26. 89/88
Milepost 31 13. 14. 85/83.5
Woking Junction 20 17 27 87.5/88
PWS *20 at West Byfleet
Hampton Court Junction. 28.5 28. 57 84/82
1 minute margining
Clapham Junction 39 37. 20. 66/*37.5
Waterloo 45.5 43. 54
1.5 late in – not bad at all!!
So to Euston to begin my journey back to West Calder – well in some 2 days time!!!. We started off on 1S07 2155 SX Euston-Inverness/Fort William roaring happily with 81005 (GW) at the head of an almost reasonable load for a WCML night train – 15/592 tare.
LOCOMOTIVES REQUIRED FOR HAULAGE
50035 Ark Royal (OC) ; 50037 Illustrious (OC) ; 50045 Achilles (LA) ;
33047 (HG) ; 81005 (GW)
DAY 13 ; CREWE-MOSSEND YARD ; MOSSEND YARD-QUEEN STREET ;
QUEEN STREET-CRIANLARICH UPPER and return ; QUEEN STREET-
WAVERLEY ; WAVERLEY-CUPAR and return ; WAVERLEY-WEST
CALDER
I will admit to having slept most of the way to Mossed Yard, by which
time 1S07 was running 21.5 late. The Fort portion was in the hands of 37s – 37051 (ED) as far as Cowlairs Box and 37085 (ED) down the bank into Queen Street by which stage the lateness had been reduced to 10 minutes.
The Fort coaches were added to 1B07 0600 Queen Street-Mallaig. Now GL used to speak about “Burton’s Luck” – my seemingly uncanny ability to be in the right place when something unusual was taking place. At 0600 37035 (IS) set forth at the head o 7 vehicles 251 tare. It became apparent as we staggered up the bank to Cowlairs that all was not well at the front. Right enough, we came to a halt at Cowlairs West Junction and after a lengthy pause 37035 was detached and headed for Eastfield. Help duly appeared in the shape of 37033 (ED) but the net result was a 26 minute late arrival at Crianlarich Upper where I baled for breakfast and 1T16 0740 Oban-Queen Street. This was not the West Highland’s most successful morning. True 37014 (IS) was a mere 3.25 adrift on leaving Crianlarich and at first the journey proceeded with normality……
Crianlarich-Ardlui 18 15. 31 min of 29
Ardour-Arrochar and Tarbet 14 13. 46 min of 37
Still -3 on departure thanks to station overtime.
Glen Douglas 10.5-16.5 8. 42. 36/30/31.5/ *22
Whistlefield 17. 19. 39/23.5/43
Garelochhead 27 19. 37
We were supposed to have looped at Glen Douglas for 1B10 0834 Queen Street-Mallaig but……
After leaving Garelochhead 1 down we attained 49 at Shandon, fell to 41 at Rhu and arrived at Helensburgh Upper in 10 minutes 36 seconds (schedule 11.5.) Still no sign of 1B10 as we left to time and headed for Crigendoran Junction….that’s where the fun started….signal stops 4. 15-13. 45 …why, you may well ask? Well, an interesting discovery at the Junction was 1B10 hauled by 37192 (ED) and in trouble being approx 60 late by this early stage. Now. I surmise that there had not been too many changes of locomotive at Craigendoran Junction. But now both 37s having been uncoupled a swop was made 37014 taking over the northbound and 37192 attempting to return home to Glasgow!! 1T16 eventually passed the Junction following 2 more stops 15. 36-1712 and 17. 18-19. 20 in 19 minutes 44 seconds – schedule 4!!! Following that 37192 achieved a max of 54.5 before Dumbarton Central reached in 31 minutes 39 seconds (booked 13). By this stage the Oban was 18.75 late. Actually, undoubtedly aided by an alarmingly easy booking – 16.45 to Queen Street in 30.5 minutes (including no less that 7 minutes margining – 37192 did not too badly – 27 minutes 47 seconds actual with 3 signal checks – *26.5 at Bowling ; *34 at Dalmuir and *19 at Singer- and this with no higher speed than 57.5 after Kilpatrick. So, eventual arrival in Queen Street was 15.5 late – could have been much worse!!
Over to Waverley with 47708 (HA) on 1O25 1200 ex-Queen Street with a 6 coach set/204 tare. Time departure – 0.75 early arrival. Time to cover the Dundees and boost the Class 27 mileage. 2L42 1317 ex-Waverley obliged with 27040 (HA) loading 4/133. Another competent, if not exactly inspiring run!
Waverley-Haymarket 3 2. 59
Haymarket-Inverleithing 14 16. 28
PWS *20 before Turnhouse
max 70.5 before Dalmeny Junction
Inverkething-Kirkcaldy 18 17. 18
47 at Donibristle
max 61.5 before Aberdour
Kirkcaldy-Markinch 9 8. 50
max 64 after Thornton Junction
Markinch-Ladybank 7.5 7. 16
min 39 at Lochmuir
max 76.5 at Kingskettle
Ladybank-Cupar 7 6. 29
max 71 after Springfield
The time lost – 6.5 minutes by Cupar due mainly to station overtime – bound to happen if the schedule stop is a mere 30 seconds!!!
Back from Cupar with 27016 (ED) on 2G62 1421 Dundee-Waverley – load 4/130.5. The amazing thing about this journey was that it did not suffer from even one slowing. This enable the 27 to turn a 1 minute late departure from Cupar into a 2 minute easy arrival in Waverley. – max speed of the journey being 75 in the Turnhose dip.
Back to base at West Calder coutesy of 2Y34 1720 Waverley- Glasgow (Central) – set comprising of 51988/59783/52027 – TIME in departure ; 4.5 late into Wast Calder.
LOCOMOTIVES REQUIRED FOR HAULAGE
NIL
DAY 14 :- WEST CALDER-WAVERLEY ; WAVERLEY-QUEEN STREET ;
GLASGOW CENTRAL-KILMACOLM and return ; QUEEN STREET-
ARROCHAR AND TARBERT ; ARROCHAR AND TARBERT-
DUMBARTON CENTRAL – DUMBARTON-HYNDLAND ; HYNDLAND-
MILNGAVIE ; MILNGAVIE-QUEEN STREET LL ; QUEEN STREET-
WAVERLEY ; WAVERLEY-WEST CALDER
The final day – locally based – aims to cover Kilmacolm branch (required) ; a tad more 37 mileage ; finish off “Blue Train” network.
Into Waverley per the old faithful 2Y05 0650 ex-Glasgow Central – unit comprising
52026/59798/52007 – 2 late away, 3 late on arrival. The inevitable “push-pull) to Queen Street – 1O14 with 47701 (HA) – 1 late away ; 4.25 late on arrival.
Gentle stroll to Central for 2K85 1007 Kilmacolm – unit 51469/59553/51804 and same back 0n 2K90 1103 ex-Kilmacolm.
Back over to Queen Street for some more 37 milage – to Arrochar and Tarbet behind 37085 (ED) on 1B11 1255 Oban load 6/203. Could not expect an “action replay” of yesterday’s entertainment!! 1B11 managed to lose 7.5 minutes to Dumbarton central – hardly surprising since we has almost continual signal checks from Knigthtswood North Junction to Singer, culminating in a signal stop 20. 15-20. 29 before Dalmuir Park. Matters improved somewhat and arrival at arrochar was a mere 4 minutes adrift. Back with 37043 (ED) on 1T32 1225 ex-Oban again loads 6/203. Departed Arrochar 3.75 down on time arrival in Dumbarton Central
Arrochar and Trarbet-Garelohhead 21.5 18. 24
Garelochhead-Helensburgh Upper 11.5 10. 32
Helensburgh Upper-Dumbarton Central 13 12. 38
Baled Dumbarton Central for some 303s and a bit of new track – had never covered Milngavie! First stage Dumbarton Central-Hyndland with 2B46 1500 Balloch Central-Springburn – unit 303 037. Thence 2A41 1507 Airdrie-Milngavie through to its destination with 303 043. Made the +1 into 2A46 1555 Milngaveie-Airdrie which was taken to Queen Street Low Level – 303 032/303 025.
Time to call quits on this Rover!! 1045 1630 Queen Street-Waverley 47705 load the standard 6/204 – time off ; 1 early into Waverley. Comfortable connection (!!) with 2Y34 1720 Waverley-Glasgow Central with unit 52007/59798/52026 and home to West Calder arriving 1 late.
LOCOMOTIVES REQURED FOR HAULAGE
NIL
TOTAL MILEAGE 6687.30
LOCOMOTIVES REQUIRED FOR HAULAGE. 54
Thanks again to Jim for the write up…
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