Saturday, 9 January.1965
The up “Royal Scot” again with yet another weak EE Type. D324 had only 10 vehicles, 352tons but it was a poor show. Jimmy Heslop of Upperby was our man who tried to coax the loco to perform but it was a struggle. The train arrived 10mins. late but then had brake trouble which incurred 13mins. overtime at Carlisle thus departing 23mins late.
After a 5mph signal check at No 12 box D324 only achieved 42mph by Calthwaite but not even 60mph on the level at Plumpton or at Penrith (58mph). A short signal stop at Harrison 's Sidings and the prestige 'Royal Scot' was 30mins. late at Shap Summit (1/12½pm). Yet again the loco was capable of speed down the banks. 90mph at Greenholme and Carnforth but our maximum on to Preston was only 75mph at Barton & Broughton. With 12mins. recovery time between Penrith and Preston (for the Long Welded Rail programme) meant that we passed through 'only' 21mins. late (2/3½pm). But were sent slow line to Euxton Junction. Another 5mins recovery and we were down to 18mins. late through Crewe (161mins. 10secs-3/0pm). Unchecked, D324 then lost 14mins. on to Stafford ! Running fast line the train took 23mins. 13secs. to climb the 10.4miles to Whitmore summit passed at only 31mph! Downhill was surprisingly little better with a maximum of 58mph at Norton Bridge . Up the Trent Valley we eventually reached 83mph at Hademore Crossing but signals at Nuneaton (26mph) and a TSR at Newbold (16mph) and the train was through Rugby at 4.31½pm , 34mins. late. (253mins.6secs). After achieving 85mph at Castlethorpe we were all but stopped at Wolverton (4mph), but Denbigh Hall managed it for 2mins! A dismal climb to Tring followed, passed at 62mph (311 mins. 8secs -) and the train was 49mins. late (5/31pm) but now had 15½mins. recovery time. 84mph was achieved at King's Langley but there were two final checks, a TSR to 18mph after Hatch End and signals (16mph) at Camden No. 1.
So the premier train on the Premier Line drew miserably into Euston at 6/4pm, 39mins late in 345mins. 00sec. From Carlisle and 8hours 4mins from Glasgow .
My Journal shows that I booked 22mins against the loco from Carlisle . All I can wonder is how late it would have been had the loco been towing the full 420 tons permitted!
I returned home on 1S07, the 7/40pm Euston - Inverness 'Royal Highlander'. By this date the train was booked for electric traction from Rugby to Crewe but D219 worked through from Euston to Crewe . Drivers still changed over at Rugby as they would have normally done and Driver Hart of Rugby was in charge from Euston. He we relieved there by Driver Vyse of Crewe North. Matters were different at Crewe also, for our forward loco was Brush D1634 with Driver Taylor of Crewe North working through to Perth .
The load was 12,440 tons to Crewe and 11,389 tons forward. The stock for this train did not arrive into Euston until 7.37pm so by the time everything was loaded including parcels and mails we had suffered a 14mins. late start. With the help of recovery time and no checks we were down to 4mins. late at the Bletchley stop (actual 8/43-8/52pm). With even more recovery time we drew into Rugby 2mins. early (9/3pm) and had to wait until the advertised departure time (9/44pm) as we did not require the 10mins. allowance there for changing locos. From Rugby to Crewe the schedule was framed for electric traction. Only 1min. was lost on to the Nuneaton stop, but despite a 20mph TSR at Hademore was only 7mins late into Crewe . A sound effort. At Crewe D219 detached 2 vehicles and D1634 attached one but this incurred 13mins. overtime and departure was 20mins. late at 11/25pm. Despite TSRs at Coal Yard and Garstang all this was recovered and Carlisle arrival was 5mins. early at 2.18am. The schedule north of Crewe was still framed for EE Type 4 diesels and the greater power of the Brush 4 was well demonstrated on this trip.
Wednesday 27 January 1965 .
Readers may have become familiar with some of the drivers' names quoted in this article and perhaps none more so than Jack Ireson of Camden . So this was a day not to be missed, as it was Jack's last day at work and I had to be there! No prestige job, he was working the final leg between Rugby and Euston on D292. The train was the 6.38am Workington/10.00am Blackpool - Euston (1A27). In order to catch this train at Crewe I had to travel on the 6.20am Carlisle - Crewe which took until 11.24am to reach its destination after calling at every station except Garstang, but including the likes of Hest Bank, Bolton-le-Sands and Coppull! Haulage was by EE Type 4 No. D317 and 8 assorted vehicles as far as Carnforth (only 191 tons?) and 11,290 tons on to Preston . Five were detached there and it was 6,198tons on to Crewe . Suffice to say the Crewe arrival was 4mins. early it would be futile trying to pick even a single highlight on such a train, which had averaged 28mph on its journey and still beaten the schedule by 4 minutes! I imagine a 'Cauliflower' or 'Jinty' could have run this train to time!
From Crewe to Rugby Driver Stevens of Crewe North had E3014 and an LMS/LMR proper load of 14 vehicles, 484 tons.
Departure from Crewe was 2mins. late at 12/14pm and we ran via the slow line to a signal stop at Norton Bridge (NB18) where we went back to the up fast.
Stafford arr./dep. was 6mins. late ( 12/42-12/46pm ) and then we were stopped again at Queensville (QE19 signal) for 2mins. We had a TSR to 12mph at Rugeley but had achieved 90mph just before that 96mph approaching Tamworth and 97mph at Brinklow was certainly a taster for the electric era. Between these we had yet another signal stop, at Nuneaton (NN19 and ran into Rugby 3½mins. late. (at 1/33½pm). The timetable expected a fairly slick loco change in 6mins. but we took double that ad departed at 1/45pm, 9mins. late. Jack (and D292) had got us up to 82mph at Castlethorpe but the engineers had two TSRs for us, Wolverton (19mph) and Bletchley (32mph) so we passed Tring 19mins. late (2/3pm) and with no further TSRs a punctual 315pm arrival was possible. We were above 80mph with this substantial load after Berkhamsted through to Bushey, with a maximum of 88mph at King's Langley . Signals intervened from Hatch End, culminating in a dead stand at North Wembley for 2½mins. Despite 20mins. recovery time from Tring, Jack's final arrival into Euston was a disappointing 6mins. late. We took nearly 10mins. unchecked from Willesden into Euston (instead of his normal 7-8mins), and were only doing 14mph at Camden No. 1. I wondered if he was savouring his final trip with some emotion. I certainly was. Jack and I said what was to be our final farewell.
I again went home on 1S05 the 7/10pm to Inverness 'Royal Highlander' but with booked traction this time – D307 to Rugby, E3054 on to Crewe and D334 from there, presumably to Perth. No Drivers' names were recorded. The load was 11,40ton throughout. Euston departure was 15mins. late and there was no heat on the train until after Tring was passed 10mins. late (8/4pm). The only signal stop of the night was at Crewe South Junction for 4mins. and the Carlisle arrival was 5mins. late (at 1.14½am ).
Saturday 20 March, 1965
This was a routine run on the up 'Royal Scot'. D336 was driven by Norman Horsfield from Upperby and the load was 10,353tons we departed punctually at 11.56am . Seven TSRs were encountered and signals around Preston (1/32½pm), Hartford , Basford Hall, Rugby (3/48½pm-9mins. early) and Kensal Green, but the run was completed without stopping in 320mins.55secs. Driver Horsfield again ran a very well judged trip and our maximum was 82mph at King's Langley . The Euston arrival was 8mins. early at 5/17pm.
Returning again on 1S07 the 7/40pm Euston to Inverness the locos were D369 to Rugby (Driver Baptist of Rugby), E3074 on to Crewe (Driver Hays? Hale?? Of Edge Hill). I had had an Edge Hill Driver Hale, on 3 August 1960 behind 46252 'City of Leicester' on a down Glasgow from Euston to Crewe . Perhaps it was him.
D1635 was the traction from there with Crewe Driver Bennett, 13 vehicles, 470 tons was the load as far as Crewe and 11,39 forward. We ran fairly well to Crewe (with stops at Bletchley, Rugby and Nuneaton ) arriving 2mins. late (at 10/58½pm) - there had also been a short signal stop at Stafford No. 4.
Predictably we were 9min. overtime at Crewe , and likewise 15mins. at Wigan 'waiting connections' (remember those?). Departure was 2mins. late (at 12.18am ). This expanded to 32mins. late at Standish Junction (at 12.32am ) which was gradually reduced to 6mins. late at Shap Summit (at 1.54am ). The train then lost 59mins. down to Penrith. The reason? It was the start of British Summer time and the clocks were advanced one hour at 2.0am as we passed Bessie Ghyll!
A TSR at Penrith No.2 and signals at Wreay Ibs brought the train into Carlisle at 3.32am . 69mins. late.
Saturday 27 March 1965
One week later and it was the same itinerary. The 'Scot' had D215 of Edge Hill with 10.351 tons was our load. Driver Joe Stubbs of Upperby was the man in charge. Departing 1min. late (at 11.57am ) we had eight TSRs, together with slight signals at Preston (1,33½pm-9mins. early), and Rugby (3/36½pm-21mins early), but arrived in Euston 20mins. early at 5/5pm in 308mins. 9secs. non-stop from Carlisle . The maximum on the trip had been 82mph at Norton Bridge , Rugeley, Lichfield and Hemel Hempstead . My return on 1S07 at 7/40pm had similar power to the previous week. D215 was again the loco (off the 'Scot') to Rugby (Driver Wilson of Rugby), E3072 on to Crewe (Driver Penketts of Crewe) and D1631 from Crewe with Driver Cookson of Crewe. The load was 12.430 tons to Crewe and 11,393 forward. Suffice to say the Euston departure was 1min. late and Carlisle arrival spot on time at 2.23am . This included a 10mins. signal stop at Bletchley No. 1 and 8mins. standing at Oubeck. My log shows that we attained 97mph at Hademore and 103mph at Betley Road .
Saturday 10 April 1965
As a change to normal routine I headed south on the 10/00pm Stranraer to Euston (of Friday 9 th ) 'Northern Irishman' departing Carlisle 1.52am. It was quite an eventful trip, and the locos involved were D383 Carlisle to Crewe (Driver F. Shaw of Upperby), E3074 on to Rugby (Driver Goodwin of Crewe North) and D338 from Rugby to Euston. (The Driver's name was not obtained). Our load was 8,282tons to Crewe and 12,409tons forward. The Signalmen were unkind to us all night!
Departure from Carlisle was 3mins. late but we passed Euxton Junction 2mins. early (at 4.00am ) despite signals at Southwaite, Lambrigg, Hest Bank and Preston . Matters then deteriorated as the train ahead was having engine trouble and we stood at Balshaw Lane from 4.5 until 4.21am . Further checks between Dallam Branch and Acton Bridge and we were 40mins. late at Winford Junction. (at 5.19½ am ). A dead stand for 10mins. at Crewe North Junction and arrival was 47mins. late (at 5.40½ am ). The 'Paddy' then suffered 19mins. overtime and my Journal quotes 'awaiting road in rear of football specials'! so our departure from Crewe was 66.mins late ( 6.9am ), which became 75mins. late from passing Stafford at ( 6.39½am ), to Tamworth ( 6.59am ). Aterstone then stopped us from 7.6 to 7.9am (signal AE57) where we were turned slow line as far signal AE54. This time the Journal quotes 'fast line points jammed by wagon sheet'! So the Nuneaton stop was reached 82mins. late at 7.18am. This was down to 75mins. late arriving at Rugby ( 7.36am ) for our change of traction back to diesel. I must have hoped for a better path after this but it was not to be. Departure from Rugby was 77mins. late (7.45am) and we had two signal stops before our Bletchley stop, Roade Junction for 1min. (RY13 signal) and a further minute at Bletchley No. 2 together with a TSR at Wolverton so we arrived at Bletchley 86mins. late ( 8.29am ). we incurred 3mins. overtime there whilst another train was allowed onto the fast line ahead of us and it checked us as far as Berkhamsted. The substantial recovery times allowed us to arrive in Euston a miserable 75mins. late at 9.30am.
I again returned on 1S07, the 7/40pm to Inverness . The locos were D230 to Rugby (Driver Heaton of Rugby), E3004 on to Crewe (Driver Parsons of Edge Hill) and D1633 from Crewe to Perth with Crewe North Driver Booth. The load was 12,428tons to Crewe and 11,376tons forward. There were no particular delays and we passed Penrith on time but a TSR at Plumpton and severe signals at no. 5 box saw us arrive 5mins. late at 2.28am.
Thursday 16 September 1965
By this date, BR had adopted the 24hour clock.
Like a homing pigeon it was back to London again, on the up 'Scot', 1156 from Carlisle . The train arrived from Glasgow 6mins. late and locos were changed which was unusual. An unrecorded EE type 4 came off with the leading vehicle and D269 took over. However as the train was very busy it had been decided to strengthen it by adding two passenger coaches at the rear! So Driver Chris Nairn of Upperby thankfully had a good loco (i.e. not D331 or D223!) as the load was 14,479tons and departure was thus 18mins. late. Despite TSRs at Shap Quarry (27mph) and Mosedale Hall (26mph) together with a signal check at Warrington (46mph) the train was down to 13mins. late at Preston (at 1353½) and only 8mins. late by Coppenhall Junction (at 1444). Despite the load, performance had been good with 92mph at Tebay, and 86mph at Milnthorpe and Carnforth. Our Driver had a bit of a run at Lancaster bank (1 in 98) and we only dropped from 67mph at the station to 55mph at No.1 box. We had to stop at Crewe to detrain some passengers who had joined the wrong train but we only stopped for 1min. after having taken 155mins. 5secs. from Carlisle (141.1 miles). Stafford was passed 10mins. late (at 1516) and this was down to 8mins. late at Rugby (1558½)
At an interesting 69mph! Matters deteriorated somewhat after this. A 33mph TSR approaching Hillmorton was followed by signals at Banbury Lane (60mph). After 85mph at Wolverton, Bletchley stopped us to pick up an Inspector as there had been a report of sheep on the line at stoke Hammond where he detrained, so Tring was passed 20mins. late (1655). We might just have made Euston a couple of minutes late but for a final TSR at South Kenton (21mph) and signals at South Hampstead (14mph) brought us into Euston 8mins. late (1728) in 31mins. 42secs. from Carlisle .
South of Crewe D269 reached 84mph at Great Bridgeford and Hademore Crossing and 87mph from King's Langley to Watford . This was a sound effort with the load and an obviously keen Driver. I estimated the net time at a respectable 286minutes.
Returning again on 1S07 at 1940 our locos were D301 to Rugby (Driver Clapp of Euston), E3087 on to Crewe (Driver Leaming of Rugby) D1852 from Crewe to Perth with Driver Taylor of Crewe. The load was 14,501 tons to Crewe and 12,445tons onwards. After passing Winford Junction on time (2234) we had severe signals from Hartford to Weaver Junction and lost 14mins. (2255). All of this was recovered by Oxenholme (0008) and the train was 1min. early at Plumpton (0053) despite signals at Clifton , and TSRs at Eamont and Southwaite. Carlisle was not ready for us and the train stood outside from 0109 - 0116 and arrived 6mins late at 0118.
Thursday 14 October 1965
It's back to London again, on the top up 'Royal Scot' with Driver Wilson of Upperby on D343 and 11 vehicles, 386 tons. I had travelled behind this Driver on a number of times since 1960 and he was always meticulous in his timekeeping. This trip was no exception, and our 3mins. late start (1159) was recovered by Plumpton, so we 'ticked over' all the way with a bit of easy running here and a spurt of speed there! The train was 7mins early at Preston (1333½), down to 1min. early at Crewe (1439), 4mins. early at Rugby (1546½) and we rolled into Euston 8mins. early at 1712 in 312mins.58secs. from Carlisle . Unfortunately Euston's new box spoiled the non-stop run by stopping us at EN87 signal on Camden bank for 1¼min. North of Crewe our maximum had been 82mph at Carnforth and south thereof was 85mph at Hademore, Castlethorpe and King's Langley. Net time was an excellent 278mins.
My return train was 1S05, the 1910 to Inverness . The locos were D303 to Rugby (Driver Atlee of Euston), E3090 forward to Crewe and D1844 from Crewe to Carlisle (- Perth ). This was an efficient journey with nothing of note and Carlisle arrival as dead on time at 0112.
Friday 22 October 1965
This time my train south was 1M48 the Glasgow (on the 21 st ) to Euston, departing Carlisle at 0033 with stops at Crewe and Rugby . The locos were D1856 to Crewe , E3055 on to Rugby and D303 to destination. A moderate load of 9.346 was conveyed throughout.
Punctual from Carlisle (dep.0033) the train was 11mins. late into Crewe and 15mins. late departing (at 0337-0349). The main delay was Norton Crossing to Weaver Junction where the train was stopped from 0307 to 0309. Departing Crewe 15mins. late (at 0349) we were 17mins. late at the Rugby stop (0459-0507) but reached Euston spot on time at )629. My Journal logged fog at Warrington , Stafford and Nuneaton .
Quite a different plan going home this time. Train 1F11 at 0750 from Euston, the 'Lancastrian' as far as Crewe . D269 worked as far as Rugby where E3085 took over. My reason for choosing this train was it was the fastest schedule in the country at the time between Rugby and Crewe where the 75½ miles were booked only 57minutes. D269 deposited us at Rugby lmin late (0930) after three TSRs, (Kensal Green, Harrow and Leighton Buzzard) and a one min. signal stop approaching Willesden (signal WN46). After a swift 7min. loco change we were away on time but it was still foggy throughout. The only check on to Crewe was signals at Armitage (37mph) and with a maximum from Rugby of 95mph approaching Basford Hall Junction the Crewe arrival was 4½ mins. late in 61mins.38secs. from Rugby .
The continuation from Crewe to Carlisle was on the 1015 Euston - Glasgow (1S63) with D1622, and Driver Cliffe of Crewe North. The load was 12,432 tons to Preston and a lightweight 5,165 tons forward. Departure from Crewe was 22mins. late (at 1330) and despite TSRs at Weaver Junction (40mph) and Farington Junction (22mph) the train was down to 14mins. late arriving at Preston in 4mins.48secs. from Crewe (44mins.nett). 90mph was achieved at Hartford and 87mph at Balshaw Lane .
Departing from Preston 13mins. late (only 4mins. to detach the rear portion, possibly from Blackpool ) a further 10mins were recovered to Carlisle but it was against all the odds! A brilliant 17mins.11secs. and the train was through Lancaster (at 1439, 7mins late) after reaching 83mph at Barton & Broughton and 90mph at Garstang. Signals at Carnforth (43mph) did not prevent 85mph being reached at Milnthorpe but then severe checks - signals to 16mph at Oxenholme, 24mph Peat Lane 1BS (followed by 65mph Lambrigg against the grade!) signals 38mph Grayrigg, 24mph Lowgill, 29mph Shap Summit (5mins early at 1519½) then TSRs at Eden Valley (23mph). Penrith (27mph) and after Calthwaite (27mph). Finally a signal stop at No.5 for 3½mins. prevented a punctual arrival. Nett time from Preston (90.1nukes) was only 75mins. The Carlisle arrival at 1601 was 3mins. late.
Tuesday 9 November 1965
It's Wigan again! The up 'Midday Scot' at 1511 from Carlisle behind D220 with 12,418 in tow. Considering the load this was a good effort as we had four TSRs - Southwaite (31mph), Eden Valley (48mph), Shap (26mph) and Mosedale Hall (25mph) as well as a signal check at Euxton Junction (18mph). There was 10mins recovery time in the 'D420' schedule and we took 117mins.55secs overall for the 105.2 miles non stop from Carlisle . (106mins.net) against a net schedule of 114mins. Downhill performance was good with 90mph at Greenholme, and 85mph at Burton & Holme, and after Yealand summit (78mph), Approaching Carnforth.
Wednesday 10 November 1965
The above trip continued to Liverpool on a DMU, but my return from Lime Street was on the 2234 service (2K50) via St. Helens Shaw street . This service was still steam hauled and 'Black Five' 45069 did the honours.
Half and hour later the down 'Northern Irishman' was my train home (dep. Euston 1930 on the 9 th ). It was running late and was booked from Wigan at 2345. (Eight minutes after the Liverpool connection arrived). The loco was D300 with only six coaches for 205tons and departure was 24mins late but with 21½mins recovery time to Carlisle and only one TSR (Southwaite 27mph) a punctual arrival should have been achieved but the Signalmen were obviously having another busy night!
We stood for 3mins, in Preston station 0026-0029), then were heavily checked from Yealand (10mph) and Hincaster (3mph) to Oxnholme (15mph) where we passed at 0108½am, 11mins late before we got the road. But only until further checked at Shap Summit (16mph, at 0129½), then Thrimby Grange (22mph) and Eden Valley (20mph). So we rolled into Carlisle at 0210½, 11mins late in 121mins.07secs from Wigan . Speeds had been good where possible 81mph at Balshaw Lane , 87mph at Scorton and Burton & Holme and were still doing 55mph at Scout Green before the ensuing signal checks at the summit. This would be an Upperby Driver but I did not obtain his name.
Thursday 11 November 1965
Later that day (!), it was back to Euston! 'Surprisingly' the up 'Royal Scot' was my choice and Cliff Hall of Upperby was driving D310 and 11,387 was the load.
Departing punctually (1156) and with ten minutes recovery time up to Winsford Junction, surprisingly the 'Scot' was 13mins late at that point (1439). We had suffered three TSRs (covered by the recovery time), at Eden Valley (34mph), Mosedale Hall (21mph) and Weaver Junction. But signals were unkind to us yet again. Penrith (36mph), Scout Green (23mph), Hest Bank (23mph), Oxheys to Ribble sidings (5mph - 2mph) followed by a stand at Farington Curve Junction for nearly a minute and a 12mph check at Leyland . With so many checks up to this point our maximum had been 80mph after Yealand. A further signal check at Crewe , and we were 9mins late passing through (1449), in 172mins.50secs from Carlisle . We then held our own on to Nuneaton (1547) despite signals at Norton Bridge (66mph) and Nuneaton (65mph). A severe TSR followed at Bulkington (10mph) so passage of Rugby was 12mins late (at 1602½) in 246mins.30secs still the road was not clear, onto Euston, the 'Scot' had signals at Heyford (66mph) and North Wembley (25mph) together with TSRs Welton (25mph), Banbury Lane (16mph) and Willesden (21mph), So Driver Hall brought the train into Euston 11mins late at 1731 in 334mins.51secs from Carlisle - a net time of about 286mins Maxima south of Crewe had been 82mh at standon Bridge and Hemel Hempstead, and 84mph at Hademore Crossing.
I returned on the 1910 from Euston to Inverness as far as Carlisle . Locos were D335 to Rugby (Driver Trowell of Euston)E3081 on to Crewe (Driver Hartwell of Rugby) and D180 from Crewe ( Driver Taylor of Crewe), working through to Perth . D335 was very late off shed but I did not establish the reason and it caused a departure 30mins. late (1940). The load was 12,414tons to Crewe and 10,344 forward.
With 10mins recovery time we were down to only 16mins late as early as Tring (2015) despite the Willesden TSR (24mph). However Bletchley stopped us for 7½mins, as we were now behind the 1930 Euston-Stranaer making its booked stop there; eventually we went slow line round the 'Paddy' and got ahead, so arrival at Rugby (2117) was 23mins late and a lightning loco change (in 6mins) saw us away 20mins late (at 2123). Everyone seemed to by trying! With only one TSR, (Bulkington 12mph), the 20mins late from Rugby was down to 16½mins arriving at Crewe (at 2226). South of Rugby , (with D335) our max had been 81mph at Cheddington. After Rugby there were plenty of 80+ throughout and a max of 90mph at Standon Bridge .
From Crewe Driver Taylor and D1840 were not dealt a fair hand! With signal stops at Golborne Junction (1min) Wigan No.2 (2¾mins) and Coppull Hall (½min) we took 75mins to pass Preston thus losing 14mins and by now 31mins late. By the time we passéd Shap Summit (at 0048) Driver Taylor had the train down to 11mins late despite all the odds. A final stop at Eden Valley for 4¼mins together with 25mph TRSs at Shap and Southwaite and the Carlisle arrival was a disappointing 19mins late (at 0131) in 170mins 54secs from Crewe. Everyone had tried but the odds were against us all the way! On this trip the nett times estimated were: Euston - Rugby 75mins, Rugby - Crewe 59mins and Crewe - Carlisle only 132mins.
Thursday 9 December 1965
By now it appears the old routine was hard to shrug off.
Carlisle to Euston on the up 'Royal Scot', with D376 by Upperby's Chris Nairn and hauling 11,393tons. To declare that the train left Carlisle on time and reached Euston 1min early would certainly simplify what happened in between! Only for TSRs were booked ( Eden Valley 25mph, Bessie Ghyll 22mph, Winsord Junction 26mph - 15mins recovery time in the schedule for those - and Primrose Hill Tunnel 26mph - 17½mins recovery for that!). But signal delays were another matter!
Scout Green (of all places!) stopped us for 4½mins, White Horse ISB (Brock - Barton & Broughton) for ¾min and Hempstead for 1¼min. In addition checks of varying severity were encountered at Southwaite (10mph), Bay Horse to Preston (the 21 miles Lancaster - Preston took 33mins 39secs!), Standish - Wigan (8mph) and Dallam Branch (40mph), also diverted to the slow line from Crewe to Great Bridgford (signal (NB18). When he could, Chris Nairn ran as hard as the road and the Signalmen allowed - 84mph at Dillicar, 82 down Grayrigg bank and 88mph through Carnforth.
From Stafford (17mins late at 1423) to Tring (at 1642) our Driver regained 10mins without the aid of any recovery time thanks to inspired driving. 64mph through Stafford became 81mph at Rugeley and 90mph at Hademore Crossing. On the undulating gradients between Bulkington and Rugby D376 sat nicely at 81 - 83mph, so passage through Rugby was 12mins late (1602½) and the effort continued. 81mph at Weedon (1613 - 10mins late) became 92mph at Castlethorpe. So we passed Tring as stated on 7mins late (1642) at a healthy 72mph with 38mins left to get to Euston on time (Booked 1710). After the Hemel Hempstead signal stop it started to look as though we would not achieve a punctual arriva, with signals to 60mph at Watford (9mins late at 1700). A final 90mph at Wembley preceded a signal check at Willesden (41mph, 4mins late at 1709) and a TSR got us into the terminus 1min early at (1719) in 322mins 45secs from Carlisle.
A brilliant piece of driving by a Driver determined to get in on time if at all possible. From Stafford to Tring, the 101.9 miles had taken only 79mins 0.8secs a splendid flying average of over 77mph.
Chris Nairn had been in charge of the same train twelve weeks earlier (16 September above) and had delivered a similar inspired performance. With his Upperby colleagues, the likes of Wilson, Hallaghan, Swift, Collins, Heslop etc. the depot had a fine stud of enginemen (in my experience).
Returning again on the 1910 Inverness serviced it was the usual mixed bag of erratic timekeeping! At Stafford the train was 14mins early (2135), by Oxenholme it was 30mins late!
The locos were D235 Euston to Rugby (Driver Stoneman of Euston), E3083 Rugby to Crewe (Driver Corbaile of Rugby) and D1633 from Crewe , again with Driver Taylor of Crewe. The load was 12,421 to Crewe and 10,356 forward. Crewe arrival was 15mins early (at 2155) but we still contrived to depart 6mins late! (2229).
My Journal records 29mins signal delays on to Carlisle : via the slow line platform at Warrington due to Parcels train in FL Platform (=4mins), dead stand at Golborne Junction 2311 - 2312 = 8mins. Passage of Preston ws 14mins late, (2338). A further 16mins was lost on to Oxenholme, with checks at Preston No 5, Barton, Garstang, Bay Horse, Scorton South, Lancaster No. 1, Carnforth Nos. 1 and 2, Burton and Milnthorpe. The late running was down to 22mins at Shap Summit (0059) which was expanded to 25mins late at Penrith (at 0115) due to more signals at Thrimby Grange, and a TSR at Eamont. Finally we rolled into Carlisle at 0133,21mins late.
PAULS 1964 LOGS PAULS 1966 LOGS
