Annual Leave 1992 - thanks to Jason Hall
I look back on my two weeks annual leave in the summer of 1992 as one of the most enjoyable given those trying times. At this point the railway was heavily sectorised with loco haulage being rapidly swept away by endless new fleets of soulless and hopelessly inadequate little plastic units. The logic in replacing five to ten coach loco hauled formations with two car units escapes me to this day but it was certainly nothing to do with improving service. Despite this a surprising variety of haulage was still available and we were to enjoy much of it over this all too short fortnight. And so it was on Monday 6th July I boarded 87021 at Milton Keynes heading north to Wigan.
It wasn’t surprising that one of the last remaining bastions of diesel haulage would be the North West and North Wales Coast and in 1992 it certainly didn’t disappoint. At this time Regional Railways were expecting the release of 37/4s for their ‘club train’ services but for a number of reasons this was not to be. As usual it was 31s that came to the rescue with machines procured from a recently disbanded parcels sector to form a new RCKC pool. Most of these locos had seen better days with many sitting out of use in open store for months previously. Naturally failures were common but this only added to the immense variety of locos that were to perform. Later, many of these machines would receive heavy repairs, repaints and even some namings, that would see them provide sterling service in the North West for a number of years follow. Initially the services were diagrammed for pairs of 31s but the failure rate would soon see that idea off.
A couple of hours later I was watching the arrival of 31427+31413 at Wigan North Western with 2F32, 13:25 Blackpool – Liverpool. A short hotchpotch of odd livery MK2 PVs made up the consist and I eagerly boarded for the run to Lime Street. From departure it was clear that this pair were not getting along with 427 making all the noise and the uniquely liveried 413 apparently just along for the ride. The stop start nature of the service and the almost pointless contribution of ‘Severn Valley Railway’ only added to the excellent racket from 427. The route from Wigan to Liverpool is far from scenic but the constant thrash provided was easily sufficient entertainment at the time. In the years to follow this stretch of line would become known to us as ‘the Table 99 brain death’.
After a visit to the near by chip shop; later nicknamed the fly shop for reasons you can work out yourself; it was back to the station for one of those hideous 142 units to Manchester Victoria. I was heading for 1N97, 17:14 Manchester V – Blackpool North which was reportedly allocated 31411+31418. This sounded like a far better choice and so it was that at the more impressive of the two Manchester termini, I boarded this fine pair. 31411 wore the drab all over civils grey livery whilst 418 looked the business in tatty BR blue. At one end of the ‘skin head’ white circles had been painted around the marker lights where the recently removed marker discs would have sat. After the initial stagger through Salford both machines provided superb music on the romp to Bolton and on to Blackpool. Clearly in fine fettle they had soon propelled their coaches out of Blackpool to run round and work 2F38, 18:57 departure back to Liverpool. Another fine run to Lime Street left us in position for the final part of their diagram, 2N88, 21:52 to Blackpool. 2N88 was to become known as ‘the nightclub’. This because of the all the loud and riotous performances which used to take place both onboard the train and at the front. Although the ‘normals’ would always play a part in the nightly mayhem onboard, we were never entirely innocent!
That night I stayed with a friends in Poulton and was soon back on the station for a new days bellowing. The first move was supplied by 31427+31413 again with 1J92, 07:06 Blackpool – Manchester V. I was surprised that 413 had survived the previous day as it had been so poor so it was no surprise when it wasn’t to appear later in the day as it was just as bad that morning. With 427 once again doing most of the work we headed back from Manchester to Preston with 2N97, 10:33 departure for the superior pair of 31411+31418 forward on 2N49, 10:37 from Liverpool. 2N97 was one of only a handful of trains to make the trip north via Daisy Hill, and so provided a little extra diversity to a day in the area.
After snacks and a visit to what would become for the next three years our regular nearby pub, we returned to the North station for 411+418 to Liverpool. As usual, the local stasi manned the barriers and we were allowed to board only two minutes before departure. The reason for this always eluded me and I understand it’s much the same there now. On busier trains it always lead to late starts as normal boarded on mass through one or two doors whilst some platform clown frantically blew a whistle min their ears. After arrival at Lime Street we learned that 413+427 had been replaced by 144+238 so our happy band set off for Manchester again with another of those appalling 142 units. Who ever designed those things should be tried for crimes against humanity. And so at Victoria we were presented the sight of two sparkling dutch livery 31s. With one of the two required for me, the run to Blackpool was savoured especially, as I would soon have to be heading home. After the all too short return run to Preston I was bailing to head south with 90013. I had other business to attend to but would be back as soon as I could!
The following day it was the unavoidable 87 that was heading my train north to Stafford where I changed for 86228 coming up behind with 1H13 cross-country service to Manchester. The walk over to Victoria produced another engineers 31, this time 207, with 1N97. The gen on board revealed that 144+238 were still out and working 2N87 from Lime Street. It would seem the vast majority of the RCKC pool were stopped for a variety of repairs or exams. So we left 207 at Preston for the pair into Blackpool and returned with them again on 2J94 to Victoria via Daisy Hill. Heading now towards Liverpool for the ‘night club’, getting as far as Broad Green we found 31442+31438, both in reasonable health, providing the entertainment on 2N88.
After Wednesday night in Poulton I was back on the station for 1N97 and was duly presented with the ‘NB’ pairing of 31238+31144. At this point I should perhaps point out that there were two 1N97s and a 2N97. One starting from Blackpool in the am, the other from Manchester in the afternoon with 2N97 being the 10:33 from Manchester. Perhaps they were as short of numbers for headcodes as they were locos to pull trains? Later it looked like things had returned to some normality as 31427+31410 were on hand at Manchester for the return working. The former ‘classic’ 410 wore a fresh coat of unbranded Regional Railways livery and was yet to be named. Other pairs providing the action that day were 438+442 and 413+432 although the word ‘action’ is perhaps not entirely an accurate description of 413s efforts.
On the Friday I decided to leave 2F32, 06:50 Blackpool – Liverpool at Wigan to cover 1J76, 07:16 Southport – Manchester V which was also booked 31 haulage. After watching 413+432 set off I walked over to Wallgate to watch the arrival of a very quiet 427 and gleaming 410. Dragging 413 around all week had obviously taken its toll on 427. The blue machine had decided it had had enough leaving someone else to do all the work for a change. With such a short load this made little difference and 410 kept time without effort. With things now dropping apart again and teamed up with Mr.Lane, a friend of many years’ acquaintance and of riotous disposition it was looking like another quality day was brewing. The clincher was the later report that 413 had been failed on arrival at Lime Street. Had it finally dawned that it had a governor fault?
First on the menu was 31308 with 2N97 to Blackpool. The infrastructure sector seemed to be bailing out Regional Railways as usual. The hellfire 31411 had replaced 413+432 at Liverpool and so it was that she was heading 2F32 when we returned to the station. Shortly after departure it was clear that she too was not feeling too good either. One exhaust blasted thick acrid black smoke skywards, which at speed seemed to blow straight through our open compartment window. I’d be damned if we’d shut it though as she sounded superb! With 411 looking like another casualty waiting to happen we once again set off from Lime Street for Victoria to take a look at 1N97.
The scene at Victoria was as bizarre as it would get over those weeks. At the head of the Southport commuter was a lonesome 31308 and leading 1N97; 31270 and 238! Despite all three machines being of the infrastructure RCJC pool, 270 looked fantastic in Railfreight Coal livery with a set of mini snowploughs. Naturally I selected the pair after taking a photo of the two ‘NB’ headed trains side by side. By Preston spots of oil had begun to appear on our window. At first they had been hard to see through all the other filth but they gradually became larger indicating all was not well. So at Blackpool, as we left the train and walked past our machines it was a disappointment to see thick black oil running in a constant stream from the roof of 270. Another failure! With 270 soon dumped in the carriage sidings we headed back to Liverpool with 238 on 2F38. By diagram the locos off of this train would work the ‘night-club’ so it was a shame we had lost our pair. This didn’t dampen spirits on 2N88 that night though. The party was soon in full swing with a best-remembered rant about unions from one of our number.
‘What have the unions ever done for us?’ was the question loudly posed to an already wound up compartment. After a stunned silence a single voice answered, ‘aqueduct?’, which reduced everyone to tears. At this time 2N88s arrival at Blackpool North was booked late enough to miss the last train back to Preston. So it was that a couple of taxis were hastily commandeered for a panic rush across to the South station for the last train from there. With approximately fifteen minutes between arrival at North and the last departure from South, this regular Friday night move would always get the adrenaline pumping.
The overnight move was prototypical of the times. Weekday night services had ceased bar the sleeper trains and even they didn’t run on Saturday nights. Friday night summer holiday traffic was also as good as done forcing many an hour sat at stations staring at locked waiting rooms. After a few hours at Preston station, with no chance of any sleep, I was pleased to see 86248 arriving with 1V30, 23:00 Glasgow C – Paignton. This was taken through to New Street. Perhaps the fixed seven-coach formation being full and standing, luggage blocking many doors, was something to do with this being the only south bound over night holiday train over the WCML? Surely a coincidence? How glad the TOCs must be now that all that custom is now on the roads or on cheap flights to Europe. Very environmentally friendly. After an equally comfortable couple of hours at New Street we boarded the overnight ‘tram’ coming up from Bristol. This I managed to get some sleep on but was happy to leave at Stockport for a proper train for the remaining few miles into Manchester.
So the first loco of Saturday was 47845 with 1S45, 06:04 to Glasgow. Being hauled inside the long range Brush was a pan down 87, which from this position suited me fine. ‘County of Kent’ was duly left at Piccadilly for a walk to Victoria for the real point of the day. A greasy spoon nearby provided suitable sustenance and I made my way to look at 2D59, 07:33 to Holyhead. I was rewarded with the smoky 31411 and decided that Holyhead would do me fine. The run into North Wales was just as I expected with 411 sounding marvellous despite the smoke screen liberally laid along our route. By this point I had met up with others and the latest info revealed that 31285 was coming out for a spin with 2D82, 13:52 Manchester V – Llandudno. These two machines provided all that days 31 mileage until it was time to head to Scotland for a change of scene and to cover another last bastion of loco hauled services. We boarded 86231 at Crewe with 1S87, 16:27 International – Edinburgh and set off north.
After Saturday night at a local bed and breakfast we made our way to Waverley for the next day of festivities. We had booked on 1Z48, Scot Rail organised charter to Oban with infrastructure sector 26025+26026 allocated to make all the racket. By Polmont 26025 had had enough and declared a recess. After a short delay she was restarted and off we thrashed but this was just the beginning of our problems. By Craigendoran she’d lost interest again leaving 026 to do the work all the way to Oban. The racket from our lonesome Type 2 was marvellous with speed down to walking pace at points. Despite this brave effort we’d lost a great deal of time and after a short break we were soon heading south again. With both machines now working again it was only minutes before 025 had shut down leaving 026 alone with the tortuous climb out of Oban. Despite a deafening racket at pathetic speeds she made it. At the various token points 025 was started up to assist but would only manage a few miles before shutting down again. With so much time lost it was good to see another pair of 26s on hand at Dumbarton to take over. A blue 26042 and dutch 26036 provided a storming run to Edinburgh with our driver clearly in ‘going home’ mood! Despite the problems this had been a marvellous day out. It was now with a sense of dread that I boarded 86222 with 1D93, 20:52 departure to Glasgow C, but this had nothing to do with the 86. We were heading for Inverness and a day on the Kyle line, and there was only one way to get there.
After grabbing a few pints of suitably numbing 80 shillings we marched as the condemned to the gallows to Queen St station. I had used the internal overnight train many times with both steam heat and ETH 47s and on one occasion a 37 or two, but now it had now fallen victim to the sprinter plague. And so it was that we reluctantly boarded a 158 unit at Queen Street as our overnight. The smell of fresh plastic was overwhelming, as was the armrest positioned perfectly to dig into the small of your back and prevent any kind of sleep. I recall drifting in and out of consciousness throughout the tortuous five-hour journey and eventually waking at Inverness with aches and bruises in my legs, arms and back. As I got off I felt as the pope must getting off an aeroplane and was tempted to kiss the platform. Obviously designed by the same people who brought you the 142 but at least we were free again!
We boarded the stock for 1A44, 06:00 Inverness – Aberdeen in the opposite platform. At its head was large logo 47532 ‘Blue Peter’, one of two ‘standard’ 47s allocated at Inverness to cover the few remaining hauled services ‘over the top’ to Aberdeen. The other, 47426, stood outside the loco shed looking far from healthy. A couple of 37s, 47673 and the inevitable 08717 completed the scene. The MK2 opens were five star hotels compared to the rubbish we had just endured and we decided that Aberdeen and back would be quite sufficient to catch up with our sleep. This turned out to exactly the right thing as I recall waking up as we departed Aberdeen heading back in what was now the rear coach, only to be asleep again by Dyce. Feeling much refreshed we left 1H27 to make very fast use of the showers at the station before beginning a bash on the Kyles.
By this time the Wick & Thurso line had gone over to 156 units but miraculously the Kyle line had avoided such demotion with services still booked for 37 haulage from the RAJV sector. This pool of exclusively 37/0s would often be supplemented by any other RETB machine that happened to be on hand and so it was that 37251, an Inter-City sector loco in appropriate sector livery was at the head of 2H85, 12:27 departure. Every minute of this route is a joy, from the totter over Clachnaharry Bridge, the fast romp to Muir of Ord and the beautiful scenery with hard core thrash beyond Dingwall. A quick dash across the platform at Kyle dropped us nicely into the true Scottish classic of 37025 heading 2H84, 15:00 to Inverness. We piled into the observation car directly behind the loco to stare at the split boxes through the windows of the converted met cam DMU. Given that the observation car was now in a position making it impossible to observe anything other than a loco bonnet, and that the train was full and standing, you’d have expected common sense would be to open up the empty vehicle for the use of everyone. Common sense was not engaged though and we and were soon asked for what seemed like a large supplement given the view. We retired to the green and cream PVs.
Back at Inverness now the very ex Welsh 37294 was backing up to 2H87, 18:36 to Kyle. I was particularly pleased with this one as it was one of a handful working in Scotland that I required. This machine had been allocated to Welsh depots since introduction and had been transferred north in February of the year. First to Eastfield, and then just three months later to Inverness. Another fantastic run was to follow and we made our way to a nearby B&B for the night. That evening we crossed to Skye by ferry for a few pints. As we returned the sun was setting across the Loch. It’s hard to believe that this wonderful peaceful place with its beautiful views has been decimated by a bridge connecting the mainland and Skye. I recall the locals strongly objecting to the construction of the concrete monster, claiming that local businesses on both sides would lose their trade and become ghost towns. Those who know better said this was nonsense of course. How surprising then to see after a visit with an SRPS charter just a few years ago that the Kyle was indeed a ghost town as any potential trade passed by via the new toll bridge.
Tuesday morning and after a rushed breakfast we were back at the station for the return of 37294 to Inverness. 2H80, 06:50 departure was just being unlocked as we walked down the ramp and joined the leading coach. Still feeling the worse for our Sunday night on a plastic train I slept for most of the journey. We had decided now to head for the West Highland line for the ‘young explorer’ service. The ‘young explorer’ was a hauled service to Fort William. Apparently extra luggage space for back packers and cyclists was required at peak summer times and the 156s were not up to the task. Now there’s a surprise. So we boarded 47673 at Inverness with 1B26, 10:15 Edinburgh, one of a tiny handful of day time loco hauled services over the Highland mainline. ‘Galloway Princess’ was another old Scottish classic better remembered as 47593. An increase of ETH index had led to the renumbering of a small batch of 47s, initially for working Scottish sleeper services. At the timetable change Brush had given way to pairs of 37s on the overnight trains marking the beginning of what would soon become a 100% 37 operation north of the border.
After enjoying the route via Perth from the comfort of a MK2 PV we had to leave 1B26 at Stirling in order to get to Queen Street. Naturally it was a junk that got us into Glasgow and from there we made our way to the Low Level station. A most unusual development was 1Y13, 14:50 to Fort William, started from the Low Level station as opposed to the surface. So it was no surprise to hear the deafening roar of an approaching 37 through the closely cut tunnels. Eventually a tatty mainline liveried 37404 presented itself out of the gloom and we piled on for more of the same. The departure was as equally energetic and after bellowing at some horrified looking ‘normals’ we soon burst into the open for the run through the suburbs and on to Craigendorran. The run to Fort William continued to be as entertaining throughout, enhancing the beauty of this great railway journey. We retired to a B&B overlooking the station and the nearby Loch.
Wednesday morning and we are back on the station for 1Y53, 08:45 to Mallaig and once again 37404 was going to be doing all the work. This was the beginning of three round trips as we covered all of the days diagram, much to the bewilderment of the young lady pushing the trolley. Much to her frustration, no matter how many times she slid open our compartment door, neither of us felt any need to invest in luke warm powdered tea. The final train of the day had a twist in the tail though. 1Y50, 17:55 from Mallaig ran through to Crianlarich. And so it was at Fort William that railfreight liveried and battered 37403 backed up to the south end of our stock.
By this time I decided to get my head down in our compartment and woke to see only blackness out of the window and hearing the sound of ‘Glendarroch’ thrashing away five coaches away. We were on our way back with 1Y49, and about ten minutes out of Fort William I was informed! I had been asleep for a good four hours, just in time to retire to our B&B for some more kip. Arrival was after midnight so we didn’t bother to seek any food.
Thursday and again we were boarding 1Y53 bound for Mallaig but with 37401 this time. Three round trips were not on the cards as we had decided to make the crossing to Kyle. At one time you could make this crossing on one boat but this time two ferries and a bus dropped us into Kyle for 37025 with 2H84 to Inverness. The local chip shop provided the worst chips I have ever endured and shortly after boarding the train and opening the bag they had been ditched. This may be the reason why that particular business has gone now and has nothing to do with the new bridge at all. At Inverness 37170 was pointing north with 2H87 so a quick fill in move to Dingwall had us returning again with 37294 on 2H86, 17:00 from Kyle. We were now heading south to cover the test run of what was to be the new order in the NorthWest for Regional Railways.
Tonight’s sleeper was headed by 37063 and 37175. Although both of the Inverness allocated IISA sector, 37175 had been a Scottish loco for many years before hand. Its ‘clagtastic’ performances will never be forgotten! She was in far better health tonight though and despite a huge reduction in speed, both machines conquered every challenging gradient with relative ease. By Perth we had retired to our births. An AC loco with one too few windows for my liking was ignored leaving Crewe as we bad farewell at some hideously early hour to 1M16 and made our way to Stafford to await 1D21, 08:40 to Llandudno.
After a significant fester the gleaming 31439 and 31410 made their entrance in the new, appropriately branded Regional Railways livery with 410 now named ‘Granada Telethon’. This was to be their test run and what a run it was. Speeds of three figures were recorded at points as we made our outward run via Stoke and Crewe. At Llandudno a side swipe incident in the carriage sidings left 439 with a badly scratched and dented grill. Although I was not at the station at the time of the sideswipe others on hand reported some sloppy operating in the sidings had caused the incident. This however didn’t dull an equally storming return run with 1K21, 11:40 departure and at Crewe we bad farewell to our clearly rejuvenated pair.
In stark contrast the next bash was to be the very poorly 31272 with 1D22, 13:33 Crewe – Llandudno. By Rhyl she had declared enough was enough and after an hour or so 31273 eased up to assist her errant sister.
At Llandudno Junction our train was terminated and the embarrassed 272 dumped in the nearby sidings. 31273 made up for this mini fiasco by making up lost time with the return 1K22 to Crewe. Next up was to cover the pair on 1M89, 17:15 Cardiff – Manchester Oxford Road. Locos and stock would run from Manchester to Cardiff as ECS to form this Fridays only hauled service. To run so far ECS was surely madness. At the helm today were 31270 and 31530. It was good to see 270 back in action and at the time ‘Sister Dora’ was something of a rarity and a very pleasant surprise. This was to be the only 31/5 I was to have for haulage on NorthWest services that year. From Oxford Road we made our way to Roby for the ‘night-club’ which tonight produced the ever-popular 31418.
After a very similar Friday night to the previous weeks, even down to the same 86 on 1V30, we were back at Manchester Victoria for the beginning of the Summer Saturday. 31442 was first on the agenda with 2D59 and after I had received a list of gen we decided to opt for a day on the Cambrian. Three 31s had been fitted with RETB to work over the Cambrian route and so it was that today 31147+31146 were allocated to 2J23, 09:25 Birmingham – Pwllheli. We left 442 at Chester and boarded a contraption bound for Shrewsbury. With the wonderful scenery as a backdrop, there followed and some solid thrash from our dutch liveried pair, That evening back at Crewe we made our way to a B&B and later enjoyed one of the largest curries I have encountered.
Sunday morning was the last day of our jaunt and began with 31442 on 1N95, 08:19 to Blackpool. Another short rake of PVs formed this unusual Sunday morning service routed via Chester, the Chester triangle, Knutsford, Stockport and Bolton and so made for a very interesting start to the day. From Blackpool we had planned to make our home way but dragging of WCML services via Bolton and Manchester was to add a little spice to this simple journey. The 11:00 Carlisle – Euston produced former Stratford 47572 atop an 87. This was enjoyed to Stockport for a quick leap on 47839 back to Piccadilly. Waiting for 47522 on 1M20, 10:05 Glasgow – Euston, a battered four car 108 arrived on the Heysham-Stockport. I liked my real units so got on for the hop back to Stockport. Right behind was 47522 on 1M20 which was taken to Stafford for 47841 forward to New Street on 1O11. Last loco of the fortnight was on 1A68, which turned out a quite acceptable 86226 as power to Milton Keynes, and London as far as Mr.Lane was concerned.
It had been a cracking annual leave and memorable two weeks. The mass of different 31 and 37 haulage’s, as well as the variety of track had made for an excellent bash. It seemed that despite so many failures, the colour or sector of a loco, ETH fitted or not, running the trains was still the priority. How different it would be in the years that followed.
87021 1N03 11.25 Euston-Preston / Milton Keynes Central-Wigan NW
31427+31413 2F32 13.25 Blackpool-Liverpool / Wigan NW-Liverpool
142xxx Wigan NW-Manchester Victoria
31418+31411 1N97 17.14 Manchester V-Blackpool / Manchester Victoria-Blackpool
31411+31418 2F38 18.57 Blackpool-Liverpool / Blackpool-Liverpool
31418+31411 2N88 21.52 Liverpool-Blackpool / Liverpool-Poulton le Fylde
31427+31413 1J92 07.06 Blackpool-Manchester V / Poulton le Fylde-Manchester Victoria
31413+31427 2N97 10.33 Manchester V-Blackpool / Manchester V-Preston via Wigan NW
31418+31411 2N49 10.37 Liverpool-Blackpool / Preston-Blackpool
31411+31418 2F32 13.25 Blackpool-Liverpool / Blackpool-Liverpool
142xxx Liverpool-Manchester V
31144+31238 1N97 17.14 Manchester V-Blackpool / Manchester V-Blackpool
31238+31144 2F38 18.57 Blackpool-Liverpool / Blackpool-Preston
90013 1M34 17.00 Glasgow-Euston / Preston-Milton Keynes Central
87014 1P61 12.50 Euston-Liverpool / Milton Keynes Central-Stafford
86228 1H13 14.35 Birmingham Int-Manchester P / Stafford-Manchester P
31207 1N97 17.14 Manchester V-Blackpool / Manchester Victoria-Preston
31144+31238 2N87 17.12 Liverpool-Blackpool / Preston-Blackpool
31238+31144 2J94 19.20 Blackpool-Manchester V / Blackpool-Manchester V
142xxx Manchester V-Broad Green
31442+31438 2N88 21.52 Liverpool-Blackpool / Broad Green-Poulton le Fylde
31238+31144 1J92 07.06 Blackpool-Manchester V / Poulton le Fylde-Manchester V
31427+31410 2N97 10.33 Manchester V-Blackpool / Manchester V-Preston via Wigan NW
31418+31411 2N49 10.37 Liverpool-Blackpool / Preston-Blackpool
31438+31442 2F32 13.25 Blackpool-Liverpool / Blackpool-Liverpool
31442+31438 2N87 17.12 Liverpool-Blackpool / Liverpool-Blackpool
31432+31413 2F38 18.57 Blackpool-Liverpool / Blackpool-Liverpool
31413+31432 2N88 21.52 Liverpool-Blackpool / Liverpool-Poulton le Fylde
31432+31413 2F32 06.50 Blackpool-Liverpool / Poulton le Fylde-Wigan NW
(31427 DEAD)+31410 1J76 07.16 Southport-Manchester V / Wigan Wallgate-Manchester V
31308 2N97 10.33 Manchester V-Blackpool / Manchester V-Blackpool via Wigan NW
31411 2F32 13.25 Blackpool-Liverpool / Blackpool-Liverpool
31270+31238 1N97 17.14 Manchester V-Blackpool / Manchester V-Blackpool
31238 2F38 18.57 Blackpool-Liverpool / Blackpool-Liverpool
31238 2N88 21.52 Liverpool-Blackpool / Liverpool-Blackpool
142xxx Blackpool South-Preston
86248 1V30 23.00 Glasgow-Paignton / Preston-Birmingham NS
HST Birmingham NS-Stockport
47845 1S45 06.04 Stockport-Glasgow / Stockport-Manchester P
31411 2D59 07.33 Manchester V-Holyhead / Manchester V-Holyhead
31411 2K54 10.29 Holyhead-Crewe / Holyhead-Chester
31285 2D82 13.52 Manchester V-Llandudno / Chester-Llandudno Junction
31411 2K56 15.30 Holyhead-Crewe / Llandudno Junction-Crewe
86231 1S87 15.27 Birmingham International-Edinburgh / Crewe-Edinburgh
26025+26026 Edinburgh-Oban-Dumbarton Central - Charter
26042+26036 Dumbarton Central-Edinburgh - Charter
86222 1D92 20.52 Edinburgh-Glasgow / Edinburgh-Glasgow
158xxx Glasgow QSt-Inverness (A truly hideous experience)
47532 1A44 06.00 Inverness-Aberdeen / Inverness-Aberdeen
47532 1H27 09.16 Aberdeen-Inverness / Aberdeen-Inverness
37251 2H85 12.27 Inverness-Kyle / Inverness-Kyle
37025 2H84 15.00 Kyle-Inverness / Kyle-Inverness
37294 2H87 18.36 Inverness-Kyle / Inverness-Kyle
37294 2H80 06.50 Kyle-Inverness / Kyle-Inverness
47673 1B26 10.15 Inverness-Edinburgh / Inverness-Stirling
15xxxx Stirling-Glasgow QSt
37404 1Y13 14.50 Glasgow QSt Low Level-Ft William / Gl QSt LL-Ft William
37404 1Y53 08.45 Ft William-Mallaig / Ft William-Mallaig
37404 1Y64 10.25 Mallaig-Ft William / Mallaig-Ft William
37404 1Y61 12.02 Ft William-Mallaig / Ft William-Mallaig
37404 1Y66 14.20 Mallaig-Ft William / Mallaig-Ft William
37404 1Y63 16.05 Ft William-Mallaig / Ft William-Mallaig
37404 1Y50 17.55 Mallaig-Crianlarich / Mallaig-Ft William
37403 1Y50 17.55 Mallaig-Crianlarich / Mallaig-Ft William
37403 1Y49 22.50 Crianlarich-Ft William / Crianlarich-Ft William
37401 1Y53 08.45 Ft William-Mallaig / Ft William-Mallaig
37025 2H84 15.00 Kyle-Inverness / Kyle-Inverness
37170 2H87 18.36 Inverness-Kyle / Inverness-Dingwall
37294 2H86 17.00 Kyle-Inverness / Dingwall-Inverness
37063+37175 1M16 20.10 Inverness-Euston / Inverness-Edinburgh
87003 1M16 20.10 Inverness-Euston / Edinburgh-Crewe
86248 1S46 06.55 Birmingham-Glasgow / Wolverhampton-Stafford
31439+31410 1D21 08.40 Stafford-Llandudno / Stafford-Llandudno via Stoke
31439+31410 1K21 11.40 Llandudno-Crewe / Llandudno-Crewe
31272 1D22 13.33 Crewe-Llandudno / Crewe-Rhyl FAILED
31273+(31272 DEAD) Crewe-Llandudno / Rhyl-Llandudno Jnc
31273 1K22 16.35 Llandudno-Crewe / Llandudno Jnc-Crewe
31270+31530 1M89 17.15 Cardiff-Man Ox Rd / Crewe-Manchester Ox Road
142xxx Manchester V-Roby
31418 2N88 21.52 Liverpool-Blackpool / Roby-Blackpool
142xxx Blackpool South-Preston
86248 1V30 23.00 Glasgow-Paignton / Preston-Birmingham NS
HST Birmingham NS-Stockport
47818 1S45 06.04 Stockport-Glasgow / Stockport-Manchester P
31442 2D59 07.33 Manchester V-Holyhead / Manchester V-Chester
31147+31146 2J23 09.25 Birmingham-Pwllheli / Shrewsbury-Pwllheli
31146+31147 1K10 15.30 Pwllheli-Crewe / Pwllheli-Crewe
31442 1N95 08.19 Crewe-Blackpool / Crewe-Blackpool via Chester, Knutsford and Bolton
47572 1A34 11.00 Carlisle-Euston / Preston-Stockport via Bolton (87010 DIT)
47839 1F23 12.14 Birmingham NS-Manchester P / Stockport-Manchester P
54239+53958+54230+53941 12.35 Heysham-Stockport / Manchester P-Stockport
47522 1M20 10.05 Glasgow-Euston / Stockport-Stafford via Stoke (87030 DIT)
47841 1O11 14.18 Liverpool-Poole / Stafford-Birmingham NS
86226 1A68 17.25 Wolverhampton-Euston / Birmingham NS-Milton Keynes Central
thanks again to Jason Hall for the cracking memories and phots...