Wednesday 17 January 1963

Carlisle to Euston again but on the 9/0pm Perth (16 th ) to Euston, departing Carlisle at 1254am. D334 was the loco and it looks from my journal that she must have worked right through from Perth to Euston for we did not change at Carlisle or Crewe . I did not record the Driver's name but doubtless he would be a Crewe North stalwart from No.2 link. Departure was 14 mins late and with a few checks we were 6 mins late into Wigan ( 3.16-3.20am ) and also 6 mins late arr./dep. Crewe (at 4.4- 4.19am ).

Matters deteriorated after this and we lost 25 mins by signal delays up the Trent Valley to a signal stop at Rugby station ( 6.13-6.21am ) where we patiently waited for the up'Irish Mail' to precede. By now the train was 39 mins late and arrived at Euston that same 39 mins late (at 8.9am ) after spending a further 13 mins at Stoke Hammond signals. (We were 50 mins late at Tring - 7.32am ). I wondered why we were not allowed to precede the 'Irish Mail' at Rugby and perhaps save 15 mins.

Saturday 4 May 1963

A non-stop run on the up 'Scot' from Carlisle , again behind D334 and driven by Fred Mutch of Camden . Our 5 mins late departure from Carlisle ( 11.56am ) became 8 mins early into Euston in exactly 306 mins (5/2pm). Significant speeds were 85mph at Hincaster Jn., 80mph at Tamworth and Brinklow, 85mph at Castlethorpe, and 91mph at King's Langley . We had run via the up slow line from Crewe to Great Bridgford. Net time 277 mins.

My return was again on the 11/20pm service with Upperby's Frank Lawson driving D293 with 12 vehicles, 434 tons in tow. We took 54 mins to pass Tring due to TSRs at Kilburn, Harrow and King's Langley , and were now 8 mins late. This had been converted into a arrival at Rugeley Trent Valley at 2.1am (9 mins early) to pick up our route conductor for the diversion via Stone and Stoke. We left Crewe 5 mins early (at 3.7am ) after dropping him off and proceeded punctually to Lancaster ( 4.42am ). We were then brought to a stand at Carnforth from 4.50am to 5.42 am due to a broken rail at Yealand IBS and thus passed Oxenholme 65 mins late (at 6.9am ). This had been reduced to 59 mins, arriving at Penrith for an unbooked stop due to single line working to Pumpton. Carlisle arrival was at 7.13am , 61 mins late. Nearly eight hours from Euston!

Saturday 29 June 1963

I travelled up to Euston overnight on the 11/20pm (28 th ) from Carlisle behind 46237 'City of Bristol', arriving in Euston at 7.23am , 66 mins late. Our driver was Camden 's Fred Mutch.

Returning on the 'Royal Scot' (IS57) now a 9.40am departure with D315 driven by Joe Stubbs of Upperby. We had a load of 12 vehicles, 410 tons and a reasonably clear road except for two signal stops, Rugby No.1 (11.22 - 11.24am) when approaching that station about 8 mins early, and Blainscough Siding (1/43 - 1/44pm) but were still 3 mins early through Preston, which increased to 6 mins early on arrival at Carlisle (at 3/33pm).

Thursday 25 July 1963

A disastrous run on the up 'Royal Scot' behind an out of sorts D331, driven by E. Martin of Camden and an average load of 12, 418 tons. The train was 11 mins late arriving and departing Carlisle (probably lost by loco on the run up from Glasgow, judging by what followed) and then lost a further 7 mins up to Shap Summit (50mins 04 secs - 12/41pm) with no checks. Our maximum up to Penrith was 53mph and then dropped to a grim 32-34mph on the long 1 in 125 up to Shap. Downhill she was fine with 88mph at Greenholme, 90mph at Milnthorpe and 88mph at Carnforth. Up the 1 in 98 out of Lancaster (79 mins 42 secs - 1/20pm) we dropped from 56mph to 47mph and it took until Brock before we reached 70mph.

The train passed Preston 16½ mins late (101 mins 41 secs - 1/43pm). An average run followed, through to Weaver Jn. By which time the train was 20½ mins late after a 24mph TSR at Winwick. The long-running subsidence slack at Standish was by now withdrawn. Again it took as far as Winsford to get back to 70mph, but after passing Crewe 17½ mins late (160 mins 26 secs - 2/41pm) we were in the doldrums again- Betley Road 43mph, Madeley 46mph and Whitmore 52mph. We did achieve 80mph at Hademore Crossing, which was something, but then things deteriorated again. TSR 27mph Tamworth , slow line diversion from Ashby Jn. To Brinklow and an 8mph TSR at Trent Valley Jn. Made us 34½ mins late at Rugby (253 mins - 4/15pm). We then had further TSRs at Hillmorton and Heyford before a dead stand at Milton IBS put us over Roade Jn. 47 mins late (4/48pm). Severe signals, from Roade to Bletchley, and 2½ mins stood at Tring Cutting signals, and Tring was passed 65 mins late (5/30pm). Our maximum downhill to Euston was a depressing 72mph. We did however have signals at Hemel Hempstead (33mph) and Wembley (62mph) together with TSRs at Aspsley(8mph).and Hatch End(27mph)

'The Royal Scot' with 'modern' traction at its head, rolled int o Euston a miserable 61 ½ mins late,(369mins 31 secs - 6/11pm).Most of the delay was down to the loco.

 

In O.S.Nock`s '60 Years of West Coast Running'(p213) he details a cab ride on D331 on the down 'Midday Scot' where Driver Wilkinson of Crewe related that she was weak on the banks and accordingly the train stopped at Beattock for a banker. The load was only 418 tons .

 

AUGUST TO DECEMBER 1963. THE TIME FOR CARLISLE TO WIGAN (AND RETURN)

This was a timetabling opportunity to which I availed myself! It was a nice way to spend an afternoon and early evening on the Premier Line!

(Not so sure about Wigan though!)

The trains involved were the up 'Midday Scot' and the down 'Caledonian' which gave me just under two hours in Wigan . Rather than follow the pattern of this article thus far, I have set out these journeys as tables with a few salient comments.

 

Other recordings between Carlisle and Wigan appear within the overall description of journeys, which went beyond (or started) south of Wigan .  

CARLISLE TO WIGAN

 

Date 1963	Loco.	Load.	Driver, Crewe Nth.	Sched Mins	Actual Min.sec	See Note:
27 Aug	D223	11,376	W Wood	115	130.12	1
29 Aug	D328	11,382	Purcell	115	119.15	2
10 Sep	D231	11,376	Cliffe	116	120.35	3
24 Sep	D223	11,375	Metcalfe	116	120.07	4
03 Dec	D295	11,357	Cliffe	116	115.08	5
1964
18 Feb*	D309	11,357	Morris	116	121.04	6
22 May*	D306	12,422	McRae	116	122.22	7
		* 66A	Polmadie Depot

 

Notes.

1. Departure was 4mins late from Carlisle and arrival over 19mins late into Wigan . D223 was a poor loco.(See also run No 4) There were TSRs at Carlisle No 13 and Hest Bank(both 23mph), as well as Garstang and there was a signal check at Boar`s Head.(38mph) She fell from 55 mph at Eden Valley Jn , to 30mph before Thrimby Grange, then recovered slightly to 34mph on the level at Shap , and 42mph at the summit. We lost over two minutes from Penrith(26mins 52secs) to Summit (47mins 52secs) unchecked. We then held our down to Carnforth on the tight 25 min booking thanks to 86 mph below Scout Green, and 84mph at Milnthorpe.

Lancaster was passed nearly 13mins late(82mins 16secs) at 55mph and then she dropped to a dismal 38mph up the 1 in 98 bank to No 1 box.After passing Preston 17 minutes late,(108mins 31 secs) the loco lost another two minutes unchecked on to Standish , by dropping from a miserable 44mph at Euxton Jn to 39mph at Coppull(MP 11 ½ ) Summit!. D223 seemed to have the same problem as D331 had on 25 July 1963 , earlier. Weak against the grade, but quite lively downhill!

2. 1 min late from Carlisle , and 5 ¼ mins late at Wigan . TSRs at No 13 (25mph).Hest Bank(22mph) and Garstang(18mph). Signals stopped us at Yealand IBS for 1 min, and we were checked at Barton(37mph)

Maximum speed of the trip was 84mph at Tebay and Hincaster.

 

3. The train stopped at Kitchen Hill and Eamont IB signals, so Shap Summit was passed 6mins late after leaving Carlisle 1min late. There was only the Garstang TSR(19mph) after that. Maximum had been 87mph at Tebay.

 

4.Two TSRs;Shap Summit to 26mph and Garstang13mph(in addition to a signal check at Harrisions to 46mph) - Unachievable anyway by D331!!

This was the same D223 that could only make 31mph at the same location on run No 1 above.Max was 85mph at Tebay,1 min late from Carlisle , became a 5mins late arrival at Wigan. .

5. 11mins late from Carlisle , we only regained one min by Wigan , and our only check was a TSR to 36mph at Leyland . Maximum was 85mph at Carnforth. .

6. D309 as 11mins late from Carlisle , and we lost 5mins to Wigan , mainly due to another weak loco. With a clear road, 2mins was lost to Summit (45mins 32secs) thanks to a minimum of 37mph at Thrimby Grange. We had TSRs at Greenholme(28mph) and Galgate(27mph) but 'performance' was lacking. Our max was 80mph at Hincaster, but 66mph at Yealand Summit, and 65mph at Garstang were hardly inspiring! .

7. D306 was 3mins late from Carlisle , and a further 6 ½ mins was lost by signals onto Wigan . Checks were at Lowgill Jn(8mph), Carnforth (39mph) and Boars Head (23mph). In addition, there was a TSR at Scorton to 26mph.

This was a regular load of steam hauled train of the same name, but, this modern diesel still fell from 61mph at Eden Valley Jn to 35mph approaching Harrision`s siding`s, much inferior to Stanier Pacfics. Our max speed was only 75mph at Hincaster Jn.

 

WIGAN TO CARLISLE

 

Date 1963	Loco.	Load.	Driver, Camden .	Sched Mins	Actual Min.sec	See Note:
27 Aug	D321	9,319	W Thorpe	118	110.02	8
29 Aug	D295	9,319	F.Mutch	118	113.38	9
10 Sep	D341	9,319	J.Barker	117	102.10	10
24 Sep	D233	9,319	L.Perrett	117	115.56	11
03 Dec	D214	9,319	J.Barker	117	112.05	12
1964
18 Feb	D315	9,322	J Ireson	118	100.38	13
22 May	D268	11,376	J Ireson	118	109.31	14
		* 66A	Polmadie Depot

 

8. D321 was 17mins late ex Wigan , and 9mins late at Carlisle . No signal checks, but TSRs at Garstang(26mph) and No 13 (23mph). Max speed was 83mph at Carnforth.

9. D295 was 3 mins late ex Wigan ,this became 1 ½ early at Carlisle . We had two TSRs, Garstang (14mph) and Carlisle No 13 (19mph). Signal checks were Leyland(22mph) and Oubeck(46mph). Max speed was 86mph at Belshaw Lane .

10.D341 was 19mins late ex Wigan,this was reduced to 4mins late at Carlisle; the only check being the Garstang TSR to 16mph. Max speed was 87mph at Southwaite.

11.15mins late ex Wigan , but only 1 min recovered to Carlisle.D223 was performing very weakly despite 84mph at Leyland .

The Garstang TSR was the only check(20mph) but we laboured up to Grayrigg at 36mph and Summit at 35mph having taken 8mins 24secs from Tebay , which could have been bettered by a 'Black Five' with that load.

 

12.'Donkey' Barker never stood a chance! D214 was 13mins late from Wigan . TSR 24mph at Leyland , 18mph at Oubeck, all but stopped at Hest Bank and Oxenholme signals, checked at Eden Valley (34mph) and No 5 (13mph). Arrival was 18mins late.

13.A spectacular (almost) unchecked run (a TSR to 46mph at Greenholme) converted an 18mins late departure from Wigan , into just over ½ minute late arrival at Carlisle at nearly 63mph average. D315`s speeds had been livly to a degree!85mph at Euxton Jn, 80mph Carnforth, 85mph below Eden Valley Jn, 95mph at Southwaite, and even 90mph after the Wreay curve at Brisco! The 'Black Flash'at his brilliant best!

14.With Jack againat D268`s controller, it was not surprising that his Wigan arrival was on time!(Or am I biased?)We had signals at Preston (17mph),Yealand(16mph), Hincaster(18mph), Sedgwick(10mph) and Carlisle No13,49mph.Also a TSR at Shap Quarry to 24mph, but still arrived 8 ½ mins early.Max was 90 mph approaching Southwaite.

 

Friday 13 September 1963 .

Carlisle to Euston again, but this time on the 12.54am service, the 9/0pm from Perth (12 th ). Still working to the steam loco diagrams D213 worked through from Perth to Crewe where D328 took over. Driver Taylor of Crewe north was in charge from Perth to Crewe , but I did not establish which Camden man was driving on to Euston. As previously (re.the 12 week diagrams for train crew in this link it should have been George Sorrell, but it may have been a relief man, as I knew George very well by then and would have recorded it).

We had 14 vehicles, 525 tons and ran punctually to Coppenhall Jn. But arrived 7mins.late (at 4,5am) after standing at North Jn. for 6mins.

We departed Crewe 9mins.late and arrived at Euston, unusually at platform 13, 16mins.late at 7.37am . We encountered at 3mins. Signal stop at Norton Bridge and TSRs at Atherstone, Nuneaton and Apsley.

I returned from the above trip on the 3/45pm down 'Caledonian' (1S83) behind D312 and driven by Mick Alderman of Camden (a new driver to me). The train now had stops at Stafford , Crewe and Wigan but was allowed to have up to 420tons on the drawbar. We had 9, 319tons.

We ran punctually throughout and our maximum speed was unusually at Leyland - 86mph! We had six TSRs, two signal stops ( Rugby and Crewe South Jn.) and a few checks. Carlisle arrival was 2½mins.early (9/5½ pm).

Saturday 19 October 1963

The up'Royal Scot' again, behind D334 with Jack Ireson driving, and a load of 10, 358tons. We were punctual from Carlisle at 11.51am . A typical run of Jack's eith speeds of 86mph at Tebay, 92-90mph Hincaster to Carnforth (dropping to 83mph at Yealand - MP9½-summit) and passed through Lancaster nearly 7mins.early (12/51pm) in 67mins.from Carlisle . Preston was passed in 88min.00sec.8½mins.early (1/19pm). This had increased to over 11mins.early at Winwick Jn. (1/42pm) and we paid the price by being brought to a stand at Warrington No.3 box. We then had signals all the way to Crewe where we were 2mins.late despite recovery time (2/27pm). Speeds of 84mph at Norton Bridge and 80mph at Rugeley and Hademore and we were back to over 3mins.early at Nuneaton (208mins.47secs. - 3/20pm). There were six more TSRs through to Euston: newbold 27mph, Rugby 31mph, Bletchley 32mph, Apsley 12mph, Watford 23mph and Wembley 60mph. Between these we achieved 84mph at Weedon, 91mph just south of Hemel Hempstead, 85 at Harrow and a lively 76mph through Kilburn, to arrive in Euston 12mins.early (4/53pm) in 301mins.46secs.just outside even time from Carlisle. It was certainly a flying finish in only 6mins.52secs.from Willesdon. Net time was about 268mins.

My return was, as usual on the 11/25pm Glasgow . Our Driver was Albert Forrester of Upperby and the loco D328 had a load of 14 vehicles, 501tons. The train was scheduled to run non-stop to Carlisle . This was not to be however. We left Euston 4mins.late and were stopped as early as Bushey (11/54-11/56pm) then turned slow road to Hemel Hempstead . Another signal stop at Apsley ( 12.18-12.20am ) and with a TSR at Bletchley, we were 34mins.late over Roade Jn. (1/17am). With recovery time this was reduced to 26mins.late passing Rugby ( 1.45am ) where we turned left for Coventry ( 2.0am ) and then on to Nuneaton (19mins.late at 2.25am ) via Bedworth. We passed Crewe 15mins.late ( 3.35am ) despite a short stop at Stafford No.1. By Carnforth we were down to 4mins.late ( 5.0am ) when we suffered another signal stop at Oxenholme No.1 ( 5.18-5.20am ) so were 11mins.late at Tebay (at 5.41am ) and down to 6mins.late arriving at Carlisle . ( 6.26am ).

 

Tuesday 22 October 1963 .

The up 'Royal Scot' had D223 hauling 10 vehicles, 351 tons and Driven by Bill Thorpe of Camden . We departed 3mins.late (at 11.54am ) and recovered this by Plumpton. We ran within a few minutes of time until passing Tamworth 4min.early (193mins.26secs.) at 3/7½pm. We were all but stopped approaching Atherstone (Signal AE57) and passed through Rugby 6mins.late (3/41½ pm) after TSRs at Newbold and Rugby and were then sent via Northampton . At this time the diversion applied in the up direction on Tuesdays and the down direction on Thursdays. This continued for some months for the electrification work but whilst the retimings were published in the weekly notices they did not appear in any public document. The normal running time (via Weedon) was 314 minutes from Carlisle to arrive at 5/5pm. The retiming gave an amended arrival time of 5/23pm and we arrived 12mins.late. But to the public the train was 30 minutes late!

We had signal checks at Roade (12mph) and Denbigh Hall (15mph) and dead stands at Berkhamstead and Hemel Hempstead . TSRs then followed at Apsley (8mph), Wembley (31mph) and Camden (17mph).

Overall time from Carlisle was 341mins.22secs.

 

Wednesday 23 October 1963 .

My return from the above trip was on the 12.10am to Glasgow (1S29) with Upperby's D213, Driven by Camden 's Jack Ireson. The load to Preston was 12, 414 tons and 11, 381tons forward. Jack allowed me the privilege of a cab ride as I knew him quite well by then.

The run was virtually punctual throughout despite our 8mins.early at Watford ( 12.36am ) being converted into 14mins.late at Roade (1.42am) due to TSRs at Apsley and Cheddington and signals from Tring to Bletchley. However by the time we passed Crewe (at 3.13am ) we were 14mins.early; the highest was 91mph through Nuneaton and taking only 44mins. to run the 51miles from Rugby to Stafford . Slight signal checks around Wigan and Warrington , plus a stand outside Preston for 5mins.did not prevent us arriving there on time at 4.34am . Departing 4mins.late ( 4.50am ) after detaching the leading van to the bay we were stopped at Carnforth No.1 where we were now 7mins.late (at 5.23am ). On full power (as usual) Jack got us through Oxenholme at 5.38am (6min.late), Tebay at 5.54am (4mins.late), Summit at 6.2am (Time) and we arrived Penrith on time, departed 3mins.late and were two mins.early into Carlisle (at 6.44am).

Another aspect of my cab rides with Jack, particularly on the 12.10am from Euston concerned his Secondman and responsibility for water pickup. Now it is a long time ago but I think the story can be told. Jack's Secondman was an affable Scot whom I knew as Jock. Jack & Jock- Ant & Dec or Chas or Dave nowadays!

Once i started to travel in the cab of the 12.10am , Jock saw an opportunity for a little 'rest' in the back cab!

I was shown how to operate the water pickup apparatus for the train heating boiler,and 'Hey Presto!' Jock had a few hours relaxation as far as Preston . He would retire somewhere between Watford and Tring, and re-appear about Leyland . This would be to assist Jack with signals relating to the detaching of the leading vehicle(s) to the bay at no4 box.

Jock was always happy to see me on this train!

Driver Jack told me where and when to lower and raise the scoop, but my road Knowledge improved with every trip, even in the dark. It certainly gave this (at that time) teenager sense of importance!

 

Saturday 9 November 1963 .

I travelled down from Carlisle to Glasgow on the 9.10am 'Parliamentry' behind 72008 'Clan Mcleod' arriving punctually at 12/14pm.

I returned on the up 'Midday Scot' at 1/30pm behind D343 and Driver Harris of Crewe. The load was 11 vehicles,356 ½ tons. Weran into Carlisle 2 mins early(3/17pm) despite signals at Flemington(5mph), Dinwoodie ((47mph) and Kingmoor (41mph). Maximum speed was 83mph, descending Beattock Bank.

 

Saturday 21 December 1963 .

I travelled on the up 'Flying Scotsmans' from Newcastle behind D9019 with 11 coaches,378tons. Driver Stephenson of Kings Cross was in charge.We were 7mins early at Gitchen(3/22pm) but arrived at Kings Cross 3mins late(at 4/34pm) after standing at Stevenage (old station) signals for seven minutes! Maximum speed was 95mph at Beninborough.

Returning on the 11/25pm from Euston was a predictable move!

D335 was the loco, Bobby Edmonson of upperby was driving, and we had a easy load of 11 vehicles, 422tons, and had a few checks. Departure was 3mins late, but with no diversions remained a few minutes either side of 'time' to arrive at Carlisle 1 min early at 5.48am , having completed the journey non-stop as booked!

 

 

PAULS 1962 LOGS PAULS 1964 LOGS

PERFORMANCE TABLES

HOME

THE YEARS