Keith’s Time Machine

[47403]

I managed a few more 26s than that! Still to come are several haulage bashes from 1979 onwards including two from Scotland

I will certainly look forward to that Keith

 

[QJ]

Re 08721 seen between Barnhill and Glasgow Queen Street Low Level in 1977. There must still have been some sidings in use in the vicinity of High Street / College Goods Yards as I have just discovered I jotted down 08421 for sight at High Street on 05/08/1975 in my 1975 Scottish Rover spotting log.

 

[Keith Jarrett]

The Scottish Marathon, Day 5 – 3rd July 1977 What do we do on a Sunday?

Well, have a lie in for starters! Back then Scottish trains were not renowned for their frequency on a Sunday so we had a late start and an early lunch, the latter courtesy of Andrew’s Gran. Bags were packed and we made our way to Haymarket to have another go at the shed. Permission to enter was readily granted so we set about populating our notebooks. We managed a decent haul and recorded
08572/881
25033/066/087/098
26004
27109/111/112/203
40054/060/065/080/099/101/137/164/168
47425/430/466/524/544
55010/021
And thirteen class 101 DMU cars. Things were getting a bit tight on the cop front as we could only score three new DMU cars. Walking back to the station we confirmed our plans for the remainder of the day; the first piece of today’s jigsaw fell into place very nicely with 27207+27104 playing push me, pull you on a Glasgow bound express. Arriving at Queen Street some 45 minutes later, the station was not its usual hive of activity but deserted save for our train and 40166 about to depart for Aberdeen. We watched the Aberdeen leave complete with 27038 giving a helping hand in the rear. Apart from the Lickey Bank, Queen Street was the only other place left on the national network where loose coupled banking of passenger trains took place on a regular basis. The cacophony must have been awesome with the 40 whistling away at the front and the 27 spluttering in the rear. I recall looking up Queen Street tunnel after the train had past – it was just one blue haze of diesel fumes. Without any further ado, we sought out the bus stop for Eastfield shed – the depot seemed packed on the way into Glasgow. We sought permission to look around at the offices and as ever, Scottish hospitality was welcoming. We managed to log the following –
06003
08326/348/441/718/719/753/761/764/827/853
20015/027/101/121/149/202
24006
25002/008/010/037/078/230/238/301
26032/036
27001/010/014/020/023/029/034/037/038/041/042/043/101/103/104/106/107/110/202/205/209/210/211
37154/156
40142
47053/206/211/268/470
Not forgetting the 13 DMU cars. Cops were limited to 26032and two DMU cars. This was not looking good as there were still many Scottish locos that we needed to see but we were not due to leave Edinburgh until the following Saturday (this was Sunday after all).

Bidding our host farewell, we sought out the bus back to the city centre. Next target was Polmadie. Not the Fort Knox that currently exists but a much more easy going establishment that was on both sides of the West Coast Mainline. This needed another bus journey out from the city centre but we had no trouble in locating either the city centre bus stop or the depot. What Polmadie lacked in quantity, it certainly made up for it in quality. Present for our late afternoon visit were
06002(cop)/007
08247/421/447/851
20011/036/039/102/103/104/105(cop)/126/204
24121
25009/025/077/246
26013(cop)/044(cop)/045
37144/146/147
40173
47427
81008
Add in 84001+84007(cop)+86010 which were running light past the depot during our visit, it can easily be seen why this was so much better than Eastfield! Five loco cops with 84007 being my last 84 to see and I was not complaining. 24121 and 25025 were both out of traffic and awaiting that one way ticket to the scrapyard – 25025 was notable in that it was sheeted over having succumbed to extensive fire damage. After Polmadie we made our way up to High Street to have a look at the low level electric lines. A spin out to Yoker with 303049 and back to Queen Street with 311099 allowed us to look at Yoker yard; this allowed us to boost the tally by nine EMU sets. 08173 was noted shunting near Hyndland. Back at Queen Street 27212 was at the head of a departing train with 37040 having brought in the ECS.

We then walked over to Glasgow central (no low level lines there in those days) and soon clocked 87004 and 87020 at the head of southbound trains while 25231 and 86224 appeared to have brought the stock of these two trains into the station. 86028 was hanging around awaiting its next turn of duty. Add in ten more EMUs (mainly 303s) and that all added up to a busy-ish station. Most (8) of the EMU sets were cops which pleased us as we were still light of many the native class 303/311 EMUs. We boarded 303008 as the next depot on our list was Hamilton West – we had very few Hamilton based units and very few worked on a Sunday so we’d hopefully make inroads into our wants lists. On the way to Hamilton, we managed to cop two more class 303s. Hamilton did not disappoint as our notebooks recorded over 40 DMU cars from classes 101, 107 and 116 along with two class 08s – 08313 and 08732. For the record we copped 33 DMU cars. The next stop was Motherwell and 303070 was our chariot for the short journey. Two more 303s were copped in the station but it was the diesel depot that was our target. Scottish hospitality was still holding out nicely and contributed to the ever growing haul of records in our notebook. Locos present that evening were
08278/280/563/723/735
20036/108/117/137
25005(cop)/065/077/083/086/227/240/241(cop)/247
26027(cop)
27009/018/028
40157
37149/150/153(cop)
Add in 27004 (cop) which passed the shed during our visit and we were pleased with our haul. We had a short wait at Motherwell station for the next train back to Central and in that time 47467 passed through running light engine. For the record, EMU 303005 had the honours of taking us back to Central. We spent a couple of hours at Central noting the comings and goings. Loco movements were
20039 Light engine out of the station
86004 Stabled
20204 Shunting
27008 Passenger departure
87018 Passenger arrival
86244 Passenger departure
47038 Sleeper stock
87010 Passenger arrival
87018 Passenger arrival

In addition there were various DMU and EMU movements, all helping to boost the tally for the day. This enabled us to add a further two EMU sets and 12 DMU cars to the day’s score. Andrew and I were on another overnighter and we boarded the southbound sleeper to London via the Glasgow & South Western hauled by 47038. It was far too early to sleep - and in any event, we had to make sure we stayed awake for the Carlisle stop as we had to alight there otherwise the next stage of our plan would have been well and truly scuppered. We spent the early part of the journey totalling up our cops for the day - 11 locos, fifty DMU cars and a respectable 25 EMU sets. No complaints there!

 

[47403]

The Scottish Marathon, Day 5 – 3rd July 1977 What do we do on a Sunday?

Well, have a lie in for starters! Back then Scottish trains were not renowned for their frequency on a Sunday so we had a late start and an early lunch, the latter courtesy of Andrew’s Gran. Bags were packed and we made our way to Haymarket to have another go at the shed. Permission to enter was readily granted so we set about populating our notebooks. We managed a decent haul and recorded
08572/881
25033/066/087/098
26004
27109/111/112/203
40054/060/065/080/099/101/137/164/168
47425/430/466/524/544
55010/021
And thirteen class 101 DMU cars. Things were getting a bit tight on the cop front as we could only score three new DMU cars. Walking back to the station we confirmed our plans for the remainder of the day; the first piece of today’s jigsaw fell into place very nicely with 27207+27104 playing push me, pull you on a Glasgow bound express. Arriving at Queen Street some 45 minutes later, the station was not its usual hive of activity but deserted save for our train and 40166 about to depart for Aberdeen. We watched the Aberdeen leave complete with 27038 giving a helping hand in the rear. Apart from the Lickey Bank, Queen Street was the only other place left on the national network where loose coupled banking of passenger trains took place on a regular basis. The cacophony must have been awesome with the 40 whistling away at the front and the 27 spluttering in the rear. I recall looking up Queen Street tunnel after the train had past – it was just one blue haze of diesel fumes. Without any further ado, we sought out the bus stop for Eastfield shed – the depot seemed packed on the way into Glasgow. We sought permission to look around at the offices and as ever, Scottish hospitality was welcoming. We managed to log the following –
06003
08326/348/441/718/719/753/761/764/827/853
20015/027/101/121/149/202
24006
25002/008/010/037/078/230/238/301
26032/036
27001/010/014/020/023/029/034/037/038/041/042/043/101/103/104/106/107/110/202/205/209/210/211
37154/156
40142
47053/206/211/268/470
Not forgetting the 13 DMU cars. Cops were limited to 26032and two DMU cars. This was not looking good as there were still many Scottish locos that we needed to see but we were not due to leave Edinburgh until the following Saturday (this was Sunday after all).

Bidding our host farewell, we sought out the bus back to the city centre. Next target was Polmadie. Not the Fort Knox that currently exists but a much more easy going establishment that was on both sides of the West Coast Mainline. This needed another bus journey out from the city centre but we had no trouble in locating either the city centre bus stop or the depot. What Polmadie lacked in quantity, it certainly made up for it in quality. Present for our late afternoon visit were
06002(cop)/007
08247/421/447/851
20011/036/039/102/103/104/105(cop)/126/204
24121
25009/025/077/246
26013(cop)/044(cop)/045
37144/146/147
40173
47427
81008
Add in 84001+84007(cop)+86010 which were running light past the depot during our visit, it can easily be seen why this was so much better than Eastfield! Five loco cops with 84007 being my last 84 to see and I was not complaining. 24121 and 25025 were both out of traffic and awaiting that one way ticket to the scrapyard – 25025 was notable in that it was sheeted over having succumbed to extensive fire damage. After Polmadie we made our way up to High Street to have a look at the low level electric lines. A spin out to Yoker with 303049 and back to Queen Street with 311099 allowed us to look at Yoker yard; this allowed us to boost the tally by nine EMU sets. 08173 was noted shunting near Hyndland. Back at Queen Street 27212 was at the head of a departing train with 37040 having brought in the ECS.

We then walked over to Glasgow central (no low level lines there in those days) and soon clocked 87004 and 87020 at the head of southbound trains while 25231 and 86224 appeared to have brought the stock of these two trains into the station. 86028 was hanging around awaiting its next turn of duty. Add in ten more EMUs (mainly 303s) and that all added up to a busy-ish station. Most (8) of the EMU sets were cops which pleased us as we were still light of many the native class 303/311 EMUs. We boarded 303008 as the next depot on our list was Hamilton West – we had very few Hamilton based units and very few worked on a Sunday so we’d hopefully make inroads into our wants lists. On the way to Hamilton, we managed to cop two more class 303s. Hamilton did not disappoint as our notebooks recorded over 40 DMU cars from classes 101, 107 and 116 along with two class 08s – 08313 and 08732. For the record we copped 33 DMU cars. The next stop was Motherwell and 303070 was our chariot for the short journey. Two more 303s were copped in the station but it was the diesel depot that was our target. Scottish hospitality was still holding out nicely and contributed to the ever growing haul of records in our notebook. Locos present that evening were
08278/280/563/723/735
20036/108/117/137
25005(cop)/065/077/083/086/227/240/241(cop)/247
26027(cop)
27009/018/028
40157
37149/150/153(cop)
Add in 27004 (cop) which passed the shed during our visit and we were pleased with our haul. We had a short wait at Motherwell station for the next train back to Central and in that time 47467 passed through running light engine. For the record, EMU 303005 had the honours of taking us back to Central. We spent a couple of hours at Central noting the comings and goings. Loco movements were
20039 Light engine out of the station
86004 Stabled
20204 Shunting
27008 Passenger departure
87018 Passenger arrival
86244 Passenger departure
47038 Sleeper stock
87010 Passenger arrival
87018 Passenger arrival

In addition there were various DMU and EMU movements, all helping to boost the tally for the day. This enabled us to add a further two EMU sets and 12 DMU cars to the day’s score. Andrew and I were on another overnighter and we boarded the southbound sleeper to London via the Glasgow & South Western hauled by 47038. It was far too early to sleep - and in any event, we had to make sure we stayed awake for the Carlisle stop as we had to alight there otherwise the next stage of our plan would have been well and truly scuppered. We spent the early part of the journey totalling up our cops for the day - 11 locos, fifty DMU cars and a respectable 25 EMU sets. No complaints there!

excellent read again, i agree with your sentiments about Polmadie. In the mid 80's, I was on a bus trip going round the Scottish depots, over the New Years Day and the Scots Bank Holiday, I was fretting over my last 86, I was hoping to see it at Carlisle for the few hours we had from 11pm-3am, no luck there but a chance visit to see if we could wander round Polmadie bore fruit, there was 86259 Peter Pan, among others, sure one of the lads got his last Scottish gronk there too.

 

[55013]

I have to keep wiping my chin when I read these reports due to the excesive salivation they cause
As usual, great stuff.

 

[47403]

I have to keep wiping my chin when I read these reports due to the excesive salivation they cause
As usual, great stuff.

a real stroll down memory lane, albeit my visits were 7-8yrs later, unfortunately not on a freedom of scotland.:cry::cry:

 

[Keith Jarrett]

The Scottish Marathon, Day 6 – 4th July 1977 Ayrshire and the Clansman

We were still strumming our way down the G&SW mainline when the clock struck midnight and the train lurched to a halt at Dumfries in order to allow us to make the first entries of the day in our notebooks – 08105 and 25234. Soon after, we arrived into Carlisle where we left our train. We watched 47038 detach from the train and 86009 take over for the onward journey to London. 47534 and 86021 were noted in the station waiting their next turns of duty while 08759 was engaged on station pilot duties. A few sleeping car services came and went – we managed to log 86222, 86229 and 86232. 81019 then appeared from the south and this heralded the next stage of our journey. But electric traction would be no good to us so thankfully the Roarer dropped off the train and was replaced by 47038.We were off to Stranraer, albeit via the circuitous route that the railway likes to take you. We retraced our steps as far as Kilmarnock before cutting across to Barassie Junction and heading south through Ayr all the way to Stranraer Harbour. At our destination, there was a mass exodus from the train onto the waiting ferry. The staff were baffled that we did not want the ferry but instead wanted to find the old Stranraer Town station. It was certainly worth locating the Town station where we noted 25200 shunting some vans and 25049 stabled. The latter was a pleasing sight as that was the first cop of the day.

At 06:00 we left the port town of Stranraer headed for Ayr in the comfort of a class 126 DMU (power cars 51022 & 51047). At Ayr, we noted a further two class 126 DMUs but pressed on to the next stop, Newton-on-Ayr as our Locoshed directory told us that this was closer to Ayr shed. The shed was absolutely heaving. Our books showed 18 DMU cars present as well as a decent haul of locos –
08144(cop)/344(cop)
25018/023/093/064/232
26014
27008/025
25018 was noted as being withdrawn and during our visit 084548 (cop) passed on a trip freight. We wandered off to some docks (any clues where we went as all our books say is “Docks”?) in order to search out two more class 08s – we were duly rewarded with 08430 and 08446, both of which were cops. While waiting for the next train north20106 was recorded as diesel & brake van. But we soon left Ayr behind and travelled north to Killwinning on one of the original 1956 build class 126 DMUs (power cars 79168+79088). On the way we passed 37157 at Irvine on a freight working. Either we hit Kilwiining at the right time or it was a busy place as we managed to log several class 108 and class 126 DMU sets, 37150 on another freight as well as consecutively numbered 20124+20125 on a second freight.

We were now headed for Ardrossan Harbour aboard yet another class 126 DMU (51023+51043) where our quest was shunters. We were not disappointed as four cops in the shape of 08433, 08449, 08476 and 08730 were added to our notebooks. We dropped back to South Beach station and changed to yet another DMU for the journey back to Glasgow. This time, the authorities gave us a class 108 DMU to enjoy (power cars 51991+52017). Somewhere between Ardrossan and Paisley 08343 (cop) was noted shunting a yard. At Paisley, we passed two class 303 units and now e knew that we were on the final approaches to Glasgow. Shields Road depot gave us sightings of 83009/13, 85034 86014/241 along with several class 303 EMUs. We then noted 08443 (cop) shunting with 25108 nearby on parcel vans. The we crossed the Clyde into Glasgow Central where we had around two hours to spare before the next leg of our itinerary.

Once we had restocked on provisions, we settled at the end of one of the platforms and set about recording the proceedings. While DMUs and EMUs featured quite heavily, we observed a few locos – 86035, 87027, 86240, 87033, 86011, 86028 and 45034. 45034 was the only peak that I ever saw at Central. To break up the wait, we went for a quick spin around the Cathcart Circle with 303064. On our return 20011 was present on an ECS working. Our notebooks definitely benefitted from our stay at Central but all too soon it was time to press on with the itinerary so we boarded 303002 and headed out to Motherwell. On the way, 08754 was noted shunting at Rutherglen while a pass of Polmadie shed gave us sightings of 37147, 47493, 37144, 08851, 20204/039, 25077, 25231, 25246 and 26013. Nearby 08421 was on a trip freight and on the approaches to Motherwell 20104+120 were added to the tally of the day’s observations. We had time at Motherwell to make a quick shed visit where 08563, 47467, 20137, 08312, 08735, 37149, 37014 and 25083 were recorded. 37014 was some way from home as it was March allocated. Back at Motherwell station 47469 was noted on a freight, 87002 passed on a Glasgow bound train, 20121 ran through as diesel & brake van and 47424 was running light engine. The station announcer had been conspicuously silent but all of a sudden we heard “The next train at Platform … is THE CLANSMAN, calling at …and Inverness”. We were in business with 86247 remaining on the train for the short run up to Mossend Yard. Near Motherwell shed, 08280 was noted shunting and 25021 was stabled – we wondered whether Scottish 25s had much work to do as there were always 25s hanging around on sheds or in yards doing not a lot! Mossend Yard added yet more locos to our bulging notebooks -
08314/319(cop)/321, 20095, 27018, 82004/007 and 87012.
We came to a halt and 86247 was detached from the train and within minutes 47467 which had run up light from Motherwell shed dropped on and we were away heading north. Coatbridge produced a trio of class 20s (046/048/093) but sadly no cops. Stirling provided 40142 stabled in the bays, class 122 DMU 55013 on a parcels train and 47273 on a train from Aberdeen to add to our notebooks. We pressed on northwards though.

Perth was the next place of interest. We elected to stop off here and in just over an hour we managed to fill a page and a half. We saw three different class 101 DMUs and managed to cop at least one car from each set. 47271 passed by on the Aberdeen line with a class one passenger while 08424 (cop) was engaged in shunting activities. We witnessed 40069 passing through on a freight while 47053 came off the Aberdeen line with a Glasgow bound express. An inspection of the stabling point produced 07276 (cop), the numerically similar 08726, 20123 (cop), 26026, 26033 and 47472. 47208 entertained us since it did not seem in the best of health; I still have recollections of it pulling away from its station stop and leaving black clouds of smoke everywhere. 27030 on a passenger working was very welcome as it was needed for sight and then 47141 passed on a freightliner working - that caught us by surprise as we didn’t think that freightliner trains worked that far north. 40150 then put in an appearance on class one duties before 08736 (cop) passed through the station on a trip freight but all too soon it was time to leave on the last Edinburgh to Inverness train of the day. We were expecting either a 40 or a 47 so were pleasantly surprised when 26029 and 26037 hove into view. As we were boarding, we had one last sighting to record from Perth, that of 40092 passing on a freight. Progressing northwards along the Highland Main Line, we passed 26035 sat at Dunkeld, 26032+26036 on a southbound express at Pitlochry and 26023 (cop)stabled at Blair Atholl. 40157 was on the last southbound service of the day while at Newtonmore we actually saw some class 25s working, 25050+25238 being noted on a freight. Aviemore held two freights; the first with 26034 and the second with 37193 piloting and unknown 47. Finally at Carr Bridge, 47210 was encountered on a southbound sleeper. The scenery of the HML was definitely stunning and I certainly enjoyed my first trip. All too soon, we were in Inverness passing 08723, 08882, 25064 and 47467 on the way in. As it was late and we were in need of sleep, we decided against another shed visit and headed straight for the B&B. “So you’re back then?” was the greeting we received from the landlady whom we’d first made acquaintance with the previous week. “Full Breakfast plus some sausage sandwiches for lunch?” was her next question. Andrew & I responded in the affirmative and suggested that a late breakfast would suit us admirably. We found our room and despite being shattered, still found time to sort out the paperwork for the day. The end result was 18 loco cops (14 of those were shunters!), 54 DMU cars and 18 class 303/311 EMUs. We slept well that night!
--- old post above --- --- new post below ---

excellent read again, i agree with your sentiments about Polmadie. In the mid 80's, I was on a bus trip going round the Scottish depots, over the New Years Day and the Scots Bank Holiday, I was fretting over my last 86, I was hoping to see it at Carlisle for the few hours we had from 11pm-3am, no luck there but a chance visit to see if we could wander round Polmadie bore fruit, there was 86259 Peter Pan, among others, sure one of the lads got his last Scottish gronk there too.

Thanks for all the comments. This has been (and still is, a bit of a trip down memory lane for me.

If you'd have missed 86259 all those years ago, at least that one's still around. I just wish I'd done more bashing with most classes back in the later 1980s when loco hauled trains were rife on the network. But I still have quite a few good memories.

 

[55013]

Another excellent read.
I note 47208 among your sightings, one of only two TOPS 47s that I never saw.
For those that don't know, 47208 was involved in an accident near Dundee in 1979.
Sadly five people were killed and the loco was written off.
A shot of the loco showing how badly damaged it was, can be seen at: http://www.martinbray-ukloco.com/47208-dundee.html

 

[47403]

A shot of the loco showing how badly damaged it was, can be seen at: http://www.martinbray-ukloco.com/47208-dundee.html

oh Mr 55013 did you have to show the pic of one of my beloved 47s like that
I saw the pic and this what went off in my head
https://www.youtube.com/watch?v=b4gY0hxYUTs
--- old post above --- --- new post below ---

The Scottish Marathon, Day 6 – 4th July 1977 Ayrshire and the Clansman

We were still strumming our way down the G&SW mainline when the clock struck midnight and the train lurched to a halt at Dumfries in order to allow us to make the first entries of the day in our notebooks – 08105 and 25234. Soon after, we arrived into Carlisle where we left our train. We watched 47038 detach from the train and 86009 take over for the onward journey to London. 47534 and 86021 were noted in the station waiting their next turns of duty while 08759 was engaged on station pilot duties. A few sleeping car services came and went – we managed to log 86222, 86229 and 86232. 81019 then appeared from the south and this heralded the next stage of our journey. But electric traction would be no good to us so thankfully the Roarer dropped off the train and was replaced by 47038.We were off to Stranraer, albeit via the circuitous route that the railway likes to take you. We retraced our steps as far as Kilmarnock before cutting across to Barassie Junction and heading south through Ayr all the way to Stranraer Harbour. At our destination, there was a mass exodus from the train onto the waiting ferry. The staff were baffled that we did not want the ferry but instead wanted to find the old Stranraer Town station. It was certainly worth locating the Town station where we noted 25200 shunting some vans and 25049 stabled. The latter was a pleasing sight as that was the first cop of the day.

At 06:00 we left the port town of Stranraer headed for Ayr in the comfort of a class 126 DMU (power cars 51022 & 51047). At Ayr, we noted a further two class 126 DMUs but pressed on to the next stop, Newton-on-Ayr as our Locoshed directory told us that this was closer to Ayr shed. The shed was absolutely heaving. Our books showed 18 DMU cars present as well as a decent haul of locos –
08144(cop)/344(cop)
25018/023/093/064/232
26014
27008/025
25018 was noted as being withdrawn and during our visit 084548 (cop) passed on a trip freight. We wandered off to some docks (any clues where we went as all our books say is “Docks”?) in order to search out two more class 08s – we were duly rewarded with 08430 and 08446, both of which were cops. While waiting for the next train north20106 was recorded as diesel & brake van. But we soon left Ayr behind and travelled north to Killwinning on one of the original 1956 build class 126 DMUs (power cars 79168+79088). On the way we passed 37157 at Irvine on a freight working. Either we hit Kilwiining at the right time or it was a busy place as we managed to log several class 108 and class 126 DMU sets, 37150 on another freight as well as consecutively numbered 20124+20125 on a second freight.

We were now headed for Ardrossan Harbour aboard yet another class 126 DMU (51023+51043) where our quest was shunters. We were not disappointed as four cops in the shape of 08433, 08449, 08476 and 08730 were added to our notebooks. We dropped back to South Beach station and changed to yet another DMU for the journey back to Glasgow. This time, the authorities gave us a class 108 DMU to enjoy (power cars 51991+52017). Somewhere between Ardrossan and Paisley 08343 (cop) was noted shunting a yard. At Paisley, we passed two class 303 units and now e knew that we were on the final approaches to Glasgow. Shields Road depot gave us sightings of 83009/13, 85034 86014/241 along with several class 303 EMUs. We then noted 08443 (cop) shunting with 25108 nearby on parcel vans. The we crossed the Clyde into Glasgow Central where we had around two hours to spare before the next leg of our itinerary.

Once we had restocked on provisions, we settled at the end of one of the platforms and set about recording the proceedings. While DMUs and EMUs featured quite heavily, we observed a few locos – 86035, 87027, 86240, 87033, 86011, 86028 and 45034. 45034 was the only peak that I ever saw at Central. To break up the wait, we went for a quick spin around the Cathcart Circle with 303064. On our return 20011 was present on an ECS working. Our notebooks definitely benefitted from our stay at Central but all too soon it was time to press on with the itinerary so we boarded 303002 and headed out to Motherwell. On the way, 08754 was noted shunting at Rutherglen while a pass of Polmadie shed gave us sightings of 37147, 47493, 37144, 08851, 20204/039, 25077, 25231, 25246 and 26013. Nearby 08421 was on a trip freight and on the approaches to Motherwell 20104+120 were added to the tally of the day’s observations. We had time at Motherwell to make a quick shed visit where 08563, 47467, 20137, 08312, 08735, 37149, 37014 and 25083 were recorded. 37014 was some way from home as it was March allocated. Back at Motherwell station 47469 was noted on a freight, 87002 passed on a Glasgow bound train, 20121 ran through as diesel & brake van and 47424 was running light engine. The station announcer had been conspicuously silent but all of a sudden we heard “The next train at Platform … is THE CLANSMAN, calling at …and Inverness”. We were in business with 86247 remaining on the train for the short run up to Mossend Yard. Near Motherwell shed, 08280 was noted shunting and 25021 was stabled – we wondered whether Scottish 25s had much work to do as there were always 25s hanging around on sheds or in yards doing not a lot! Mossend Yard added yet more locos to our bulging notebooks -
08314/319(cop)/321, 20095, 27018, 82004/007 and 87012.
We came to a halt and 86247 was detached from the train and within minutes 47467 which had run up light from Motherwell shed dropped on and we were away heading north. Coatbridge produced a trio of class 20s (046/048/093) but sadly no cops. Stirling provided 40142 stabled in the bays, class 122 DMU 55013 on a parcels train and 47273 on a train from Aberdeen to add to our notebooks. We pressed on northwards though.

Perth was the next place of interest. We elected to stop off here and in just over an hour we managed to fill a page and a half. We saw three different class 101 DMUs and managed to cop at least one car from each set. 47271 passed by on the Aberdeen line with a class one passenger while 08424 (cop) was engaged in shunting activities. We witnessed 40069 passing through on a freight while 47053 came off the Aberdeen line with a Glasgow bound express. An inspection of the stabling point produced 07276 (cop), the numerically similar 08726, 20123 (cop), 26026, 26033 and 47472. 47208 entertained us since it did not seem in the best of health; I still have recollections of it pulling away from its station stop and leaving black clouds of smoke everywhere. 27030 on a passenger working was very welcome as it was needed for sight and then 47141 passed on a freightliner working - that caught us by surprise as we didn’t think that freightliner trains worked that far north. 40150 then put in an appearance on class one duties before 08736 (cop) passed through the station on a trip freight but all too soon it was time to leave on the last Edinburgh to Inverness train of the day. We were expecting either a 40 or a 47 so were pleasantly surprised when 26029 and 26037 hove into view. As we were boarding, we had one last sighting to record from Perth, that of 40092 passing on a freight. Progressing northwards along the Highland Main Line, we passed 26035 sat at Dunkeld, 26032+26036 on a southbound express at Pitlochry and 26023 (cop)stabled at Blair Atholl. 40157 was on the last southbound service of the day while at Newtonmore we actually saw some class 25s working, 25050+25238 being noted on a freight. Aviemore held two freights; the first with 26034 and the second with 37193 piloting and unknown 47. Finally at Carr Bridge, 47210 was encountered on a southbound sleeper. The scenery of the HML was definitely stunning and I certainly enjoyed my first trip. All too soon, we were in Inverness passing 08723, 08882, 25064 and 47467 on the way in. As it was late and we were in need of sleep, we decided against another shed visit and headed straight for the B&B. “So you’re back then?” was the greeting we received from the landlady whom we’d first made acquaintance with the previous week. “Full Breakfast plus some sausage sandwiches for lunch?” was her next question. Andrew & I responded in the affirmative and suggested that a late breakfast would suit us admirably. We found our room and despite being shattered, still found time to sort out the paperwork for the day. The end result was 18 loco cops (14 of those were shunters!), 54 DMU cars and 18 class 303/311 EMUs. We slept well that night!
--- old post above --- --- new post below ---


Thanks for all the comments. This has been (and still is, a bit of a trip down memory lane for me.

If you'd have missed 86259 all those years ago, at least that one's still around. I just wish I'd done more bashing with most classes back in the later 1980s when loco hauled trains were rife on the network. But I still have quite a few good memories.

Its been an awesome read Keith, we all have things we wished we'd done, the loco hauled days we took totally for granted, we were warned when the trams arrived and replaced the deltics, fortunately APT was a disaster and saved the West Coast and it remained a bastion of electric and diesel hauled loco's for a helluva a lot longer than the East Coast.

 

[Keith Jarrett]

The Scottish Marathon, Day 7 – 5th July 1977 The Far North

Today was all about track bashing rather than number crunching – our pens and notebooks deserved a rest; after all they had been going at a rate of knots since we left home almost a week ago. After a decent breakfast along with those promised sausage sandwiches which turned into sausage and bacon sandwiches we bade our landlady farewell and made our way to Inverness station. With almost an hour to go before our train left, Andrew suggested that we look in the shed, just in case there was anything of interest. Noting class 122 DMU on a local working, we progressed to the shed and for a Tuesday, it seemed quite packed. Our notebooks recorded
08620
25064/068/226
26010/015/017/018/021/026/032/038
40047/157
47467/469/472
And a class 120 DMU
The cop rate was down on the floor by now with no locos copped at Inverness; only four DMU cars.
26021 left the shed at the same time as us but we beat it back to the station! Back at the station 26027 worked in on a train from Kyle of Lochalsh and 26011 had brought in the early morning train from Wick & Thurso. A few minutes later, 26021 reappeared and dropped on to the inbound Wick & Thurso train. This was to be our conveyance for the next few hours. Minutes before we left Inverness, a Class 120 DMU rasped its way in from Aberdeen and our half empty train soon filled up. But we had the compartment at the front and were unhindered by the invasion. While the track scoring did not start until Dingwall, we were effectively in uncharted waters from the off as we had slept nearly all the way back from Kyle a few days earlier. We found the scenery most relaxing and we almost forgot about trains. Our peace was disturbed somewhere just north of Inverness by the distinctive whistling of a pair of class 20s – that was the last thing we expected to see and thus we only identified one of the pair, 20112. Further on at Muir of Ord, 25084 was noted on a freight while a second freight was encountered at Invergordon. 26024 was recorded as being in charge. What’s the chance of seeing three different freight trains north of Inverness in 2015? At Brora, our train went into a loop and we waited for what seemed to be ages before 26043 staggered in on a southbound passenger working. Passenger exchange here was limited but I recollect that the Royal Mail was doing great business – no doubt all those hotel bookings and holidaymakers’ postcards! Heading on North, the train came to a halt just before Georgemas Junction and 26021 uncoupled and tottered off and was replaced at the head of our train by 26028 (cop) which took the train into the station itself.

We were in the Wick portion but were amazed to see that the Thurso portion, all three carriages, had two 26s in charge. We stayed on to Wick with 26028 where we alighted. We could have stayed in Wick but that would have left us needing the Thurso branch. Thankfully we had over three hours to get to Thurso and there was an appropriately timed bus to take us there. The bus went via John O’Groats so we could say that in one day we had been to the most northerly point of the GB rail network and also had visited, albeit briefly, the most northerly part of the British mainland. We arrived in Thurso with over an hour to spare before the train departed. Time to eat those sandwiches from the B&B! 26029+26037 were sitting on the stock and we fully expected the pair of 26s to takes us only to Georgemas but we were wrong. At Georgemas, 26028 appeared with the Wick portion and once the shunting was over, 26028 deserted our train in favour of the pair of 26s that had brought us in from Thurso. And so, with track scratching complete, we began the long journey back to Inverness. Unlike the northbound journey, the only train we passed was 26043 (again) at Lairg where yet more mail was loaded onto the train. It had been a warm, sunny day and it certainly added to our enjoyment We staggered on to Inverness and on the approaches to the Highland capital, we encountered a freight train with a pair of 20s at the helm. 20112 from earlier was with 20111, the missing 20. We were both elated to see this as we had yet another loco cop. Having been on the road since the morning and the sausage sandwiches long since consumed, we vowed that as soon as we got to Inverness we would go in search of food. Fish and chips to be precise and a large portion please! Having obtained our sustenance for the evening, we scurried back to the station for the next leg of our journey- the overnight train to Glasgow headed by 40157. Leaving Inverness at about 23:30 that was the last entry in our notebooks for the day.

After our late supper, we tallied up our cops for the day. That did not take long as it was a grand total of four DMU cars and two locos (20111 and 26028). What would Wednesday have in store?

 

[Techniquest]

Sounds like a good time up the Far North! I don't know about 3 freights north of Inverness these days, I'd be surprised if you saw even one most weeks. Quite, the only one that comes to mind is the intermodal for a supermarket, and that might well not be there anymore!

 

[47403]

what will Wednesday's installment bring?tune in next time to find out
I will, another cracking read Keith.

 

[Keith Jarrett]

The Scottish Marathon, Day 8 – 6th July 1977 Oban & Dundee

40157 pressed south on the overnighter to Glasgow/Edinburgh and while we tried to grab some sleep, we kept on being interrupted by the distinctive whistling sound from the 40. While sleep was only sporadic, the only locos we noted were 08424 and 27024 at Perth; the former acting as station pilot while the latter was on an engineers train. Before boarding the train, we had made sure that we were in the right part of the train as we had to be in Glasgow for 08:00. That meant being up the front and while we knew the train split at Stirling, we fully expected the 40 to work through to Glasgow. However, at Stirling 40157 came off and the Glasgow portion of the train went forward with 26033 – there were no other locos about at Stirling so we assumed that 40157 worked the Edinburgh portion through to its ultimate destination. We arrived at Glasgow Queen Street just before 07:00 so had an hour to spare watching trains. 27204 and 27209 left for Edinburgh while soon afterwards, 27021 brought in the ECS for our train – we were off to Oban on another massive track scratching exercise. Soon afterwards, 27203 appeared out of the tunnels at Queen Street and dropped onto the rear of the sleeper train from Inverness. We then recorded two three-car class 101 DMus followed by 27107+27111 push and pulling their way in from Edinburgh. About five minutes before departure, 27010 appeared out of the tunnel and dropped onto our train.

Leaving on time, 27010 threaded its way out through the Glasgow suburbs towards the West Highland line. We seemed to pass an endless procession of EMUs taking commuters into Glasgow. But soon the Glasgow suburbs were behind us and we were on the West Highland Line proper with 27010 working hard. At Garelochhead, we passed 37003 heading south on the first train of the day while at Ardlui, 27005 was on the second train of the day. While no more locos were noted until our arrival at Oban, the scenery more than compensated for the lack of rail activity. We were fully expecting Oban to be devoid of locos so were surprised when 27040 was noted idling away as we rolled into the station. Having a good hour and a half before our return journey, Andrew & I went in search of provisions in the town and also went for a quick yomp up to McCaig’s tower – the views over Oban and the surrounding area were spectacular. All too soon, it was time to make our way back to the station for our journey back to Glasgow. 27040 was to be our train engine for the return journey over the West Highland Line to Glasgow. 27019 was passed at Arrochar & Tarbet on an Oban-bound service and at Dumbarton, we encounter the first of several EMUs. 20149 was a surprise sighting on a PW train.

At the top of Cowlairs bank, 25188 and 27033 were further additions to our notebook while Queen Street itself contained 47273 and 27204+27203 on passenger trains. We had well over an hour before our next train so we went and sat on Queen Street low level as we were missing a good number of Class 303/311 EMUs – our notebooks recorded 29 different units. By now it was rush hour and the upper level of Queen Street was decidedly busy47268 appeared on an Aberdeen train and 40086 soon dropped onto the back of it and promptly shut down. A failure perhaps?37146 then appeared on a relief train and seemingly seconds later, 27107 followed it into the station. Later on it took the empties out to Cowlairs. We were kept busy logging DMUs and as was to be expected in the Central Belt, most were class 101s.27101 appeared on another ECS working which 26046 took out in service. Then with about five or six minutes to spare, our train was platformed. Andrew and I were a little concerned as the loco up front was the decidedly dead 40086. But we should not have worried. As we walked up the platform 40086 burst into life with an almighty roar (and cloud of diesel fumes). We were in business! Bang on time, the beast was unleashed and in order to save a light engine path through the tunnels to Eastfield, 47268 gave us a push up the bank to Cowlairs.

We soon left Glasgow behind, noting 26033, 27102 and 20205 as we stormed past Eastfield Depot – 20205 is noteworthy in that within the past few days it has been restored to mainline service. Cadder yard contained 08441 while Stirling contained 20085 and a collection of DMUs. Some three years later, when I was bashing in Scotland, 20085 was noted again at Stirling and came to the rescue of my train which had failed in the area! Back to 1977, we pressed on and Perth was decidedly uninteresting. Our notebooks recorded absolutely nothing! Our destination, Dundee, though was different. 27001 was noted on an Edinburgh bound train before we set off in search of the shed. As ever, permission to visit was readily granted. We logged 26 different DMU cars and we were pleased to find 06005 stabled down the back- our first loco cop of the day. A few minutes later and class mate 06006 (cop) was entered in our notebooks while 25086 and 26039 were noted passing on separate freight workings. We walked back to the station and spent a short while noting locos – 25010 on another freight, 47424 and an Aberdeen bound passenger, 26008 (cop) arriving from Edinburgh and finally 27016 (cop) on a parcels train. We had a B&B booked for the night and trudged off in search of our beds for the night.

As ever, we concluded the day by tallying up the day’s cops and while there were only four locos, we were pleasantly surprised with 14 DMU cars and 15 EMU sets. We slept soundly that night – no whistling 40 to keep waking us up!

 

[55013]

More excellent, evocative, stuff there.

I never had a 40 on an overnight move on the mainline, but I did do one of the ELR's much missed "Nightrider" events with 40135.
Dossing in a compo, waking up in the early hours, hearing the guard's whistle followed by the 40 thrashing out of a station and then drifting back to sleep, was heaven.
My experience was, I'm sure, a pale imitation of yours so I'm green with envy at that

 

[Bodiddly]

Sounds like a good time up the Far North! I don't know about 3 freights north of Inverness these days, I'd be surprised if you saw even one most weeks. Quite, the only one that comes to mind is the intermodal for a supermarket, and that might well not be there anymore!

Long gone. Their is currently two freight workings in the Far North consisting of an oil train to Lairg and the pipe train to Georgemas. Not sure how frequently they run but it does depend on there being a spare driver to take them forward from Inverness.
Interestingly enough, these workings will be threatened with the current DBS staff at Inverness being TUPE'd over to GBRf after March. The talk is that a Central belt driver will take the pipe train up to Inverness, lodge, take it forward to Georgemas, lodge, bring it back to Inverness, lodge and then take it South. A week roaming the rails!

Really enjoying this trip report, If I could go back in time I would do a rover in the 70's!

 

[Techniquest]

Another fantastic read Keith, I had 57601 keeping me awake on an overnight move (well, railtour!) in 2007, so not exciting!

I take it there's more to come after this Scottish adventure?

Edit: Thanks for the gen on freights on the Far North

 

[Keith Jarrett]

I take it there's more to come after this Scottish adventure?

Definitely more to come. There's plenty of epic bashing tales from the late 70s into the early 80s. The Scottish Marathon is almost finished - I've written up days 9 and 10 tonight so without further ado, here goes


The Scottish Marathon, Day 9 – 7th July 1977 Back to Edinburgh

After checking out of our B&B, Andrew & I made our way to Dundee station and within minutes of our arrival 40166 arrived to take us to Perth. We just had time to record 08428 acting as station pilot and 25171 passing on freight. Passing Dundee shed, the only thing of note was 47352. Then disaster struck - we realised that we left some of our belongings at the B&B! At Perth we phoned the B&B and the landlady had already found the missing items. While we had planned on passing through Dundee later that afternoon, that would not be convenient for her. “How soon can you get back to Dundee?” she asked. “Within the hour”. “It’s you lucky day, I am heading to shops in a short while and can meet you at the station”. Saved! All we had time to record at Perth was 27111 on a short passenger train and 08424 acting as station pilot. We were hoping for another loco hauled train back to Dundee but we were provided with a class 101 DMU (power cars 51239+51244) for the trip. Of note was that both power cars contained brake compartments so we concluded that this must have been a scratch formation. Back at Dundee, the B&B landlady was true to her word and arrived spot on time to reunite us with the errant belongings. What a nice person!

Another class 101 DMU took us back to Perth (power cars 51463+51520) where our plans for two hours watching the trains go by were reduced to around 20 minutes. In that time we recorded 25065 and 47494 stabled in and around the station. 47494 was familiar to us being Western Region allocated although we had not caught up with is transfer in June 1977 away from the Western to Haymarket. This loco would become a Scottish stalwart in later years as it became one of the “shove Duffs”, 47706. 47272 then appeared on an express from Aberdeen - readers of this epic will recall that earlier in the trip I was rather elated at copping this loco, my last Scottish 47! But all too soon, we had to leave if we were to make the most out of our rover ticket. The line from Perth to Ladybank had recently been reopened to passengers albeit with a sparse service so if we missed our train, we had several many hours to wait. At least having 40062 on the front was something of a consolation. At Ladybank itself, 25084 was waiting with a PW train. 26003 on a freight and 27002 running light loco were simply recorded as “looped” while Markinch allowed to add 20217 running as diesel & brake van to both our notebooks and the list of cops. Further along the line we noted 27020 on a freight at Thornton Junction. All too soon, our journey with 40062 was drawing to a close for our schedule demanded that we alight at Kirkaldy.

That was good planning on our part as this allowed us to garner two more loco cops – 20225 and 06008 both stabled near the station. 40152 then thundered through on freight. This seemed to be a busy part of the world! One of the aims of our trip was track scratching - this meant having to double back to Dundee in order to score the line across the Tay Bridge. One of the ubiquitous class 101 DMUs was provided for the journey (power cars 51460+51531). On the way, we stopped at Markinch and this allowed us to add 06004 to the list of locos seen (and copped). Approaching Dundee, we caught a glimpse of the shed – 47352 had gone on its way and 26008 and 27016 had appeared as replacements. Our train was running a few minutes late and we had a tight connection at Dundee to return south over the Tay Bridge. We could only watch as 27025 staggered out of the station. A quick consultation of the timetable informed us that there would be a stopping train to Edinburgh in a few minutes. We fully expected the same DMU as we had come up with but BR in their wisdom decided that we’d prefer a different class 101 for the trip along the Fife coast to Inverkeithing. But first we had to endure the sight of 47493 passing through on an express passenger. This particular loco had the habit of following me around the network and I must have seen it countless times as 1932, then 47493 and finally when it took on the identity of 47701. Andrew and I still thought that 47493 (like sister loco 47494) was WR allocated but officially it was now a Haymarket loco. So we left Dundee for the third time in a day aboard a class 101 DMU for the trip down to Inverkeithing (power cars were 50175+51233). Freight traffic was sparser on this leg of our travels and only 20226 (cop) on a freight was noted near Kirkaldy. At Inverkeithing we alighted and tramped over the footbridge for another class 101 DMU (power cars 51231+51537) for the short trip to Dunfermline. As we rasped out of Inverkeithing, 25085 passed on a freight working. At Dunfermline we sought out the local bus terminal as our destination was Townhill depot. That depot was in part of a carriage and wagon depot and we’d heard stories that access was not easy unlike virtually every other Scottish depot. Lady luck must have had a prior word with the shed foreman as when we arrived, while not welcomed with open arms, we were nevertheless granted permission to inspect the locos. We recorded 08145/442, 20086/191/216/218/223, 25007/035. Only 08442, 20218 and 25035 were not cops so we felt pretty pleased with ourselves. Catching the bus back to Dunfermline, we wondered what the rest of the day had in store?

We had a while for the next train to Edinburgh and all of a sudden we heard an almighty racket. A 20 was slowly staggering towards us belching out huge amounts of diesel fumes and doing its best to keep a heavy freight moving. The loco materialised as 20227, the last of the class to be built. But Andrew & I were happy as we had another loco cop to add to our lists. The same could not be said though of the two banking locos, 20203/221. Once this cavalcade had headed off, our transport back to Edinburgh appeared – yet another class 101 DMU (power cars 51237+50747). Nothing further was added to our notebooks until Edinburgh when the passing of Haymarket depot allowed us to record 47464, 20220 (cop) 25050, 26001 and 08571along with 37150 on a van train. Waverley seemed to be full of DMUs while locos were in short supply. The only locos that we logged on this visit were
08711 Station pilot
40047 Express passenger
47546 ECS
27202/206 Push pull to Glasgow QS
27106/210 Push pull from Glasgow QS
47424 Express passenger
We left Waverley on a class 116 DMU (power cars 50836+50889) for the shirt hop to Haymarket where we changed for a class 107 DMU for the slow journey to Glasgow Central via Shotts (power cars 51993+52019). The Shotts route is pretty devoid of anything to interest the average rail enthusiast so we were mighty pleased that having done the track scratch, bust Glasgow started to produce sighting. Passing Polmadie shed we logged 20114/118, 25246 26014/044/045 and 27026. 20118 is of course still active on the mainline - the HNRC-owned loco looked resplendent the last time I saw it a few months ago in red stripe Railfreight colours.

Apart from getting more out of our rover, we were hoping to mop up a few elusive DMU cars/EMU sets in the Glasgow area so had planned some of the evening peak at Glasgow Central. On the way into Central, we passed 37193 on a short freightliner working. Locos noted in and around Central were
20202 ECS
86224, 87023 stabled awaiting next turn of duty
25077 ECS
87028 Light engine
86036 Express passenger
20146 ECS
87022 Express passenger
DMU/EMU cops were few and far between so where were those elusive cars/sets hiding? Not Queen Street! We found the following locos there –
27105, 27004 Light engines
47045 Express passenger
27040 Inbound train from West Highland Line
27002 Outbound service to West Highland Line
27203 pulling from Edinburgh (and nothing on the rear pushing)
27105 was hastily attached to the Edinburgh end of the train that 27203 had brought in so that set was now happily back in push/pull mode. This formed our train back to Edinburgh. Noted at Eastfield shed were 37154, 27011, 08753, 27027 & 27025. The rest of the view was obscured by a freight hauled by 25188. The rest of the journey was rather uneventful and the only further additions to our notebooks were 25171, 25011 & 26001 which were all resting on Haymarket depot. And so we returned to Andrew’s grans for food and rest. There was of course time for the customary tally of the day’s cops – we managed 13 locos, 9 DMU cars and just one EMU set.

The Scottish Marathon, Day 10 – 8th July 1977 Our last full day in Scotland

Following a decent nights rest, we set about trying to mop up any remaining locos and DMU cars before we began the trek south the following day. Our rover had expired so we were limited in where we could go. We’d found out on the grapevine that there was a shunter at Leith Walk so with some directions from a fellow enthusiast that was our number one target for the morning. We were duly reward as we were able to add loco cop 08717 to our list of locos seen. We returned to Waverley and set up camp to observe all the movements in and around the station. Here’s our log -
08711, 08571 Station pilots
25237 Stabled
25098 Freight
26012 Freight
26005 ECS
55016 Express
47458 Express
55007 Express
40047 Express
40080 Light engine (returned later dragging 47519)
47464 Express
47413Express
47184 Freightliner
27104+27210 Glasgow push-pulls
27106+27208 Glasgow push-pulls
47429 Express
47470 light loco, then express
27204+27203 Glasgow push-pulls
47463 Express
47470 Light engine then express
25026 Light engine
47415 Express then Light engine
55021 Express then Light engine
27103+27212 Glasgow push-pulls
And around 10 class 101 DMU three car sets.

After this we decided for one last throw of the dice at Haymarket shed. A conveniently placed 40047 took us the short distance to Haymarket where we made the now familiar walk to the shed. Permission to visit was, as usual freely granted. We noted the following as present
08572/575/711/881
20220
25033/050
27207/211
40048/072/162/164
47415/420/429/458/519
55021
We returned to Haymarket station and took 27104+27210 back to Waverley. The only loco of interest in Waverley was 47416. The DMUs were repeating and no loco-hauled workings of interest were expected so called it a day and made our way back to our host for the evening. We had to pack and prepare for the long trek south but there was one last thing to do, tally up the day’s cops. We could only muster one loco (the shunter at Leith) and nine DMU cars for our efforts.

 

[Techniquest]

Fortune was on your side there with the belongings in Dundee! I've an image in my head of what it must have been like seeing that 20-hauled freight making a racket at Dunfermline, phwoar is just one word that summarises the scene in my head!

A very productive time had in Scotland there all in all, I'm sure I'm not the only one from the more modern scene reading this and being jealous!

 

[Keith Jarrett]

The Scottish Marathon, Day 11 – 9th July 1977 The Long Trek Home

We said farewell to Andrew’s gran, thanking her for allowing us to use her house as a base for our Scottish Marathon, before making our way to Edinburgh Waverley. We were tight for time so only noted down two locos before boarding our train. 40101 was on an Aberdeen bound train while 40047 was in charge of our train as far as Carstairs. At the latter point we noted 47420 and 47464 running light while 20107 was stabledand 87014 rushed by on an express. 87012 ushered in the Glasgow portion of our train and 40047 soon shunted the Edinburgh portion onto the back. We were off over Beattock and it seemed like an eternity before Carlisle loomed in the distance. Passing Kingmoor yard and Depot, we noted a line of 13 class 24s, all stored and withdrawn, along with 08107, 37099, 37199, 27031, 47435, 08844, 84001, 84006, 08415, 40016, 47482, 40087 and 40088. I was happy as 40088 provided the first loco cop of the day. In Carlisle itself, we logged 82008 and 85028 on parcels trains with the alter giving my second loco cop for the day. There were also various DMUs present and as we left, 86016 hummed in with a northbound express. The loops at Shap had detained 84010 on a freight while at Oxenholme we were lucky enough to see the Windermere branch DMU.

We alighted at Preston as I had waxed lyrical to Andrew about the number of DMUs from the North West that could be seen here. He wanted most of them. Over the next few hours we noted the following locos –
47555 Stabled
86243 Stabled
86254 Stabled
85022 Express passenger
47444 Express passenger
40076 Express passenger
86031 Parcels
87017 Express passenger
47515 Express passenger
47438 Light engine
86256 Express passenger
47352 Express passenger
86016 Parcels
08832 Station pilot
86215 Express passenger
86212 Motorail
86010 Express passenger
86022 Express passenger
86248 Motorail
37133 Express passenger
47197 Light engine
86261 Light engine
47452 Light engine
47356 Express passenger
87003 Express passenger
And 53 DMU cars
From that lot, I pulled out just two loco cops, 85022 and 37133 plus a few DMU cars. Andrew would have been far more successful with the DMus cars. Of note is the reappearance of 86016 which we had seen earlier at Carlisle on an express passenger train (and now on a parcels train.

87003 powered our train southwards from Preston as far as Crewe. On the way we noted 82002, 08925, 08273, 25100 and 40043 on Wigan Springs Branch while Warrington offered 40033 (on passenger) and 86002 (freight) to add to our notebooks. 08925 still exists on the 2015 railway – my records show it as working for GBRf at their Whitemoor Yard. At Crewe we alighted, hoping to improve on the day’s loco cops. Our notebooks were swelled with the following loco sightings
08689/739
25162/219/242/292/307
40181/185/035
47138/290/342/348/449/475
81001/013
85018/021
86005/014/017/034/206/232/233/249
87024
…. along with a small selection of DMU cars. 86034 provided the only loco cop. We left aboard a class 104 DMU (power cars 50450+50503) for the short run to Stoke on Trent.
The Stoke area yielded 08469, 85025, 86207, 08633 and 08068. 08633 is another loco still extant, last reported to me as being in store at Toton. We left aboard two class 310 EMUs (set numbers 310050+062) for Wolverhampton. En route at Stafford, we recorded 87004 and 86007 on express trains and 08123 & 82003 stabled around the station. Our sole reason for stopping off at Wolverhampton was a few locos lined up beside the station which we obscured by another train. Once the DMU set moved off, we logged 47487, 08614, 25252, 08356, 25150+25172 and 08041 all stabled in a line. 86025 provided traction for the next leg of our journey to Birmingham New Street. We did not have long here but recorded 86022, 47030, 45021, 08920 and 45070 before departing south on a train hauled by 47239. As this was Cardiff bound rather than for Bristol, we changed at Cheltenham. While waiting for our train, 47105 trundled through on oil tanks and them finally 47511 took us to Bristol. 31295 was the only loco noted at Bristol Temple Meads as my parents were waiting to transport Andrew and I home. In the car we reflected on the day and did the usual tally of cops – six locos, 24 DMU cars and one EMU. The tally for the 11 day marathon was rather more impressive with 118 loco cops, 249 DMU cars and 75 EMU sets. 443 cops in total plus a good deal of track scratching with most of the main lines in Scotland cleared. Ironically, I still need several stretches of passenger track in Scotland and will need to rectify that at some point.

Comments welcome.

 

[47403]

this was a fantastic read keith, thank you for sharing it.

 

[Techniquest]

An excellent read indeed, even though it was nowhere near my era (wasn't born for a good long time after your trip!), however I could easily picture the scene. Would love to see for myself what it would be like charging up the bank out of Queen Street with a 40, must have been quite an experience and not a thing like the modern day scene!

Of course, I look forward to further tales when they're ready! I do wonder though, what track do you still need in Scotland?

 

[47403]

An excellent read indeed, even though it was nowhere near my era (wasn't born for a good long time after your trip!), however I could easily picture the scene. Would love to see for myself what it would be like charging up the bank out of Queen Street with a 40, must have been quite an experience and not a thing like the modern day scene!

Of course, I look forward to further tales when they're ready! I do wonder though, what track do you still need in Scotland?

https://www.youtube.com/watch?v=9YjWJhOU0jw

Sadly not my video but this was my era, great days and fine memories, all rekindled with this and many other similar threads. It was written in stone,with my friends and I, every 1st week of the 6 weeks hols with our Rail Riders vouchers, we would descend upon Edinburgh, normally moaning, we'd have to get a tram (HST) to the Scottish Capital. The mere sight of Craigentinny set the pulse racing, the shoves over to Glasgow, trying to avoid getting our tickets gripped, so we could whizz back n forth.
When loco hauled services all turned into units, the railway scene lost me for a good 7-8yrsuh

 

[Keith Jarrett]

Of course, I look forward to further tales when they're ready! I do wonder though, what track do you still need in Scotland?

I need a surprising amount of Scottish passenger track -
- Gourock
- Weymss Bay
- Helnsburgh Central
- Balloch
- Lanark
- Larkhall
- Shieldmuir - Law Junc
- Winchburgh - Dalmeny Junc
- Holytown Junc - Wishaw
- Newcraighall
- Milngavie
- Thornton South to West
- Cathcart North - Newton
- Cathcart West to East

I believe that I have done Winchburgh to Dalmeny but as it's not documented, I need to do it again and therefore document it. Then of course there's the rebuilt line in the Borders that will soon be added to the list as well.

And her's the next installment in "Tales from the Rails"


East Midlands Bashing

Having recovered from my write up of the Scottish marathon spotting tour that I did back in 1977, I thought that I’d turn my attention to writing up some of my haulage bashing experiences from 1978 onwards. We start with a week in the East Midlands in late July/early August …..

It’s the end of July 1978 and I have just taken a job in Nottingham having moved away from my native Bristol. By now I was heavily into haulage bashing (and indeed still am). Up until my move northwards, my haulage bashing had been limited to the Western Region where it had been a combination of new locos and mileage accumulation with class 50s. But a Nottingham base opened up a whole new horizon for me. Information on what worked where etc was hard to come by and the only real information on peculiar workings of interest to the haulage basher was through a publication call “To the Last Drop”. Does anyone remember this? I seem to recall, that it was published by Ed Lunn and had details of various moves involving haulage with predominantly freight locos.

I’d heard previously that Nottingham was a good place to get class 20s for haulage as there were trains almost every day of the week to Skegness – these were timetabled services rather than excursions so open to ordinary passengers. There was a train from Derby (sometimes extended to/from Burton on Trent) and another from Leicester which stopped at intermediate stations to Nottingham before running limited stop to Skegness. If passenger demand warranted it, a relief train was also run! So on the evening of 26th of July I reported to Nottingham station to have my first go on the “Skeggies “.There were numerous bashers around some of whom I recognised from my West Country bashing but most were new faces. I was slightly disappointed as my first Skeggy did not turn out 20s but instead I was treated to a pair of 25s, 25113+25213, on the return Skegness to Leicester. In those days I did not apply the 10 mile rule so bailed at the first opportunity (Beeston) as there was another train 20 minutes behind headed for Burton. Several bashers utilised the short wait to nip into the local pub for a “swift half”. The Burton did turn out a pair of 20s, 20072+20159 which I took to the next stop Long Eaton. No pub antics here as there was one of Derby’s class 120 DMUs back to Nottingham almost straight away with power cars 50650+50696.

The following evening (27th), I again made my way to Nottingham station to await the arrival of the Leicester train. This time I was treated to 20005+20090 which I took as far as Beeston to await the following Derby service which produced two more winners – 20158+20164. Again I did another short leap to Long Eaton for the DMU back to Nottingham. At that point, Derby’s class 120 DMUs worked through trains from Crewe to Lincoln and tonight it was power cars 50676+50725 which returned me to base camp.

On Fridays, the Skeggies did not run but that was not too much of problem. On the 28th, I left work and made my way back to the flat before packing my bag as I planned on being out for over 24 hours. At Nottingham I boarded a Sheffield to London train hauled by 45137 and went as far as Leicester where I swapped platforms for 45125 heading for Derby. Anybody would think that I was a Peak basher but these were all winning locos.

The Peak monotony was broken at Derby when a required 47074 (later 47646 then 47852) showed up on the overnight York to Penzance – in the later 70s, there were several overnight trains on a Friday night from the north to Devon and Cornwall. I bailed at Burton-on-Trent to pick up the following Nottingham to Newquay service with 45056 at the helm, the first dud of the evening, which I took to Birmingham New Street. Now it was time to scratch a few electric locos, especially as the heavily loaded Bristol to Glasgow train had 81020 and 82006 providing power. Stafford here we come!

By now the calendar had flipped over to the 29th and at Stafford I left the train as heading in the opposite direction was 85021 on the Manchester Weymouth overnight service. Back at New Street the bashers were beginning to congregate – the objective was to get to Chesterfield by 07:00. Only two trains called at Chesterfield before 07:00 on a Saturday morning which were the first Sheffield to St Pancras service and the overnight Bristol to Leeds TPO with passenger accommodation. (Today, the good citizens of the that town have many more early morning services on a Saturday.) Rather than have about a three hour wait at New Street, the bashers move was to head to Worcester Shrub Hill on the Newcastle to Bristol Postal to meet the Bristol to Leeds there. Gatehead’s 46050 powered us to Worcester where, after a very short wait, the Bristol to Leeds trundled in with a dud 45025. 45025 left the train at New Street with a few mail vans and equally dud 45057 added some more mail vans in replacement and powered the train northwards. Sleep was snatched in odd moments but given the volume of bashers on the train, there was no chance of overdosing. Just after 06:00, a herd of bashers disgorged themselves onto Chesterfield’s platform and set up camp in the waiting room much to the annoyance of the only member of station staff present who looked very similar to Johnny Rotten of Sex Pistols fame. But he was seriously outnumbered!

Just before 07:00, we were put out of our misery when the first holiday train of the day rolled in with a Tinsley “Brian” attempting to drag its eight coaches out of the loop. What’s a Brian you may ask? Think Magic Roundabout and Brian the Snail – Brian was the then nickname applied to class 31s although they also went by the terms of Ped and Goyle. I was nevertheless pleased with 31235 as it was a hit so off to Sheffield I headed with the rest of the recent occupants of the Chesterfield waiting room! At Sheffield there must have been at least 50 bashers already on the platform to be joined by another 50 who’d sampled 31235 (on the Chesterfield to Great Yarmouth). All these hordes of bashers congregated on Platform Five – yes, that’s where Platform Five publishing was born an enterprise started by Peter Fox who is commemorated by the name on Grand Central power car 43484. Two or three of the bashers had a list of what locos were working – no doubt obtained through friendly contacts in the various control offices throughout the area. For someone new to bashing like myself, there was just so much to choose from! So I opted to roughly follow one of the itineraries from the “To The Last Drop” publication. First up was 37096 on the Sheffield to Skegness via Nottingham – this was on all accounts a rare beast so I was pleased to secure the red line in my book. First stop was Chesterfield where the entire front carriage alighted much to the annoyance of “Johnny Rotten” who promptly shut the waiting room, evicting some “normal” in the process. Little did he realise that one of the bashers was a Sheffield Division manager. After about 10 minutes, 37112 (later 37510 which is still extant with DRS albeit in store at Barrow Hill) brought on the stock for the Chesterfield to Scarborough service and the crowd decided that this was the way out of town.

Alighting at Sheffield for the second time that morning, there was not long to wait for the next train which had 37082 (later 37502 then 37602 and still earning its keep for DRS) as its source of traction. This was another rare beast as at the time its normal duties were freight trains in the north east and those locos rarely escaped onto passenger trains. I took this to Worksop where about an hour’s wait ensued – enough time to wander to the local stabling point to identify a few locos hidden from the main line. Next train up was the Manchester to Skegness with yet another winning loco, 40145 that is of course still with us today and even main line registered. Lincoln was our destination in order to await the arrival of the Newcastle to Great Yarmouth service. It is worth noting that most of these holiday trains only ran for the summer months and BR kept numerous rakes of old Mark 1 coaching stock in sidings purely to run these trains. The Newcastle to Yarmouth train could be relied upon to produce something interesting to the haulage basher as the train slowly made its way from Newcastle to Great Yarmouth via the Joint Line and the now closed Spalding to March line. Today, we enjoyed 37035 at the helm and as this was an East Anglian loco at the time, it was assumed that it was being returned to its home area. We had had enough of this loco by Sleaford so alighted for the next train in the plan – 31207 on a Skegness to Leeds working that promptly returned the bashing hordes to Lincoln.

The Manchester to Great Yarmouth sometimes produced a class 40 but today it was 47195 but nevertheless continuing the string of winners for me. I again found myself alighting from the train at the sleepy Lincolnshire town of Sleaford to await the arrival to the Skegness to Leicester train. There was enough time to go and search out the local chip shop before 25152+25321 spluttered in. Another pair of winners on the Saturday version of the Skeggies (as the trains from Nottingham were affectionately known) although on this day the trains were times more for the changeover of holidaymakers at the numerous costal holiday camps rather than the casual daytripper. On Saturdays, those daytrippers could enjoy loco haulage to Skegness in the morning but unless they gulped their chips and forgot the sandcastles, they’d have to return to the East Midlands via a succession of DMU connections. The pair of rats were next stop Nottingham before continuing all stations to Leicester thus allowing a decent run up Ancaster Bank. We had around half an hour in Nottingham before the Derby train showed up with some winning class 20s – 20008+20030 which was taken all the way to Derby, again calling at all stations.

We did not have long to wait in Derby before the next train of interest showed up – the “Ludo”, or in other words the Llandudno to Nottingham with its single rat, 25134. With this train, the loco had to run round having arrived off of the Uttoxeter line. Again all stations to Nottingham, The Ludo was taken through to its destination in order to meet yet another holiday train heading in the opposite direction. Again class 25 hauled, this train had originated at Great Yarmouth with 25124+25129 taking over at Norwich for the run back to Derby via the Ely North Curve, Peterborough and Grantham. We stayed on all the way to Derby where the bashers started to disperse either to Birmingham (no doubt some progressing on to the obligatory Saturday night drags on the West Coast) or north towards Yorkshire. I had to get back to Nottingham and was blessed with loco haulage as there was not long to wait for the Newquay to Nottingham whih rolled in with a big duff – Thornaby’s 47302 was somewhat out of place on a class one train from the West of England to the East Midlands. 47/3s were all no heat so were prized by haulage bashers and Thornaby ones especially so. What a way to end the day!

There was not a huge amount working during the day on Sunday (it’s now the 30th July) but the possibility of new locos tempted me out in the evening. A dud 45147 was taken from Nottingham to Leicester where I met winning 45106 coming back from St Pancras to Nottingham. 45106 became one of the last 45/1s to run on the national network and for a while carried a green livery rather than the ubiquitous BR blue. Both Skeggies were duds but that did not stop me taking 20005+20090 on the Derby from Nottingham over to Derby. I had more luck on the return run as a winning 45117 conveyed me as far as Long Eaton where I waited for a return excursion to Nottingham to show. The wait was worthwhile as a winning 47204 showed up and so I returned to Nottingham and contemplated the second week ibn my new job.

Both Monday and Tuesday evenings were occupied checking out the 20s on the Skeggies. Monday night produced a winning pair on the Leicester (20084+20147) which I did to Beeston for dud 20008+20030 on the following Derby train to Long Eaton for the inevitable class 120 DMU back (power cars 50655+50709). 20084 may well be familiar as today it is better known as 20302 which is still in traffic with DRS. Tuesday evening saw my third trip with 20005+20090 from Nottingham to Beeston on the Leicester followed by equally dud 20072+20159 on the Derby to Long Eaton. But at least there was a plausible alternative to the class 120 DMU back to base in Nottingham. 25211 had gone out to Llandudno on a day excursion and was stopping at all stations from Derby to Nottingham to set down daytrippers. We bundled on and in the process scored another winning loco. Remember, in those days BR ran a variety of excursion trains, often using freight motive power and traincrew so the latter were totally oblivious to bashers using excursions to get extra haulages!

So ended the first week in the East Midlands (where I was to stay for about 16 months) and I managed 43 winners throughout the week. This was to be the first of many haulage bashing trips in those fruitful times.

Comments, questions and the like more than welcome.

 

[Cletus]

Fantastic stories, so enjoyable to read.

 

[Techniquest]

Ah, Skeggies and The Ludo, both familiar here from far too many games of Hellfire!

Some massive locos had all in there, and the racket they must have made, phwoar!

 

[47403]

Another top read Keith, gotta agree TE's loco's usually caused a stir among the bashing fraternity in the North East too, the much mentioned (by me anyway) 143 replacements, saw numerous amounts of the smoggies 31, 37 and 47's, come out to play. Personal highlights included 47291, 37074 37515, 47361.
I loved Summer Saturdays, mid 80's was my time though, the traction on offer was simply fantastic and it tied in with the 6 weeks school holidays.
This was a typical Summer Saturday in the North East, for my friends and I.First on the radar, would be the 37's on the 2 Scarborough turns, the early one via the Durham Coast, meant a trip to Sunderland on the bog cart,(DMU, a 101 normally) as we knew them, if you weren't on a weekend Northumbrian Ranger ofcourse, then we got to York pronto. 1 particular day, my friends and I got to Sunderland, not knowing what was in charge of today's first installment and were treated to CF's 37289, a mega winner for sight at the time, nevermind haulage, the driver too, played to his audience, the train was crammed with local bashers, most of which had their heads out of various windows, on departure the driver, opened opened the throttle and clagged and thrashed his way out of the cavernous Sunderland station, probably half choking those left on the platform, I still remember shouting to my mate in the next window, argh man listen to that!!!!!!!!
If feeling flush, the next move would see us jump a tram(HST) to Darlington or more likely take the Liverpool turn to Durham and fester for a bit, for the 2nd Scarborough train, 9 times out of 10 it'd be a 37, a GD one too, but NB 47's weren't uncommon, a rare occasion a peak ran it, albeit a 45/0, however that was just one dark day, I remember standing in Durham awaiting said train, think 37003 was on that day, the train got later and later before one of the station staff came over and said the loco had failed at York and tried ushering a mass throng of bashers onto a tram, he failed, no-one moved, sometime later, the call came that the next train to arrive is the delayed train from Scarborough, everyone was looking towards the south end of the station to see, if they'd a) revived 37003, b) was it double headed or c) replaced completely, it was double headed alright and 37003 had been replaced by none other than a pair of 20's, there was more than a few, very audible f me's and gasps, as they came round the corner and into view, 20's for haulage in the North East, were as rare as hens teeth, the mad scramble to get a window ensued, it was sheer bedlam, sure it was 20011 and 20047 but i could be wrong. No need trying to avoid the guard from gripping our ticket, he couldn't get near us
After that you had a bit fester at Newcastle, go to the chippy and then bomb back down to Durham, normally on the 14.20 Liverpool turn, again trying not to get gripped for the Yarmouth return, predominantly a 37 but it could also be an NB 47, odd time a pair of 31's back to Newcastle.
We'd whizz down to Darlington and await the Paignton and Eastbourne trains, a sure indication that the Paignton was the usual pair of Goyles, just look at the arrivals board and watch it get later n later, the Eastbourne was predominantly an NB 47 or a 45/0 but produced some Big 37's occasionally, even doubled headed NB 47's or a combo of a NB 47 and 45/1 on very rare occasions 45/0.
The last one of the day\ was the Newquay was never too startling, usually a 45/1 or 47/4, few times it threw up an NB 47 but regardless of what it was we'd go home shattered stinking of Diesel fuel but happy.
Thanks for evoking the memories, as I said above, a top top read.

 

[Techniquest]

I can only imagine the scene at Durham when those 20s came in, I don't blame you for all racing to the windows! A Cardiff 37 in the North East, beast!

 

[47403]

I can only imagine the scene at Durham when those 20s came in, I don't blame you for all racing to the windows! A Cardiff 37 in the North East, beast!

They were my 1st ever 20's for haulage too tech, my friends and I eyes probably went as wide saucers I remember a basher, well known at Newcastle at the time, was stood about 5 yds away from me, he was like the oracle, I vaguely remember him saying, jesus its f'n 20's, so it came as a huge shock to him, no mobile phones them days kids.
To be fair, a fair few southern region 37's, turned out on summer Saturday, the further South we went, we usually found GD or TE, 37 and 47's causing a huge stir but of the ones I remember, 37282, 37289, 37305, were particular stand outs, among the equally likable, likes of 37003, 010, 023, 074. 099.100 194,199. 250. Thats just off the top of my head, unfortunately all my old records were destroyed in the great bitter ex's bonfire party the bitch put everything in a bin and set fire to 90% of the stuff, I had in a box in the back of a wardrobe. Fortunately my most current platform 5 combined books at the time were in my bag, unless I'd have to have started all over again.
I could've cried

 

[Techniquest]

Bloody hell, what a bitch! Hopefully she gets what's coming to her!

Hard to imagine a time without mobile phones now, having had one since something like 1998! Without a doubt the next generation will have something that makes their bashing easier, much like Twitter, forums, texting and what have you for getting gen these days!

 

[47403]

Bloody hell, what a bitch!

My words were a bit stronger than that mate.