Friday 3rd January 1964 .
Back to Euston on the up 'Royal Scot' with D234 driven by Upperbys driver Kit Collins. He was Carlislie`s version of Camdens Jack Ireson, who together with Upperbys Harry Swift, formed a trio of West Coast speed merchants.(Though they were never as well known as their eastern counterparts,the likes of Hoole, Hailstone and Swan!)
Our load was 11, 387tons, and we departed Carlise 2 mins late(at 11.53am) but only got to the first signal off the end of the platform when No 5 stopped us for 1 ½ minutes. Touching 87mph below Scout Green, the brakes went on hard, and we were stopped again at Tebay No 2 for ½ a minute. Thanks in part to 90mph at Carnforth, we passed Preston on time (93mins 58secs - 1/27pm). We were almost stopped at both Crewe and Stafford , encountered TSRs at Acton Grange, Polesworth, Nuneaton , Rugby , and Weedon. The WTT schedule from Carlisle was 314 minutes, but after the timetable was published, it was deceided that an extra 10 minutes should be inserted into all Euston arrivals due to extra TSRs planned. So we passed Tring 4mins late(at 4/24pm) and arrived in Euston at 4/52pm,23mins early.
We had just scraped into even time,298min.55sec.
Saturday January 4 1964
I returned on the 12.10am from Euston, and we had D331 for the run to Camden ! Predictably, she failed there, and was swiftly (12.21 - 12.41) replaced by D229.
D331 was a poor performer on the run of 25 July 1963 , however, it was boiler failure this time. Was she a Jonah?
Our Driver was Jack 'Donkey' Barker of Camden, and the load was 13, 489tons to Preston , and 12,457tons forward. We passed Willesden 23min late ( 12.48am ) and by Stafford , we were 4mins early( 2.54am ). We arrived at Preston 3mins early( 6.14am ) and Carlisle 6mins early at 6.40am .
Saturday January 11 1964
A winter Saturday, on a quiet main line. Most of the Manchester and Birmingham trains were diverted away from this route, to enable the engineers to get out their bucket and spades and build a new railway. So with the up 'Royal Scot' in the hands of Camden`s Jack Ireson(and he was going home!) the usual sparks were expected-and delivered. D319 with 10, 354 tons was an easy proposition, and we left on time( 11.51am ). Passing Shap Summit in 35mins.58secs,(7 ½ minutes early - 12/27pm) we touched 90mph at Tebay and Hincaster Jn, 92mph at Carnforth and 80mph at Garstang, so we passed Preston 11mins early(84mins , 46secs-1/16pm). An absolutely clear road saw the ‘Scot' passing Crewe no less than 21mins early(132mins 28secs for 141 miles-2/4pm) having touched 80moh between Standish jn and Wigan ! The unnecessary (but exciting) effort continued,86mph after Norton Bridge and we passed Stafford 24mins early (155mins 55secs-2/27pm) The expected checks followed;signals at Hademore(67mph), Nuneaton(18mph),Brinklow(8mph), but we still passed Rugby 18mins early(207mins 8secs at 3/18pm). At this point, we had 1 hour 57mins left in order to achieve ,an on time arrival at Euston 82.55miles away!
Two final slight checks ensured on to Euston,TSR at Weedon(24mph) and signals at Willesden(50mph).After Rugby, we achieved 81mph south of Welton, 88mph approaching Wolverton, 67mph over Tring(16mins early in 253mins 18secs-4/4pm),90mph at Kings Langley, 91 at Harrow and 94mph before the signals at Willesden, by now, we were 26mins early(4/24pm).
Would we be allowed into the terminus?
Yes! And with 17 ½ Mins recovery time onto Euston, it was not surprising that we arrived there no less than 43mins before the public timetable! 4/32pm instead of 5/15pm!
Jack 'The Black Flash' Ireson, had certainly lived up to his nickname that day!
We had taken only 281mins 5 secs to traverse the 299.1miles from Carlisle , and I estimated the net time as 262mins.(The schedule was 324mins!)
In steam days Jack told me he had advised the Camden shed master, some time after his shed mate Bill Starvis had brought the up 'Caledonian' into Euston 37 mins early, in 4 hours and 13 mins from Carlisle 'give me greens from Carlisle and I'll do it in 4 hours!' and that was with'Duchess' class locos!
D338 was my locomotive for the 11/25pm home to Carlisle . We had Upperby driver Samuels at the controls and 11 vehicles, 422 tons as the load. This was a faultless run, arriving in Carlisle at 5.43am , 6 mins early and non stop from Euston with no diversions.
Monday January 13 th 1964
A different train from Carlisle this time. The 9/0pm Perth to Euston (of the 12 th ) booked to depart Carlisle at 12.54am . D304 was the loco from Perth to Crewe , but her boiler was not working. She arrived on time at Carlisle and whilst there, rebuilt'Patriot' steam loco no. 45512 'Bunsen' was coupled to the train, with D304 reattached as the pilot. Our driver was W. Wood of Crewe on the diesel. It was an easy job, we ran into Wigan 7 mins early and departed on time ( 3.3-3.15am ). At Crewe , D304 and 45526 were detached, and D234 took over, with driver George Sorrell of Camden in charge. We left Crewe on time ( 4.13am ) and were only 1 min late at Weedon (6.10am) after punctual stops at Nuneaton and Rugby , before the rot set in! It was snowing heavily from Roade (8mins late at 6.26am ) and this diminished to 40 mins late at Tring (at 7.26am ) with many signal checks. We suffered a 3 min stop at South Hampstead due to signals and arrived at Euston 23 mins late at 8.8am .
I returned on the down 'Caledonian' 3/45pm from Euston with stops at Stafford , Crewe and Wigan . The loco was D344, and driver Bill Thorpe of Camden (may) have been at the controls. Those of you who might have read some of these records, will recall that Bill Thorpe was not the hardest runner of Camden 's elite, so this run was surprising to me at the least. Talking to the guard, as we approached Carlisle , he said the second man was likely to be driving!
This run was again punctual throughout, despite all manner of delays en route. Before Rugby (passed on time 93 mins.33 secs) we had sustained signals at Willesden (32 mph), slow line diversion, Watford to Hemel Hempstead on time at Tring (44 mins. 18 secs, at 4/30pm) thanks to 10 mins recovery time from Euston. TSRs at Roade (16mph), Rugby South (7mph) a clear run then through to Stafford where we arrived on time (WTT) in 136 mins. 53secs. The public time was 10 mins earlier, so to the passengers were only 10 late. We had run the 51.1 miles from Rugby to Stafford in 43 mins 23secs. 88mph was achieved at both Hademore Crossing and Carwardine Cutting (Armitage – Rugeley).
Stafford to Crewe took 24 mins 13 secs again with a maximum speed of 88mph near Betley Road . The 35.9 miles on to Wigan took only 33 mins 3 secs arriving 2½ mins early (7/6pm) with a maximum of 81mph at Norton Crossing.
Onward to Carlisle , we had TSRs at Grayrigg (16mph) and Eamount (29mph) as well as signals (12mph) at Upperby. We touched 80moh approaching Buxton Jn and at Garstang. Arrival in Carlisle was 2 mins early (9/6pm) in 114 mins 4 secs from Wigan 105.2 miles.
Wednesday January 22 1964
The up 'Royal Scot', again with D302, and Upperby`s Bobby Edmonson driving.The load was 10,356tons, and we departed 3mins late(at 1154am).
A fairly run of the mill trip, saw us pass Garstang 5 ½ min late(87mins 41secs-1/22pm) we then had severe signals at Barton&Broughton and Lightfoot IBS, so we passed Preston 10mins late(at1/37pm).Maximum speed up to this point was 86 mph at both Greenholme and Carnforth. Further signals culminated in a dead stand at Winsford(WS27 signal) for ½ a minute, so we passed Crewe 10mins late(2/35pm).Because of further signals at Stafford(6mph) and Elmhurst Crossing (31mph) we were 16 ½ mins late by the time we passed Rugby (at 3/52pm TSRs then followed at Weedon and Banbury Lane(20mph), so we passed Roade 26mins late(4/22pm) where we were diverted to the slow line as far as Wolverton. We were nearly 37mins late at Bletchley(at 4/42pm) but now had a clear road to Euston. Oor maximum on this sectionwas only 80mph, and we took nearly 11mins to run into Euston (from Willesden) unchecked to arrive 12mins late in 332mins 36secs from Carlisle .
Thursday January 23 1964
In a similar category to the above trip, this should have been diesel throughout, but it wasn`t!
The train was the 12.10am Euston to Glasgow with D230, and 13 vehicles, 495tons. Our first booked stop was Preston , the Penrith. The Driver was Camden`s
Jack Ireson, i was in the cab as far as Willesden, where we failed!
Passing Camden MPD, the engine began surging, and blue fault lights were flashing on the console. He tried shutting off power, the re-applying it, but it was to no avail. So we limped as far as Willesden Jn station, where we stopped; the signalman was advised, and our green light reverted to red. Soon afterwards, the 12.20am Euston to Liverpool passed us on the slow line, regaining the fast line immediately ahead of us.
Eventually a fresh loco was found, and we departed from there 73mins late( 1.38am ) behind 'Britannia' class no 70034 'Thomas Hardy'. After Willesden, i rode with the guard, but with no steam heat on the gauge by Tring( 2.19am- 78mins late)the Guard decided to stop us at Bletchley for fitters attention. Our Guard lifted the brake handle on the approach, and i guess Jack got the message, and brought us to a stand in the platform. A fitter duly arrived, but he was unable to find the fault, we were despatched to Rugby for another loco. We stood at Bletchley from 2.46-3.0am, now 105mins late. (46miles, in nearly 3 hours!)
At Rugby , our third loco of the night was 'Black 5' no 45418, which worked the trai to Crewe . We stood at Rugby 3.51-4.12am , departing 135mins late. By the time we passed Bulkington IBS, still with no heat, so repeating the procedure, our guard stopped us at Nuneaton . This was turning into a farce. We should have been at Preston by then! The Nuneaton fitter quickly found the problem.
The steam heat cock on the leading vehicle, which had been closed when D230 came off at Willesden, had not been reopened, either there, or at Bletchley or Rugby ! Heat reached the train by Lichfield ( 5.13am and 159mins late). Five hours after leaving Euston on a bitterly cold night!
45418 reached Crewe at 6.12am (165 mins late) after a brave effort. We departed at 6.27am (180mins late) now behind D318.
Preston was reached at 7.35am (181mins late) where Jock and Jack were relieved by Preston men, due to lateness. Carlisle arrival was at 9.33am . 167mins late.
Monday January 28 1964
Carlisle to Euston again, but on the Sunday nights (27 th ) 5/0pm from Inverness ,departing Carlisle at 12.54am on the Monday morning. Again, we were working to the former steam diagrams, D306 worked the train from Perth to Crewe , where D315 took over. Our drivers were Temple of Crewe North , thus far, and Trowell to the destination.
Departure from Carlisle was 16mins late, (at 1.10am ) and unchecked we were unchecked, and the Wigan arrival was 3mins late ( 3.13-3.18am ). As far as departure from Rugby (at 5.54am ) we ran punctually before matters deteriorated! By the time Tring was passed (at 7.36am ) we were 50mins late, due to many signal checks. Arrival at Euston was at 8.12am , 27mins late. Our load throughout had been 14,582tons.
That Monday morning i returned on the down 'Caledonian',the3/45pm to Glasgow . Camdens Harry Shepard was driving our engine, D289, with load 8. After departing 1min late, the train was briefly stopped at Watford No1 prior to running slow line to Hemal Hempstead, but signals at Castlethorpe (50mph) and a TSR at Roade (23mph), put us through rugby 4 ¼ mins late(96mins,12secs-5/22pm). We reached Tamworth and the Stafford arrival (6/5pm) was 3 ½ mins late in 139mins, 23secs from Euston. Another 90mph was reached at Meadley, and after the Crewe stop at Weaver Jn.
We were only 1 min late from Wigan (7/11pm), but there must have been some disruption, as we were given special stop orders for Preston and Penrith.
Despite this, we managed to arrive at Carlisle 3mins early (9/5pm). Highlights were 84mph at Brock, which helped us to achieve Preston-Lancaster time of only 18mins 31secs! Thence 82mph at Carnforth(23mins 25secs from Preston-8/0pm), 67mph at Oxenholme(33mins 28secs),81mph at Tebay(45mins 28secs) and 44mph at Shap Summit(51mins 18secs-8/27pm) where we were 10mins early. Preston-Penrith start to stop over Shap,72.2 miles had only taken 68mins 46secs. This would have been about 5 minutes faster had we had not had signals at Thrimby Grange (36mph) and Eden Valley Jn (42mph). After the short Penrith stop, we reached 85mph at Brisco, 4miles from Carlisle ! Penrith to Carlisle took 20mins 31secs, due to a 19mph TSR at Kitchen Hill, and arrival was 3 mins early at 9/5pm.
Wednesday March 4 1964
The up 'Caledonian'again, but only as far as Stafford . D296 was driver by Jack Barber,of Camden . The load was 10, 351tons. Departute was 6mins late(at 10.27am ), we had TSRs at Tebay North IBS (24mph) and Brock (20mph) and arrived in Preston 2mins late (12noon) in 93 mins 11 secs.
Our maximum speed had been 82mph at Carnforth. The next stage to Stafford was completed in 78mins 54secs, arriving 4mins early(1/21pm)despite a signal stop at Crewe for ¾ min. Maximum had been 82mph just before Stafford .
My next part of the jopurney was on the 1/55pm EMU to Rugeley Trent Valley (2B84) and return to Stafford behind E3082 with 3 coaches on a Trent Valley local! (1K25). The Stafford arrival was 3/25pm.
Finally back to Carlisle on the down 'Caledonian' from Stafford with D340 on 9 coaches and driven by Alf Higgins of Camden . Departure was 9mins. Late (6/13pm), this reduced to 8mins. Late at Crewe (dep. 6/40pm) and 4mins. Late at Wigan (dep 7/14pm). By Carnforth the train was 4mins early (7/54pm), as it was arriving at Carlisle (9/4pm) despite severe signals at Oxenholme (5mph) and Mosedale Hall (3mph) and a TSR at Tebay North (20mph). Significant speeds were 85mph at Betley Road , 88mph at Norton Crossing and Leyland, 81 mph after Bay Horse and at Plumpton and 94mph at Southwaite.
Wednesday March 11 1964
It's back to London again on the up 'Royal Scot' riding in the cab of D293 with Upperby's Harry Swift and a load of 10,357 tons. This run started on time and ended at Euston 12mins early (5/3pm) but it was hardly operating perfection! We suffered the following signal delays: Penrith 34mph, Dillicar - Low Gill 27 mph, Preston 12 mph, Golborne Jn 36 mph, Lichfield TV 26 mph, Brinklow - stopped for nearly 7 mins. - South Hampstead 3mph, Camden No. 1 8mph and a stand at Euston box for over ½ min.
TSRs at Hincaster Jn. 21mph, Brock 28mph, Hillmorton 22mph, ~Welton 26mph, Tring Cutting 29mph and Berkhamsted 59mph completed the tally of delays.
Special speeds were - Tebay 91mph, Castlethorpe 82mph and ~Wembley 90mph. A Carlisle Guard (Joe Wetherall) told me his nickname was 'Swift by Name and Nature'!
I believe Harry had probably been a Wigan man originally, as at No.2 Box he played quite a tune on the horn to some relatives below, near Wallgate station. Sadly some time after this, Harry passed away whilst lodging at Camden Barracks and I bnelieve he came home to Carlisle , appropriately by train. A cab ride home with another Upperby Driver, Albert Forrester. This was on D295 on the 'Big sleeper' (The'Night Limited') at 9/55 from Euston to Glasgow and a load of 14 vehicles, 566 tons. The train was booked non stop to Carlisel station where arrival was scheduled for 4.0am . We had 1 min. signal stops at Wembley and Hemel Hempsted so passed Tring 4mins. Late (10/48pm). We were back to Time by Rugby (11/37pm), were 10mins. Early at Crew (at 12.52am ), which became 20 mins. Early by Preston (at 1.43am ) and 19mins. Early into Carlisle despite 10mins. Standing at No.5's signals.
Friday March 20 1964
The up'Royal Scot' with D216, driven by Jimmy Heslop of Upperby. The load was 10,354 tons. Our departure of 1min. late became 17mins. Late by Wigan (2/3pmn) due to a disastrous series of signal delays from Bessie Ghyll to Coppull Hall Sdgs. Including stops at Harrisons Sidings and Dillicar. By the time Rugby was passed this was down to 10mins. Late (3/46pm) where we had signals again to 18mph. Three further TSRs followed on to Euston; Heyford 31 mph, Leighton Buzzard 26mph and Watford 32mph. In addition we were stopped again at King's Langley for 2 ½ mins. and checked on Campden bank. Thanks to the recover times (27mins. in from Tring) our lateness at Tring of 17mins. (4/37pm). My records show that Austerity 2-8-0 90142 was inside at Thrimby Grange and Ivatt 2-6-0 43009 was inside at Burton & Holme, both on goods trains. Perhaps they contributed to the delay to the 9.30am Glasgow - Manchester which preceded us from Carlisle (it departed at 11.40am , only 12mins. ahead of us) behind D302 and was stood at Preston 's platform 6, about 32mins. late as we passed through no 7 (Old platform numbers)
Saturday March 21 1964
The 12.10am Euston to Carlisle behind D315 with 12 vehicles, 457 tons to Preston and 11,427tons forward. Jack Ireson from Camden was again driving and I had another cab ride. We had signal stops at Woverton and Nuneaton but managed to run up to 16mins early (at Stafford , 2.42am ) which became 7mins. late by Wigan ( 4.15am ) with signals all the way from Walton New Jn. To Spring's Branch. Recovery time got us into Preston on time at 4.34am . Our onward section to Penrith was completed 10mins. early arriving at 6.7am . Carlisle arrival was 3mins. late at 6.49am, after a final signal stop at Wreay IBS. Doubtless whilst a freight cleared into the Down Goods line at No. 13.
Thursday April 16 1964
On the 15th I travelled from Newcastle to King's Cross on the up 'Flying Scotsman' behind D9013 and arrived 5mins. early. (at 3/55pm). I again returned on the 12.10am from Euston in the cab of D317 with Driver Jack Ireson. This was a much better run and we arrived in Preston 15mins.early (at 4.19am ), two mins early at Penrith (6/15am), and 10mins. early at Carlisle ( 6.36am ).
The load was 11,363 tons to Preston and 10,331 forward.
Saturday May 23 1964
D374 was at the head of the up 'Royal Scot' and I had yet another cab ride, with Jack Ireson driving. Booked dep from Carlisle was 11.51am and we left 7mins. late. As on a previous trip (20 March above) the 9.30am Glasgow-Manchester left ahead of us (by 18mins, at 11.40am) but we caught its first signals as early as Bessie Ghyll coming to a stand at Thrimby Grange for 4 ½ mins. and again at Harrisons Sidings for 1 min. so we were 15mins. late at Shap Summit (at 12/49 ½ pm). After a brief 90 mph at Tebay, signal checks continued: Lowgill 23mph, Oxenholme 37mph, Burton 8mph, and a 1min. stand at Bay Horse and passed Preston 27mins. late (at 1/54 ½ pm.) The Glasgow-Manchester was again stood in No. 6 with D298 leading and again over ½ hour late. Up to this point we had reached 87mph at Hay Fell and 88nmph at Milnthorpe.
With further signals between Dallam and Norton Crossing and approaching Coppenhall Jn. And we were still 26mins. late through Crewe (at 2/51 pm). Matters then improved slightly with the only checks being a 30mph TSR at Elmhurst Crossing ( Lichfield ) and signals at Banbury Lane (23mph). The train was still 25mins. late at Roade (4/21pm) as the schedule by now had no recovery time from Coppenhall Junction ring. (Then 27 ½ mins additional, on to Euston!).
On this section we reached 82mph between Standish and Wigan . 83mph was reached at Norton Bridge and Weedon then 82mph at Castlethorpe and Wolverton. Then what?
A slow line diversion from Denbigh Hall to Leighton Buzzard and signals from there to Berkhamsted so were 36mins. Late at Watford (at 5/12pm ). With 91mph at Wembley and the generous schedule in from Tring we arrived 15mins. Late (at 5/30pm) despite a final slight check on Camden bank. The only TSRs ('electrification delays') on this trip were at Scorton and Elmhurst Crossing, plus the slow line diversion at Denbigh Hall!
The overall time was 331 mins, 42secs. With an approximate net time of 270mins.
My journal show`s that all loops were empty from Carlisle to Preston so what had delayed D298 on the Manchester was anyone's guess, but she certainly put us well out of our booked path which contributed to our late arrival at Euston.
I returned to Carlisle on the 11/25pm with D318 driven by Kit Collins of Upperby. We were diverted via Coventry , Stechford and Bescot but passed Crewe 18mins. Early (at 3.2am ). Our only delay that night was a signal stop at Warrington No.1 ( 3.32 - 3.34am ) but we still arrived at Carlisle 17mins. Early at 6.05am.
Friday June 5 1964
The up 'Midday Scot' through from Carlisle to Euston with D226 throughout. Driver Hill of Polmadie was our man to Crewe and Driver Young of Camden to destination. The run was punctual as far as Crewe , being 4mins. Early into Wigan (111mins.07secs - 5/13pm). And 1 ½ mins early into Crewe at 5/57pm. (37mins.29secs from Wigan ). Our only check was to 42mph at Hest Bank and no TSRs. Maximum had been 88mph approaching Tebay. Departing Crewe 3mins. Late (6/6pm) with no recovery time at all to Tring we had four severe TSRs to contend with: armitage 18mph, Polesworth 22mph, Rugby No.7, 7mph and Sear's Crossing 18mph. (That was the location of the Great Train Robbery in August 1963).
So we passed Tring 22mins. Late (8/20pm) with 24mins. Recovery time on to Euston. Watford arrival was 18 ½ mins. Late (8/33pm) but we were still 2 ½ mins. Late at Euston (8/57pm) after a final TSR to 8mph at Camden . The highest speed south of crewe was 82mph at Castlethorpe.
Saturday June 6 1964
I returned from the above trip in the cab of D313 on 1S29 the 12.10am Euston-Glasgow with Jack Ireson again driving. The load was 13,469 tons to Preston and 11,417 tons forward. Our 3mins. Late departure became 18mins. Late by Weedon ( 1.56am ) thanks to signals at Hatch End, Hemel Hempstead , Tring, Leighton Buzzard and Weedon! After passing Rugby 14mins. Late (at 2.11am ) we made excellent time taking only 23mins from Rugby to Tamworth (27.5miles), but just after Hademore Crossing the engine stopped! We came to a stand for only two mins. ( 2.39 - 2.41am ) whilst Jack reset something in the engine room and we were away again. It had been an oil pressure problem apparently. The silence did not disturb Secondman Jock in the back cab!
Despite signals at Norton Bridge and Norton Crossing together with a TSR at Verdin's Sidings our 6mins. Late through Crewe (at 3.33am ) was converted into a Preston arrival 1 min early (at 4.33am ). After detaching the leading two vehicles to the bay the train required to be drawn up for GPO purposes and eventually dep. 7mins. Late (at 4.53am ). signals at Burton & Holme and Eden Valley Junction brought us into Penrith 5mins. Late ( 6.22am ). A flying sprint from Penrith to Carlisle in 17mins. 26secs. Converted this into a Carlisle arrival 3 ½ mins. Early (6.42 ½ am) after touching 84mph at Southwaite.
Tuesday July 7 1964
I joined he 9/0pm Perth - Euston (6 th ) booked to dep. Carlisle at 12.54am. (1M12). D233 was the loco from Perth to Crewe and D231 from there. Driver Parker of Crewe was our man from Perth to Crewe and Driver Young of Camden took us on to Euston. The load was 14,525 tons to Crewe and 13,494tons from there. Considering the tonnage D233 did very well converting a 20min late departure from Carlisle into being only two mins. Late at Copenhall Junction ( 3.49am ) despite standing at Wigan No.2's signals from 3.16am to 3.17am . But Crewe was not ready for us and the train was held at North Junction for 13mins, followed by 9mins station overtime. ( 4.10 - 4.28am ). If Crewe was not ready for us neither was the rest of the 'Premier Line' that night. Despite 20mins reovery time we lost a further 47mins. Between Crewe and Euston to arrive 73mins. Late at 8.25am. Stops were encountered at Brinklow (3mins.), Rugby No. 7 (2mins), Tring (4mins.) and Euston box (1min).
I then did a return trip from Waterloo to Southampton behind 35030 'Elder Dempster Lines' (Driver Wright of Nine Elms), returning behind 35026 'Eamport & Holt Line' (Driver G. Dene of Bournemouth )!
Back home on the 3/45 pm down 'Caledonian' (1S83). D232 worked throughout and was driven by Camden 's Ted Prior as far as Carlisle with a load of only 9,323 tons. The train was dead on time arr./dep Stafford (6/2-6/4pm) and Crewe (6/30-6/32pm). At Wigan we were 3mins. Early arriving and on time departing ( 7/5-7/10pm ) and 6mins early into Carlisle (9/2pm). We stopped specially at Penrith for ½ min. to set down a passenger. Plenty of adverse signals around Bletchley, Rugby and at Preston , our maximum for the trip was 87mph at Betley Road .
Saturday July 18 1964
Another journey south on the 9/0pm (17 th ) Perth to Euston D295 was the loco to Crewe and D319 from there. Our Drivers were E. Taylor of Crewe from Perth to Crewe and George Sorrel of Camden on to Euston. The load was 12,462 tons to Crewe and 11,428 forward. 6mins late from Carlisle (at 1.00am ) the train was on time at Penrith (at 1.25am ) and 5mins early at Tebay (at 1.51am ). we were still 2mins early at Winwick Junction (at 3.18am ) but by the time the train was in Crewe station it was 26mins late (at 4.19am ) and departed 33mins. Late (at 4.35am ). as it had been eleven days earlier, we continued to get a terrible path with no time booked against TSRs or loco. 49mins late through rugby (at 6.1am ) became a maximum of 63mins. Late of Roade (at 6.50am ). we passed Tring at 7.19am (59mins. Late) but signal stops at Harow (7.41 - 7.43am) and Kilburn (7.3 - 7.54am) and a final check at south Hampstead brought us into Euston at 8.5am, 53mins late.
I returned on the down 'Royal Scot', now back to its traditional 10.0am departure with D268, 12 vehicles, 428 tons and Driver Albert Forrester of Upperby again charge. We did very well as far as Weaver Junction before things fell apart! Passing Crewe 15mins early (at 12.2pm) we found ourselves in a race with D226 (which was on the down slow) on the 11.20am Birmingham - Glasgow (1S61) until after Coppenhall Junction where she had to begin slowing down as hew slow line finished at Winsford station! Matters then deteriorated. The 'Scot' was brought to a stand at Weaver Junction from 1/13 to 1.32pm and at Preston Brook from 1/40pm to 1/42pm. This was due to flooding and with further signals at Winwick Junction we were now 22mins late through Wigan (at 2/8pm). A further dead stand at Preston No. 1 2/25-2/26pm and we were still 22 mins. Late at Carnforth (at 2/57pm). This was reduced to 12 mins late at Shap Summit (at 3/32pm). Things then went quiet up front as the engine had stopped! Oil pressure problems again, so we stood at Penrith No.1 from 3/46 to 3/50pm. With plenty of recovery time our passage of Plum [ton 21 mins. Late (at 3/58pm) became a Carlisle arrival only 11mins. Late at 4/10pm.
Tuesday September 1 1964
Heading south again on the 9/25pm from Glasgow (31st August) but now diverted to Kensington Olympia due to the official vandalism taking place at Euston.
So the reporting number was 1V41 and I was in the cab of D224 as far as Willesden Junction with Jack Ireson of Camden where he and his mate were relieved by Willesden men.
This was a typical night run at the time; departing on time (at 12.8am) we were 18 mins. Early by Carnforth (1.14am). Despite various checks through Lancashire, including a stand at Wigan No.2 (2.8 – 2.11am) the train was still 4mins. Early at Coppenhall Junction (2.56 ½ am). After looking at Crewe North’s home board for 14mins. Our arrival and departure was 13mins. Late (3.19 – 3.35am. Signals up the Trent Valley (Armitage, Lichfield, Nuneaton and Brinklow) brought us into Rugby 19mins late and departure 15mins. Late (5.8 – 5.13am). The train arrived at Willesden Junction 3 mins. Late (6.30 –6.32am) and was the same at Kensington Olympia (arr 6.42am) despite a short signal stop at Mitre Bridge Junctin.
Returning again on the 10.0am down “Royal Scot” (from Euston!) behind D296 Jimmy Heslop of Upperby was the Driver. The load was 12,422 tons. Our punctual departure was the last this service saw of timekeeping that day! By Tamworth (12/27 ½ pm) the train was 31 mins. Late We had a special stop at Harrow (reason unknown), TSRs at Northchurch and Leighton Buzzard were then sent slow line to Loughton (Milton Keynes!). Further signals at Banbury Lane and a short stop at Welton. After Tamworth (31mins. Late – 12/27 ½ pm) we “got the road”.
Crewe was passed at 1/12pm (28mins. Late) bute by Carnforth the “Scot” was down to 17mins late (at 2/23pm). However a very costly TSR at Milnthorpe dropped us back to 22mins late at Oxenholme (at 2/41pm) which was reduced to 17 mins on arrival at Carlisle at 3/33pm.
Tuesday September 29 1964
The 11.51am up “Royal Scot” from Carlisle again, with D335, 10 vehicles 351tons and Driver Wilson of Upperby at the controller. This was a fairly uneventful trip (apart from running up slow from Euxton to Standish Junction) until after Rugby where the train was 12mins early (218mins. 30 secs – 3/29 ½ pm).
Now diverted and retime via Northampton we had a signal stop at No. 3 box for 2 1/2mins. But rejoined the up fast line at Roade 14mins early (4/6pm) on the retiming (4mins late on the normal schedule – 4/2pm). Another slow line diversion occurred between Denbigh Hall and Bletchley (4/21 ½ pm), so by Watford (4/48pm) we were 12mins. Early on the retiming, but 6mins late on the WTT times. Driver Wilson then carefully regulated his speed on to Euston to arrive 14 mins early on the retiming which was dead on time on the advertised schedule (5/10pm).
A very skilful piece of driving!
Max. speed throughout was 82mph at Harrow.
I returned on 1S13, the 9/50pm Euston – Glasgow with D288, 15 coaches, 540 tons and Driver J. Edmondson of Upperby. Booked first stop Carlisle, we had signal stops at Road (10/59-11/2pm) and Stafford No. 1 for 3mins. 8mins at Preston No.1 and 2mins, at Oxheys. From Rugby to Euxton Junction the train was running 7 – 13 mins, early. This became 10 mins late at Tebay – 3.13am (signals Bay Horse and Lancaster and TSR at Milnthorpe) but all this was recovered and Carlisle arrival at 3.55am was 5mins early.
Monday October 19 1964
The up “Royal Scot” behind D219, 10 vehicles, 351tons Arthur Hallaghan of Upperby was the Driver. Departure was 2mins late. (11.53am) and the Euston arrival again dead on time (5/10pm) thanks to another skilful and well judged piece of driving by an Upperby expert! The train was never more than 5mins either side of time (quite an achievement in those erratic days). Passing Preston over 4mins early (90mins.06secs. – 1/23 ½ pm) we paid he penalty and had a short ½ min. stop at Euxton Junction whilst something crossed from the Manchester line. Passing Roade Junction 5mins early (at 3/57pm) this became 5 mins late at Tring (at 4/31pm) due to another slow line diversion from Denbigh Hall, this time to Leighton Buzzard. With 39 minutes left from Tring to Euston, Arthur judged it perfectly by running in the high 60s to Watford and even les from there until we sighted Willesden’s signals which brought us down to 32mph. We drew to a stand in Euston at 5/10pm (and 5 seconds!) Perfection!
A different train home this time, the 10/20pm Euston – Glasgow. D312 had 11,396 throughout and Camden’s Mick Alderman was the Driver. Booked stops were Preston (2.40-2.5am) and Penrith (4.28-4.31am) with Carlisle arrival booked at 5.00am.
Signals were again unkind to us. We stood for 3mins as early as Kilburn and were 9mins late at Watford (10/58pm). Back to 2 mins early by Rugby (at 12.05am) signals checked us badly from Shilton until we were stopped in Nuneaton (12.30-12.34am), no 11mins. Late. This was down to 6mins late at Crewe (passed at 1.38am), as it was arriving at Preston (2.46am) after further checks at Boar’s Head and Preston No. 1. Departing Preston 7 mins late (2.57am) Mick Alderman converted this to passing Shap Summit 2 mins early (at 4.11am). Penrith was not ready for us however and we stood at No.1 and No.2 signals for a total of 4mins to arrive 10mins late. (4.38-4.40am). With 14mins. Left from Plumpton to Carlisle a punctual arrival was on the cards but the No. 5 Signalme had other ideas! We stood outside for 2mins to arrive 4mins late at 5.4am.
Saturday November 14 1964
An uninspiring trip on the “Scot” behind D321 with 10,354 and Driver Owen Evans of Upperby (never a speed merchant in my experience, and in the same league as Camden’s Bill Thorpe). Departing on time we sustained five signal checks before Oxenholme: Wreay 16mph, Bessie Ghyll 32mph, Thrimby Grange 12mph, Shap Summit 21mph and Mosedale Hall 25mph, Thrimby Grange 12mph, Shap Summit 21mph and Mosedale Hall 24mph. So 7 ½ mins. were lost. There was little “effort” on the favourable stretch on to Carnforth and Preston. Only 77mph at Milnthorpe drifted down to 64mph at Yealand summit and our max. on to Preston (6mins. late – 1/33½pm) was only 71mph. However with no further checks and some recovery time this had reduced to 3mins. late by Acton Grange Junction. (2/4pm). A TSR at Norton Crossing (23mph) and ½ min. signal stop at Verdin’s Sidings (Signal VS102) and we passed Crewe 7min. late (at 2/29pm). Little energy ensued, with only 72mph on the favourable grades to Norton Bridge, 75mph at Tamworth and as little as 61mph round Athersone’s (70mph) curve. With TSRs at Rugeley (28mph), Shilton (24mph) and Brinklow (27mph) we drew to a stand at Rugby station’s signals (243mins. 14secs.) arriving 13mins. late (3/54 ½ pm) and then stood for 3mins. we were stopped again at signal RY29 near Heyford for 1 ½mins.
Passing Roade Junction 25 ½mins. late (at 4/27 ½pm) we then had a clear road to Camden. Deducting recovery times the schedule from Roade to Willesden (54.25miles) was 44mins. pass to pass. We took 47mins. 27secs. This equated to 3 ½mins. booked in effect to “loco”. Speeds were unimpressive: Castlethorpe 73mph, Bletchley and Tring 65mph, Watford 67mph, Harrow 70mph, Willesden 62mph. Depressing trip which could and should have been much better! Unlike the weak D331 described earlier D321 on this trip did not appear to be particularly weak on the banks. She was certainly not fast downhill, unlike D331!
Returning on my usual 11/25pm service (1S26) we had a few problems. The train was still booked non-stop to Carlisle (due 5.50 am). Upperby Driver W. Houlison was our man. D327 was the loco to Crewe and D228 worked from there with 13,48tons throughout. Riding with the guard we had no steam heat pressure at Euston but still departed on time with a fitter ordered at Camden. We were only there from 11/30-11/32pm and the boiler was working – Magic! It was not to be plain sailing however. By the time we passed Northampton (at 12.50am) we again had no heat, which prevailed right through to Crewe. At Crewe a replacement loco, which must have already been ordered (as we did not stop anywhere else) until our arrival there at 2.53am (4mins. late). D228 took over with a good boiler and we left 20mins. late (3.09am). Gradual time recovery followed and despite signals at Acton Grange and Preston (21mins. late at 4.17am) plus a TSR at Lowgill Junction Carlisle arrival was thus only 11mins late at 6.01am.
Wednesday 16 December 1964
The up “Royal Scot” arrived at Carlisle on time (11.49am) behind D313 with 10 vehicles, 347 ½tons. However in those “Good old Days” the chief wheeltapper, Arthur Hetherington) found a broken spring on the 2nd vehicle, which was promptly detached to one of the centre roads (B or C Siding). So Driver Gordon Hodgson of Upperby had only 9 coaches, 311 tons through to Euston but a 15mins. late departure to make up. Incredible to relate but there was not a single TSR all the way up to Euston – if only the Signalmen had been kinder.
By Garstang (75mins. 36secs. – 1/21pm) Gordon had the “Scot down to 5½mins. late thanks to energetic running and a max. of 88mph at Carnforth. The train was brought to a stand at White Horse IBS (Brock-Preston) for 2½mins. and with checks through Preston (94mins. 30secs. – 1/40½pm) was back to 16mins late at Euxton Junction (1/51½ pm).
Despite slight signals at Winsford and from Newbold we were down to 2mins. late at Rugby (217mins. 25secs - 3/43½pm). A little over 72mins later we had arrived at Euston 14mins early (at 4/56pm) in 290 mins.03secs. from Carlisle. Comparing like for like with the previous trip above (14 November), Gordon Hodgson and D313 had taken 5mins. 07secs. less than D321 from Roade to Willesden. Maximum speed south of Crewe was 86mph at Hademore crossing and Castlethorpe.
Comparing the speeds of this trip with that of 14 November, is interesting: Milnthorpe 84 and 77mph; Norton Bridge 78 and 72mph: Tamworth 86 and 75mph; Atherstone 73 and 61mph; Castlethorpe 86 and 73mph; Bletchley 78 and 65mph Tring 73 and 65mph; Watford Junction 84(max) and 67mph; Harrow 80 and 70mph; Willesden Junction 74 and 62mph. Enough said I think.
Returning on the 9/50pm Euston – Glasgow (1S13) “Night Limited” which was booked non-stop to Carlisle I had an unexpected cab ride with Driver Bobby Edmonson of Upperby but only as far as Crewe!
D381 was the loco with another “dicky” boiler. The load was 13,49tons. We came to a stand at Stoke Hammond to investigate loco compressor problems but got away after a couple of minutes. By Rugeley Trent Valley (12.13am - 2mins early) the boiler had packed in and our Secondman could not revive it so, passing Crewe South Junction Signalbox on clear signals, he put on the cab light and indicated by handsignals that we would be stopping (on Down slow No.2 road) for fitters attention. We arrived 10mins. early (at 12.52am) and I detrained to the Coffee Tavern on Platform 3 on Bobby’s instructions!
My original train (1S13) departed about 1.20am and my next train to Carlisle was the 9/10pm Euston to Glasgow booked to depart Crewe at 1.12am. D327 was the loco and I travelled with Carlisle Guard Sammy Jackson whom I had known for a long time. Our Upperby Driver was again Albert Forrester and departure was 11mins. late (1.23am) after being delayed by that service. Various signal checks ensued around Wigan (2.5am) and Preston (2.34am) including a dead stand at Preston No. 1 for 4mins. Checks at Oxheys and Garstang (2.51am) and we were 21mins. late at that point. This was reduced at a Carlisle arrival only 3mins. late at 4.21am. The train was 9mins. late at its booked Penrith stop. (3.57-4.01am).
As we ran into Carlisle, there was D381 heading south, light engine to Upperby having been “relieved” by, presumably another Type 4. she was obviously not failed at Crewe!
PAULS 1963 LOGS PAULS 1965 LOGS
