6th - 14th April 2010

Railway Touring Company
The Great Britain III

Route :

Notes :
(1) 47760 on rear.
(2) On 08/04 the train was originally booked via Hereford but amended due to threatened industrial action. Headcode applicable was to have been 1Z23.
(3) Also reported as 1Z25 by some sources but confirmed as 1Z91 by Webmaster (having been sent a NR timing sheet for the day).
(4) Loco propelling.
(5) 70013 & 61994 on rear.
(7) Departure time from Stranraer was given to passengers by RTC as 16.10 but NR timings showed it as 16.27

Sources : Paul Braybrook & Gordon Lacy

Tour Review
(from Gordon Jakes)

Day 1 - 6th April

The route via Bath was a repeat of the run made by 5029 on 6^th May 2004.

The original proposal for the first day of GBIII was for 6100 Royal Scot to haul the train from Victoria to Bristol via Woking, Salisbury and Bath Spa. Various locomotive substitutions were considered with the non-availability of 6100 and with the threatened industrial action the departure point in London was changed to Paddington. In the event the use of 5029 and its departure from Paddington began the tour in fine style. Nunney Castle was in fine form and was recorded at 83mph west of Wootton Bassett. Perhaps this speed should not be related in too many quarters but it was a fine achievement.

The journey to Bristol passed without significant issue. Nunney Castle was mainly ahead of time and therefore had enforced slow points awaiting booked paths through the various pinch points e.g. Reading, Bathampton Jn. and Bristol East Jn. With the engine watering being undertaken at Challow and no other stops en route the opportunity for photos of 5029 by those of us on board was limited to Paddington and Bristol. There were however, as with every day of the tour, hundreds of line side photographers with many excellent photo opportunities available.

47760 brought the empty stock into London Paddington and was attached to the rear of the train throughout the journey to Bristol. It then assisted with the empty stock movements which ended up with the stock stabled overnight in the Middle Siding under the roof of Temple Meads station (between platforms 3 and 5).

Day 2 - 7th April

The train on day 2 was originally planned to run from Bristol to Penzance and return. Again due to the possibility of industrial action the itinerary was amended to run from Bristol to Plymouth with a set down at Totnes for anyone wishing to visit the South Devon Railway. Having made the change it was not possible to revert back to the original plan when the industrial action was averted. The original planned locomotives for the day were D1015 (outward) and 30777 + 34067 (return). In the event the steam locomotives on the return journey were amended to 44871 + 70013 due to the non-availability of the planned pairing. In truth the reduced journey length was probably a more practical solution.

The day passed without any significant problems. Indeed the main issue was the need to avoid getting too far ahead of schedule with the consequential signal stops at key conflict points. On the outward journey the train was held outside Taunton whilst the slightly delayed 11.02 Taunton to Cardiff service with a class 57 at each end (57312 and 57302) departed from platform 3 (or 2) and gained the up line across our path. There were other instances where our progress was slowed or brought to a halt but the end result was that we were never more than a couple of minutes behind schedule – a very creditable result. There was one unexplained stop with the train straddling the 218 milepost and the rearmost coaches still inside Dainton Tunnel. The stop only lasted less than five minutes and clearly was not terminal since progress continued without further incident.

47760 was attached to the rear of the outward train hauled by D1015 and the two diesels returned eastwards coupled together. The diesels departed Plymouth behind the return steam hauled GB III but overtook same at Exeter during the water stop.

The return working behind 44871 and 70013 was also never more than a couple of minutes behind schedule. The most significant interruption to progress was on the approach to Exeter St Davids where two signal stops delayed the train by upwards of ten minutes. However since we had been travelling upwards of 10 minutes early at Dawlish Warren the net effect was only a slightly late arrival into platform 6 at St Davids. Both of the steam locomotives performed superbly and made short shrift of the Devon banks. Such performance bode well for the remaining days of the tour since both locos were programmed to figure significantly in the days to come.

The GB III coaching stock remained in platform 7 at Plymouth from arrival to departure. The stock was again stabled overnight in the Middle siding at Bristol following the days events.

Day 3 - 8th April

The original plan for the third day of GB III had been for a routing via the Welsh Marches line through Hereford and Shrewsbury to Crewe and then up the WCML. Because of the threat of industrial action today’s itinerary had been amended to the route through the west Midlands as defined above including the ascent of the Lickey Incline. It would be interesting to know how long it has been since a 13-coach train ascended the Lickey and on a weekday at that, amid an intensive passenger service. The original locomotive proposed for the day was 6100 Royal Scot. This had long since been amended and there had been speculation as to the alternative locomotive(s) to be employed. In the event the pairing of 44871 and 70013 was ideal given the revised routing with the ascent of the Lickey.

After two days of trouble free touring this day had more incident and delay than the rest of the tour put together! The day started to plan with an on time departure from Bristol and an on time departure from the pathing stop in platform 3 at Bristol Parkway.

The journey proceeded until the approach to Standish Jn. where the train was brought to a stand. The expectation was that we were waiting for the passage of a train off the Swindon line but as the delay increased this clearly was not the problem. After 14 minutes delay the train moved forward towards Gloucester but at Tuffley Jn. the train was slowed and unexpectedly crossed to run wrong direction on the Down Charfield line. Progress was soon halted on the approach to Gloucester Yard Jn. The reason for our unexpected routing soon became clear as first a local train formed of class 150 stock passed us and then a HST and a Voyager went past in quick succession. Our progress then continued and we crossed back to the Up Charfield line / Up Avoiding line but were brought to a stand yet again on the approach to Barnwood Jn.  After a further 3½ minutes stop progress continued at slow speed until Cheltenham Spa where speed finally picked up and there were no further issues as far as the water stop at Spetchley Up Loop.

The reason for the stop at Standish soon filtered through the train. It appears that a piece of coal was dislodged off one of the locomotive tenders and unfortunately hit someone on Cam & Dursley platform. The train was stopped at Standish presumably to check that there were no other potential missiles ready for launch.

After an exceptionally quick watering at Spetchley the train was soon underway and only a modest 12 minutes late. Good progress was then made into Birmingham with a memorable climb of the Lickey as witnessed by hordes of lineside spectators. Unofficial speed measurement had the train speed at 61mph at the bottom of the bank and 21 mph at the top. Not a bad effort with 13 coaches!

Recovery time included within the timings on the Camp Hill line meant that the train recovered lost time. However, an eight minute stand on the approach to St. Andrews Jn. soon had us late again and this was followed by a further stand on the chord between Castle Bromwich and Park Lane Jns.

Although not specified on the timing sheet a water stop was made on the Sutton Park line between Park Lane and Ryecroft Jns. I am unsure as to the exact location of the water stop but it was thought to be at or near the site of the former Streetly station.

After the completion of the watering, progress was slow through Walsall and out onto the Grand Junction line. No sooner had we begun to work up some speed when we were brought to a stand at the signal on the approach to Bushbury Jn. Here we stood for the British standard hours delay whilst a points failure was rectified. (probably the notorious switch diamond could not cope with the warm day!).

Eventually we got underway and continued without further event to Crewe where water was again due to be taken on board. Two up freight trains were passed either side of Penkridge. We were to learn later (whilst waiting in Crewe) that one of these freight trains failed between Penkridge and Bushbury thus causing further disruption and a large number of cancellations viz the reversal of trains at Stafford and Crewe.

Unlike Spetchley our delay on arrival at Crewe could not be recovered by timely watering and we were exactly an hour late when the signal cleared for our departure. After something of a false start we finally got underway a further 8½ minutes late but it was clear that we had a problem since the brakes appeared to be dragging. After about six miles or so we ground to a halt and men in orange jackets descended to the track and began an investigation. To cut a long story short it appears that a door was partially open on leaving Crewe (the false start). As a consequence the communication chord was pulled which brought the train to a halt before it had hardly got moving. Unfortunately the resetting of the chord was not done correctly which in turn caused the brakes to drag. Finally the problem was resolved and we moved down towards Winsford South Jn. where we had to wait a further 10 minutes for a path out onto the Down Main line.

I am pleased to say that progress thereafter was excellent and no further time was lost despite a short signal check outside Preston. We weary travelers reached our hotels nearly two hours later than planned!

Day 4 - 9th April

Today was the first day when the original plan was not amended because of potential industrial action. This is of course is excepting the fact that 46115 had to be replaced by old faithful – Oliver Cromwell because 46115 failed to pass its mainline certificate. Oliver Cromwell , by contrast, was in superb form with the highlight of the day being the attack on both Shap and Beattock.

The tour resident diesel 47760 brought the train into platform 4 at Preston from the north at around 08.30 with 70013 attached at the rear. This was something of a surprise since the 08.58 Pendolino departure to Glasgow was advertised as using platform 4 prior to our departure which was due at 09.11. The unexpected time in Preston was well spent with plenty of opportunity for photographs. It is assumed that the stock plus locos were stabled at Carnforth overnight

47760 was detached at Preston and then followed behind us to Oxenholme where it passed us during our sojourn in the down loop. We in turn passed 47760 again at Tebay where it was recessed in the down loop. It was obviously held at Tebay in reserve should 70013 have had any problems with the ascent of Shap. In the event, 70013 sailed over Shap and 47760 again passed us while we were taking water at Penrith.

The train reached Carlisle early and again there was ample opportunity to take photographs albeit that there was a lot of competition for the right location. 47760 was again present in road ‘C’ between platforms 3 and 4.

The train departed Carlisle on time and remained on time or early as far as Uddingston (including the water stop in Abington Loop). An extended signal stop on the approach to Uddingston Jn. put paid to an on time arrival in Glasgow Central.

The contrast between day 3 with all its problems and day 4 which involved just one signal stop renewed our confidence and we all looked forward to the next day’s tour to Stranraer with renewed confidence. To put it bluntly 70013 was superb and unlike previous days when it was constrained by the lower maximum speed of the black 5 (60mph) we were able to experience the ease with which it coped with 75mph running.

Day 5 - 10th April

Departure from Glasgow Central was originally set at 10.19 but this was subsequently revised to 09.54

The original intention had been to attach the second Black 5 as pilot from Ayr and to detach same on the return journey also at Ayr. In the event double heading throughout was the more sensible and less risky option. The two Black 5s were those originally specified and although there was some speculation as to whether 45407 would be ready in time, it contributed its fair share on the day. It is a measure of how much it was a close run thing that 45407 appeared without lining around the boiler bands.

The empty stock of our train was brought into Glasgow Central by 47760 over an hour before its booked departure time. This was unusual to say the least – nowhere else was the train available so early. For some of us who had hotel rooms overlooking Glasgow Central station it was also somewhat disconcerting and sent us to rapidly check departure times in case we had made a mistake!

The change in departure time from Glasgow Central did not seem to be a particularly sensible option. After covering a little over 9 miles our train was brought to a stand at a signal on the Down Ayr line. The train plan called for us to spend eight minutes in Elderslie Up and Down Passenger Loop and we had to wait the passage of an Up train before we could cross over to the loop which is located on the upside.

We left Elderslie loop after the passage of one Down service train (the 10.00 service from Glasgow to Ayr) and proceeded to our next recessing point at Barassie. We entered the loop a few minutes early and much to everyone’s surprise we continued through the loop and regained the main line without stopping. The sum total of all this manipulation was that arrival in Ayr was some 45 minutes early and we were then required to stand in platform 4 at Ayr station for a total of 52 minutes. This was an unexpected photo opportunity but was typical of why a journey of 100 miles took 5½ hours to complete.

The minimum journey time for an electric unit between Glasgow and Ayr is 56 minutes including station stops. Our train took 68 minutes to cover the same journey but given the delays associated with traversing two loops and stopping twice the two black 5’s could have easily reached Ayr in a similar time to the stopping electric service. There would have been no reaction on other booked services had we been given, for example, a path some 5-10 minutes before the 10.15 departure to Ardrossan.

After departing Ayr the remainder of the outward journey went according to plan including the passing of service trains and the detaching of 44871 at Dunragit. We arrived at Stranraer platform 1 and were accorded celebrity status by the local populace who turned out in their hundreds to view our arrival. Upon arrival 45407 was duly hooked up to a hydrant outside the station building for watering. Meanwhile 44871 arrived light engine from Dunragit ready for watering from a road tanker. However due to large number of cars parked where the tanker needed to drive alongside 44871 an alternative plan was put into place by the local Network Rail Operations Manager!

44871 was coupled to the rear of the train in platform 1 and after much whistle blowing and assurances to passengers that they would not be left behind 44871 was then used to draw the train out of platform 1 and to set it back into platform 2 complete with some passengers. As the local signaler pointed out, the rails in platform 2 were covered in rust and had obviously not seen a train for some considerable time so this was a bit of a risky maneuver, particularly in propelling mode. However, all went well and ultimately 45407 was released from the buffer stops in platform 1 and made its way to couple in front of 44871 at the front of the return train. After the completion of train and locomotive watering, the pair of Black 5’s then shunted the train back into platform 1 where the remaining passengers reboarded the train. Finally we were ready for departure - unfortunately some 48 minutes behind schedule.

The original plan had been to use 44871 to haul the train from Stranraer back to Dunragit with 45407 attached to the rear and then for 45407 to run round to the front of the train at Dunragit. The revised solution avoided the need for 45407 to run round the train at Dunragit and so part of our late departure was recovered by time saved at Dunragit. However, on departure from Dunragit we were still running too late to reach Girvan before the next Down service train was due to leave. Accordingly our train was held at Barrhill until the arrival of the down service train.

Water was taken again at Girvan and whilst this was underway another terminating service train arrived at Girvan. In the plan this service train should have been passed at Killkerran Loop. Departure from Girvan was nearly 45 minutes behind schedule but with no other trains to loop a clear run was achieved to Dalrymple Jn. and onwards to Ayr. A service train was held at Dalrymple Jn. for us to clear the single line.

The original planned 34 minute layover at Ayr was cut to a single minute and our late running was thus reduced to eight minutes at a stroke. By Irvine we were running marginally ahead of schedule but thereafter performance was constrained by adverse signals and after Lochwinnoch the train ran at a consistent 2-3 minutes behind schedule until Shields Jn. A signal stop approaching Bridge Street Jn. caused further time loss and we eventually reached Glasgow Central 10 minutes late. The interesting fact was that the return journey took just over 4 hours (inclusive of the late start) compared with the 5½ hours of the outward journey. Even allowing for the fact that our maximum speed was limited to 60 mph an average speed of just 25 mph from Stranraer to Glasgow is not really impressive!

In summary this was a good day out with much of interest to me as a first time traveller on the route. However the day was longer than it really needed to be, mainly due to a risk adverse train plan on the two track section from Glasgow to Ayr.

On the outward journey up services (north bound services) were booked to be passed at Kilkerran Loop, Girvan and Dunragit. Further a down service was booked to overtake the tour train at Girvan (departing Girvan @ 12.58). All these services were passed as planned.

On the return journey down services were due to be passed at Girvan and Kilkerran Loop. Because of the late departure from Stranraer these services were actually passed at Barrhill and Girvan respectively. A further service train was passed at Dalrymple Jn awaiting our clearance of the single line.

During the down journey we were joined by members of the Stranraer to Ayr Line Supporters Association (SAYLSA) who distributed information and sold route memorabilia.

Day 6 - 11th April

The departure from Springburn involved the need to bus all passengers from their respective hotels in the centre of Glasgow out to the northern suburbs. So it was that around 300 people were waiting on a platform in northern Glasgow when a single class 158 called at 08.26 on its journey to Cumbernauld. The surprised train crew were gratified to learn that the assembled masses did not intend journeying on their humble class 158!

Soon after the departure of the class 158, our train arrived from the direction of Cowlairs hauled by the ever present 47760. Oliver Cromwell was already attached to the rear of the train and due to the limited platform length at Springburn was positioned under the over bridge at the west end of Springburn station thus negating most photographic options!

The journey from Springburn to Aberdeen, being on a Sunday morning, was probably the least complicated of the whole tour. 70013 worked well and handled the booked timings with little apparent problem.

The journey from Aberdeen to Inverness was more complex not least because of the need to pass three service trains. Unfortunately time was steadily lost after departure from Aberdeen and by Huntly, the first passing point, we were over ten minutes late, thus delaying the service train.

The original booked timings between Huntly and Forres as printed in the RTC documentation had been amended so as to facilitate a change of watering point from Elgin to Keith. The timings printed below reflect the amended timings – these were taken from the published times on the Internet.

The journey between Huntly and Forres worked reasonably well with the result that departure from Forres was only a couple of minutes behind schedule. In this section two further service trains were passed at Elgin and Forres Loop. The first service train was delayed by five minutes but there was no delay to the second train.

Despite the train being on time at Nairn, arrival was five minutes late into Inverness. There was no explanation for the loss of time over the last 15 miles between Nairn and Inverness.

This was another fine performance by 70013 and her crew – if there was a feeling of confidence it emanated from reliability and therefore the trust which could be put in this locomotive to get us from one place to another!

Day 7 - 12th April

This was a day of mixed fortunes. The day started with the knowledge that due to industrial action the normal service had been reduced such there was only one return service to Kyle of Lochalsh - apart from our own that is. Indeed we virtually had the railway west of Dingwall to ourselves which turned out to be just as well on the return journey but more of that later!

The Great Marquess was at the head of our train in good time for our departure from Inverness and looked impressive in the early morning sunshine. 47760 assisted as ever with the empty stock movement into platform 6. For once there was a good opportunity for photographs.

We departed Inverness on time and proceeded northwards towards Dingwall. Such was the stillness of the early morning that my lasting memory of this part of the day is of a continuous cloud of a mixture of smoke and steam which hung in the air without moving and stretched for miles behind the train thus marking our passage.

Our progress to Dingwall was achieved to schedule and indeed due to the cancellation of the train we were due to pass at Dingwall (06.25 from Ardgay) we departed Dingwall a minute or so early. We were now travelling westwards and soon arrived at Garve. Here again the train we were scheduled to pass had been cancelled so we left Garve over six minutes early and continued in the same vein. By the time we reached Achnasheen we were eleven minutes early and there was plenty of time to water 61994.

The stop at Achnasheen was memorable on two counts because not only were we able to take some interesting photos with unusual backdrops but also I met up with a friend who I used to work with and have not seen for over ten years. It sure is a small world!

Departure from Achnasheen was over seven minutes early but in reality the timetable ceased to be important as soon as we left Dingwall. There were no issues to report on our onward journey to Kyle excepting the magnificent scenery which was presented on a gloriously sunny day.

Arrival at Kyle gave us twelve more minutes at this western outpost than we were expecting.  Having met up with my long lost friend who was following the train by motorized transport (as were many others) I must confess that after taking a fair number of photographs we adjourned to The Kyle of Lochalsh Hotel to chew over past times. The option was available to join road coaches and to visit the Eilean Donan Castle. We chose the watery option!

Having had such a relaxed outward journey we were looking forward to the return to Inverness. However nothing was so simple! 61994 had to stop three times on the return journey to build up steam on the worst grades. Two reasons for the poor performance were translated along the train. The first theory was that 61994 had broken a cylinder ring in the middle cylinder. The exhaust beat exhibited by 61994 would suggest that this was a very plausible reason and the failure to extract any effort from one third of the steam produced would account for the need to stop and to build up steam pressure. The other reason for the poor performance was suggested to be as a result of poor firing. I cannot judge the true reason but the problem certainly lead to 47760 being used on the next day to haul the train from Perth to Dundee the role that had otherwise been assigned to 61994. On the other hand the owner of 61994 was present on the footplate through out the journeys involving 61994. I cannot imagine that 61994 would have continued in use on day 8 of the tour had there been any chance of damage to the loco. The real problem may well emerge in due course.

Whilst the train was stabled in Kyle, 61994 ran round the coaches in platform 1 and then shunted same into platform 2 via the East Ground Frame. The one remaining service train of the day arrived in platform 1 and departed again at 12.03, so it was well ahead of us before our departure at 13.30. Our departure from platform 2 meant that time was lost due to the need to release the Ground Frame and to reset it again after our train had cleared the platform 2 siding. The final departure from Kyle East GF was thus 13.40.

Progress as far as Strathcarron was modest but arrival was just under ten minutes late. The dwell time at Strathcarron was extended from the planned two minutes to ten minutes. On reflection this could have been to build up steam but no specific reason was given on the day. The real problems began after departure from Strathcarron and after passing the closed station at Glencarron. The grade between Glencarron  and Achnasheen required two stoppages to build up steam totaling over 23 minutes which coupled with the late departure from Strathcarron and the generally slow progress meant that arrival at Achasheen was 60 minutes behind schedule. Fortunately our late arrival in Achnasheen did not delay the 14.48 westbound service train departure to Kyle which had been cancelled due to the industrial action

The original booked times allowed for an 86 minute layover at Acnasheen inclusive of the necessary time for loco watering. Thus and despite our late arrival in Achnasheen, our eastwards departure was made on time. All went well as far as Garve which was actually reached eight minutes early. We then departed Garve on time and proceeded towards Dingwall. A further stop in order to build up steam was necessary on the up grade between Garve and Dingwall. This time the stoppage amounted to 15 minutes and despite some creditable downhill working our arrival in Dingwall was still 14 minutes late.  One of the few service trains still running was passed at Dingwall and fortunately our late arrival did not cause any delay to this service train since its departure was not scheduled until 17.46 (the 17.15 service from Inverness to Ardgay).

From Dingwall we proceeded into Inverness without further incident. We arrived at Rose Street Jn. at 18.38 expecting to be routed into platform 6 as per our departure earlier in the day. After a wait of ten minutes we moved forward but instead of proceeding into platform 6 we were routed onto the Rose Street Curve and we then proceeded to Welsh’s Bridge Jn. Once clear of the junction we came to a stand on the Up Main line and 61994 then propelled the train across to the Down Main line and onwards into Platform 2. Our arrival was a bit later than planned but after the problems earlier in the afternoon it was of no consequence. Indeed we travelled a piece of railway not easily covered under normal working.

Having arrived as we did, the train was in correct formation to reconnect with the remaining coaches ready for our departure southwards next morning. 61994 on the other hand had to be turned and of course the support coaches had to be marshalled into the reformed train.

Day 8 - 13th April

This day was always about the journey between Inverness and Edinburgh. However, the original concept had proposed the use of the direct route from Perth to Edinburgh via Hilton Jn. and Ladybank. In the detailed planning stage this route was changed with a routing via Dundee in order to traverse the Tay Bridge  as well the Forth Bridge.

The original locomotive arrangements had 61994 piloting 70013 from Inverness to Perth where 61994 was to be detached leaving 70013 to complete the journey to Edinburgh. With the change of route via Dundee the proposal was for 61994 to run round the train in Perth station. The train was then to be hauled out of Perth station by 70013 (with 61994 at the rear) into the down Dundee Loop where and after reversal 61994 was to take over for the journey from Perth to Dundee (with 70013 now attached to the rear). Due to the problem with 61994 these arrangements were changed again – see below.

As with Monday, industrial action reduced the train service running on Scotrail on this day. It was not possible to gauge the size of the train service reduction.

The day started a bit late with a delay of 15 minutes in departing Inverness. The reason which spread down the train was that 47760 was taking water! I am not sure whether this was true or a late April Fools joke! When we did get underway we were routed up the down main line as far a Cradlehall Crossovers where we gratefully crossed to the Up line for onwards progress. Our late departure meant that we passed the first down train at Moy Loop rather than as planned at Tomatin loop. However, once through Moy Loop we were given clear signals and the planned recesses in Tomatin and Schlod Summit loops were not taken. Thus by Carrbridge we were on time having recovered the full 15 minutes of our late departure. Progress continued on time and we reached Kingussie where we made our first watering stop.

We arrived in platform 2 at Kingussie, those who wished to detrain did so and then the train moved southwards before shunting backwards into platform 1. There was ample opportunity to take photographs and this was probably the best opportunity of the whole tours to actually to capture train movement. During our hour long layover in Kingussie a down service to Inverness passed us (unit 170 428) and two up services overtook us. (66412 at the head of a Malcolm Rail container train and a pair of 158 units on the 10.47 service from Inverness to Edinburgh).

A slightly late departure from Kingussie was of no consequence and was recovered by the next timing point at Dalwhinnie which was passed without the planned stop. The train was held at signals out side Blair Atholl for 5½ minutes but this was recovered at Pitlochry where our dwell time was reduced. A down train to Inverness was passed at Pitlochry.

Departure from Pitlochry was a couple of minutes late and the actual timings remained slightly behind the booked timings as far as Perth which was our second water stop. We arrived in platform 7 at Perth and the two steam locos were watered from hydrants in the platform. The layover in Perth was 90 minutes and after the completion of watering everyone was expecting to see shunt moves to release 61994 and to attach it to the rear of the train in readiness for the short trip to Dundee which it was due to lead. Time went by and nothing happened, so we all reboarded the train and at the due time 70013 and 61994 drew the train out of Perth onto the Down Main line and came to a stand behind signal P61.

47760, which had been attached at the rear of our train since Inverness, now took over at the head of the train (with 61994 and 70013 still attached at the rear). 47760 hauled the complete ensemble from signal P61 at Perth to Dundee platform 4. The original plan had been to use the Down Dundee loop for this reversal move but this loop is not accessible from platform 7. My guess is that due to the reduced train service resulting from the industrial action, occupation of the Main line for the reversal move was not the issue it may have been had the full service been running.

The decision to use 47760 for this part of the journey rather than 61994 must have been made on the basis of the problems which had been encountered with 61994 on its trip to Kyle on the previous day. Since 47760 had contributed so much to the success of GB III, it was perhaps fitting that it should contribute with haulage over this short section of the overall route.

During the short layover in Dundee, 61994 was released from its position behind 70013 at the west end of the train and the 61994 support coach together with 47760 were detached from the east end of the train. Thus 70013 plus the remaining 11 coaches were left to depart for Edinburgh.

70013 soon got the measure of the train and we were soon cruising ahead of schedule. The inevitable happened and we were slowed significantly before Inverkeithing and again before Haymarket West Jn. such that the majority of our gains were lost. The crossings of both the Tay and the Forth bridges were spectacular but all too soon we were in the outskirts of Edinburgh.

Our route into Edinburgh took us round the suburban line through Gorgie Jn., Niddrie West Jn., and then Portobello Jns. Our final approach into Edinburgh Waverley was thus from the east. This was probably a legacy of the original intention for the last days routing to take us south via Carstairs and the WCML.

We arrived in Edinburgh Waverley platform 19 (through platform 2) some seven minutes late due to signal checks approaching Abbeyhill Jn.

Day 9 - 14th April

The routing via the ECML was a change to the original proposal of returning via the WCML. A steam train arrival in London Euston was not acceptable to Network Rail although this situation may now have changed.

47760 followed independently down the ECML after having drawn the coaches plus 6201 into Edinburgh Waverley station at the beginning of the day. The coaching set had been turned since our arrival in Edinburgh on 13^th April.

I regret that a number of timing points were missed between Edinburgh and Berwick due to breakfast and due to a lack of familiarity with this section of the route. Fortunately there was little to comment on in respect of the journey as far as Newcastle and onwards to the watering point in Tyne Yard. We were stopped at signals to the north of Newcastle and made an undocumented stop in Newcastle. However we were still only two minutes behind scheduled as we left the ECML at Low Fell Jn. to enter Tyne Yard. I doubt that may passenger carrying trains have ever penetrated so far into Tyne Yard but at very slow speed the vagaries of the track had no adverse effect.

After the completion of the loco watering we drew forward to Birtley Jn. and at the allotted time we were let out onto the Main Line again. Apart from a brief switch to the up slow line between Tursdale Jn. and Ferryhill South Jn. and a signal check outside Darlington we were given a clear run to Northallerton where we were switched to the Up Slow line. Some fine running was experienced over this section and 6201 certainly showed her paces. Even when we were switched to the slow line at Tursdale Jn. 6201 managed to keep the train rolling as we were overtaken by a Trans Pennine class 185 unit in the short slow line section to Ferryhill South Jn.

We reached York just over one minute behind our booked arrival time and given the complexity of fitting our train path into the ECML timings this was no mean feat. At York 6201 was taken off the train and 60019 was substituted. 60019 was actually noted outside as the National Railway Museum as we drew into York but was facing the wrong direction. An enjoyable time was spent on York station watching 60019 maneuvering around the Engineers triangle prior to setting back onto the front of GB III ready for departure with the last leg of the unforgettable journey. The stock of GB III remained in platform 10 at York through out our stay in the City.

We departed York just one minute late, and ran fast line to Colton Jn. and onwards to Church Fenton and Sherburn Jn. At Sherburn Jn. we turned left and joined the Leeds to Hull Main line at Gascoigne Wood Jn. Thence we progressed eastwards to Hamilton West Jn. where we turned right and rejoined the ECML (Selby Diversion) at Hambledon South Jn. As we approached the ECML a Kings Cross bound Class 91 with Mk4 coaches was noted hurrying southwards. This train was probably the reason that we were sent on such an indirect route to Hambledon South Jn.

Once on the ECML, 60019 began to show her paces and we covered the 30 miles from Hambledon South Jn. to coming to a stand in Ranskill Loop in even time.

The stop in Ranskill Loop was made for Operational reasons with four trains booked to overtake us. On the day the actual number of trains which passed us was less but it was not possible to identify the missing ones.

We left the Loop a few minutes early and there followed the best extent of high speed running experienced on the whole of GB III. The climb to Stoke Summit was as if it did not exist and we continued to gain against booked time until we were checked on the approach to Peterborough.

From Peterborough southwards everything changed and we were treated like an unwelcome guest. The booked timings from Peterborough to Kings Cross allowed 2-hours for the 76miles and we were given no chance to improve on these timings. The slowest electric service, stopping at all stations, takes 90 minutes for the journey from Peterborough to Kings Cross so you will understand the frustration of the travelers on GB III with onward destinations from Kings Cross. We actually arrived at Kings Cross eight minutes early but we had passed Peterborough nine minutes early. It is not worth commenting any further on the journey south of Peterborough. With four tracks over a large portion of the route and a passing time of 19.43 at Peterborough (i.e. at the end of the “rush hour”) I still cannot believe the journey could be made to last so long.

Just a few words about 60019 – the use of a second tender although of course not new is the answer to running steam locomotives in the 21^st Century. Congratulations to everyone associated with 60019 and to the Mid – Hants Railway. It would be a great idea if some form of water carrying coach could be developed such that additional water capacity could be made available to other locos without looking out of place.

Thank you to the Railway Touring Club for making GB 111 possible – I would like to think it could happen again but can understand how difficult and how much work would be involved in making it happen. The threatened strike obviously had a big impact on GB III in days 1 to 3 but the resultant schedule was as good if not better.

Gordon Jakes

Photo Review

5029 passing Bathampton Jn at 14:43 on 6th April (photo: Guy Vincent)

D1015 (with 47760 on rear) approaching Plymouth (photo: Roger Geach)

D1015 on arrival into Plymouth on 07/04 (photo: Gordon Jakes)

44871 & 70013 crossing Blatchford Viaduct (photo: Roger Geach)

44871 & 70013 on arrival back at Bristol on 07/04 (photo: Gordon Jakes)

44871 & 70013 tackle the Lickey on 08/04 (photo: Paul Braybrook)

70013 at Glasgow Central on 09/04 (photo: Gordon Jakes)

44871 & 45407 being watered at Girvan on 10/04 (photo: Gordon Jakes)

45407 on arrival at Stranraer Harbour on 10/04 (photo: Gordon Jakes)

70013 upon arrival into Inverness on 11/04 (photo: Gordon Jakes)

61994 at Inverness and Kyle of Lochalsh on 12/04 (photos: Gordon Jakes)

70013 & 61994, paused at Kingussie to take water (photo: Gordon Jakes)

....and 47760 on the rear, also at Kingussie on 13/04 (photo: Gordon Jakes)

Crew and support crew at Edinburgh on the last day (photo: Gordon Jakes)

6201 passes through Northallerton at 14.05 (photo: Paul Braybrook)

Last leg and 60019 passes south of Balderton on 14/04 (photo: Gordon Lacy)

60019 at Kings Cross....THE END! (photo: Gordon Jakes)

Timings (Booked & Actual)
(from Paul Braybrook, Gordon Jakes & Douglas Blades)

06/04

07/04

08/04

09/04

10/04

11/04

12/04

13/04

14/04

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