By this date the 'Whistlers' had been relegated from all the front line prestige jobs like the 'Royal Scot' and others, though they continued to play a large part in what might be termed secondary services for many year. My travels diversified somewhat to other routes, but occasionally I came across a 'Whistler'. What follows is a record of those few occasions. Some of these recordings were not strictly 'West Coast', but I have included them so as to leave a comprehensive record.
Monday 23 July 1973 .
The train was 1S45, 0745 Manchester Vic.-Glasgow C./Edinburgh W. and was well behind time, though I did not record why. (D)1835 took the train as far as Carstairs. This loco achieved 105mph in the Lamington dip, only the second time travelled behind a Brush 47 at three figures, where (D)364 took the Edinburgh portion onwards, which was my train. Carstairs departure was 111mins late, and we took 30mins 57secs to reach Haymarket with two TSRs. Maximum was 78mph at Harburn.
Friday 15 July 1977 .
My train was the 1335 Glasgow Queen Street to Aberdeen , and I travelled between Stirling and Dundee . 40062 had 8 vehicles, 260tons tare and departure was 45½mins.late. Perhaps she was substitute for a failed Brush. The top of the climb out of Stirling , at Kinbuck was cleared at 47mph. A rousing descent followed with 92mph at Dunning, and 90mph approaching Forgandenny. We were 43mins.late at Perth . 75mph was achieved on the level at Longforgan, and the lateness was maintained upon arrival at Dundee despite a 23mph TSR at Errol.
Saturday 18 March 1978 .
My train this time was 1T14, 0717 Aberdeen to Glasgow and I travelled throughout.
40020 had 7 vehicles, 227tons. Departure was 2mins.late, as it was at Stonehaven. Maximum on this stretch was 72mph at Newtonhill. On to Montrose the lateness expanded slightly to 3½mins.due to a TSR (18mph) after Carmont. 83mph was achieved after Marykirk. The next stage to Arbroath was unchecked and 77mph was touched after Lunan Bay . The 17.05miles on to Dundee took 19mins. 10secs. with 81mph reached at Balmossie. Dundee was thus reached on time; with 1½min. overtime there. This was recovered to arrive/depart Perth on time. She ran at a fairly steady 79mph along the riverbank. Up the long hill past Gleneagles, the summit was cleared at 49mph with 83mph achieved on the descent towards Stirling , where arrival was 2mins.early. The 32.9miles from Perth had taken 31mins.24secs. at 62.86mph average. The final stage was hampered by signals at Greenhill Lower Jn., (36mph) and a TSR (25mph) between Croy and Lenzie. Queen Street arrival was 2mins.late.
Easter Monday 27 march 1978.
Perth to Glasgow this time, on the 1340 from Aberdeen . 40066 had 8 vehicles, 259tons. Perth departure was 3mins.late, Gleneagles bank was cleared at 47mph and 80mph was reached after Dunblane, despite Greenloaning signals, which had checked us down 12mph. 4minslate from Stirling increased to 6mins. at Queen Street after further signals to 42mph near Lenzie. My log notes: The signals at Greenloaning and Croy were doubtless from a Dundee - Glasgow relief, which left Perth 10mins.ahead of us - a Class 26 with 5 on. Also noted, that these services were booked for class 47s hauling 280tons, so the 40s were doing good work.
Tuesday 13 June 1978 .
The 1335 Glasgow to Aberdeen as far as Dundee behind 40162, 7 vehicle 227tons. Glasgow to Stirling was completed inside even time, 29mins5secs. (1min.early) with 82mph reached at Dullatur. On to Perth we were checked to 10mph at Dunblane. Down the hill from Gleneagles we touched 92mph after Auchterarder, but this was cut short by signals (34mph, followed by a 40mph TSR, so 2¾mins.were lost to Perth (36mins.21secs). 81mph was the maximum at Inchture before signals (28mph) again intervened at Longforgan. Dundee arrival was therefore 1¾mins.late. (24mins.13secs)
Thursday 15 June 1978 .
The chosen train was 1A38, 1445 Edinburgh to Aberdeen throughout and 40099 was the traction with 8, 292tons in tow. Edinburgh departure was 1¼mins.late but departure from Haymarket was over 12mins.late. Why? Our Guard had managed to miss his own train at Waverley and was conveyed to Haymarket by a following Carstairs service!
This was a very efficient trip, with nothing spectacular. The maximum was 79mph after Laurencekirk. Three TSRs to 22mph ( Springfield , Fordoun and Cove Bay ) together with the schedule being framed for 47s meant the Aberdeen arrival was still 9¾mins.late.
Wednesday 28 March 1979 .
This is a bit of a puzzle! The train was 1E35, 2020 Edinburgh to King's Cross, via Carlisle . This diversion was due to the collapse of Penmanshiel Tunnel eleven days earlier, which entombed two workers. I travelled from Carlisle to Newcastle , to catch the northbound overnight service to Dundee . (See next item). I suppose it was too silly to go direct from Carlisle to Edinburgh ! The real reason was to get few hours' kip than would have been possible via Carstairs.
40184 was hauling 9 vehicles, 306tons. She completed the 60.2miles in 81mins.05secs. The maximum speed was 63mph on this speed-restricted route.
My notes show that the ECML was reopened at Penmanshiel, at 0220 on Monday 20 August 1979 .
Thursday 29 March 1979 .
1T13 again, the 0719 Aberdeen to Glasgow , from Dundee to Glasgow . 40173 had 7 vehicles, 252tons. Dundee departure was 1min.late.
82mph at Glencarse saw us into Perth in 22mins.30secs. – 1min.early. A very good climb saw Gleneagles cleared at 52mph and with time in hand nothing higher than 74mph was required on the descent into Stirling, to arrive 1½mins.early in even time, 32mins.07secs.
The last lap into Glasgow was marred by a signal stop at Greenhill Upper Jn. for 1¼min. There was also a 22mph TSR at Castle Cary, so Queen Street arrival was 3mins.late.
Postscript.
Unless I have missed anything, the above appears to be my final recording of a 'Whistler'; which covered all of twenty years of front line service. There was good - very good at times, as well as not so good. A lot of this was the transitional railway on which they were running, with diversions, TSRs, signal delays and even the apparent suicide! So the 40s eventually went the way of the 'Duchesses' before them and were equally lamented. Certainly in today's multiple unit railway, much has been lost by way of character and interest.
Finally I must congratulate the enthusiasts/groups responsible for the brilliant restorations of D213 and D212 (in my order of preference!).
Particularly to see D213 at Barrow Hill last year brought back memories of 93mph at Plumpton (almost 50 years' earlier!), and a cab ride from Euston to Carlisle. After 42638 'City of Carlisle', she was the last of the locomotive elite to be regarded as the 'Pride of Upperby'!
That is not to detract from your other efforts with D335 and 40145 and all in the preservation movement, whatever their calling!
I hope my records have been of interest to you - maybe your favourite locomotive has appeared in these scribes (sorry to any fans of D233 and D331!). For the record, I also have similar comprehensive details of other diesels and electrics. In order of my preference, these would be (after the 40s), 55, 45/6 and 50s. Maybe that may be the basis of a future article for those interested in those machines!
Happy travels!
Again, MANY thanks to Paul for taking the time and trouble to contact me,and print this off.
