Your reporter had only ever visited Mallaig once before, in May 1980, when he travelled in the reverse direction to Fort William with 37033 as haulage, having caught the ferry over from Skye. So, travelling to Mallaig was a first, yet still with a Class 37 loco, 37403, on the front.

Fort William town itself had been very quiet but, as soon as we passed Banavie station level crossing, photographers turned out in abundance as the sun was bright, the canal bridge being well laden. Passing the harbour at Corpach, it was noticed that there were plenty of boats in use on Loch Linnhe.

A four minute longer stay than predicted at Loch Eil Outward Bound made a need for the pace to be quickened along the shoreline as the first service train from Mallaig was due to depart at 10.06, just four minutes after we arrived. Glenfinnan caused a lean to one side as we all gaped at the wondrous curving viaduct; the photographers perched in droves on vantage points. [The effect this lump of concrete has on 'Normals' in DMUs has to be seen to be believed.] Just to aid them, a very brief stop was made halfway across, as we had left the station on time. The museum and signal box looked interesting, the lattice signal post indicating the heritage of the line at the end of the sidings bay, a very nice touch, but clearly is not in its original position. Perhaps it was signalling to the Camping Coaches there? The recently completed 200m long 7¼'' gauge new miniature railway at Glenfinnan cannot yet give public rides.

The sun, which had been hiding away for a while, now came out as we descended to Lochailort and crossed to the other side of the Glen meaning that we were lit up nicely as we reached the Polnish Tunnels. Arisaig was passed on time before a sharp braking occurred. Restarting, we passed a few stray sheep who, it is assumed, had wandered over the line. As we pulled into Mallaig P1 (needed to run round) on time, the DMU was in P2 and the glorious sounds of a Piper welcomed us to this West Highland Railway outpost. In 1980 I had gone from P1 [impressive to record that 43 years ago, Mark].

So, P2 was still required, should I make the leap onto the unit and for £15 never have to come back to Mallaig again? Nah, another day out perhaps. A wander into town (a very small one) found me asking a local, of which there were few around, where I might buy a coffee. We were outside the local Store / Newsagent / Sell anything shop. He thought a while, looked around and eventually said 'No, I don't know, sorry'. As he stepped back, I saw the sign behind him on the wall of the store: 'HOT DRINKS'. I thanked him, followed him into the shop, he bought a newspaper and I ordered two large Lattes.

A return to our train, after a saunter around the still working harbour, saw the engine running round in bright sun and a stiff breeze blowing off the sea. The remains of the engine shed have gone, (it was still there in 1980) the site subsumed by the relief road (A830) along which I walked to take a shot of the train. We left 8 mins late at 10.43 for the 1:48 climb from sea level after Lochailort, which slowed the train somewhat as 37403 and all its horses tractored up the incline, losing 10 minutes by the top.

Now the weather was cloudy and dull, giving truth to the adage that if you don't like the weather in Scotland, just wait 10 minutes. At Fort William, we passed a train to Mallaig waiting in the Down Loop. The station stop was a little longer than planned, despite the coaches not traversing the whole length of the platform (because the loco had to run round), so we left 16 mins late but our Train Manager had calculated this should be recovered at Bridge of Orchy, with a dwell there from 14.33 until 14.50.

Sure enough, an arrival at 14.40 and an on time departure allowed DMUs 156450+156492 to pass us. A couple alighted from that train with their loaded bikes, all ready for what looked like an arduous ride as the rain began in some earnest. The gloom continued and, as the cloud began to drop, then it was a surprise to see an ardent photter still out for the day at 16.00. The naval base at Garelochhead had a visitor in the shape of an Aircraft Carrier. I was told it was HMS Queen Elizabeth but I was examining the insides of my eyelids at the time. A signalling issue just along the line awoke me though and a departure 26 mins late was welcome but short lived as another abrupt stop occurred at the station.

Quickly resolved, we set off for Craigendoran Jn near Helensburgh, then the weave at Dumbarton Central over to bidirectional P3 and back again, required by a few. Dalmuir was our first drop off point, with a few leaving as Coaches D & E were platformed for alighting. As we were out of path and 24 mins late then, it was no surprise that we had to follow a service train but we passed Westerton P2 and a clear run through Maryhill took us to Cowlairs North and West Jns. By now the light was fading fast, so the Down City Union line would be traversed in the dark. We came straight out onto the main at Shields Jn, then the Down Ayr, with the Up Ayr joined at Gower St Jn. 66776 was waiting in Arkleston West Down Goods Loop to follow us to Wemyss Bay. On that branch, we had stopped just before Dunrod Loop before running through it so, if the driver had questioned the routeing, it's a big thanks from me as it was required. [With the enhanced branch service since 2 Jun, it's done half-hourly SuX!!]






Sure enough, a filthy 66776 pulled onto the front at the gloriously preserved Wemyss Bay, where our locally based Scotland Regional Editor and BWC2 itinerary writer, Greg Beecroft, came to see us. This itinerary writing (five days in total) was a mammoth task. Our departure from P1 there was due at 19.20 but we were held for 380003+380015 to arrive and then 37403 decided to leak a little air, so they left before us; our actual departure was 19.39 - 19 late. My own worry was that, being out of path, I would be bowled out for Smithy Lye. It was a very desired piece of track, which I had missed out on two previous tours that were due to traverse it but, due to lateness, were refused. Third time lucky?

We were only 9 mins late by Paisley Gilmour Street and a crossover at Gower St Jn saw us into Glasgow Central P15. Our departure was late, my nerves were shredded - a service train was held outside the station so we could cross on 'G' Line and Line 7, then the first crossover onto Smithy Lye. AT LAST! It has only taken me a mere 43 years (I cannot lie). A bonus move saw two chord lines used and, on the Down side before Dumbreck, we entered Shields No1 Siding where we reversed.

Credit due for asking West of Scotland Signalling Centre to route us via the Up City Union at Shields Jns but the points were jammed. So, we joined it at Shields Road (2m 05ch) then belted through Bellgrove, sprang through Springburn, caught sight of Sighthill West Jn then moved over the Cowlairs Chord and crossed to take the bidirectional Up Edinburgh & Glasgow line in the Down direction before the tunnels descending into Queen Street (high level) to give the staff there a real treat. A Class 37. We left on time and began the 1:42 ascent, the loco having no problem. Crossing to, and through, Cowlairs then Eastfield Passenger Loops (both bidirectional), we rejoined the Up line at Cowlairs East, before claiming Gartshore Up Passenger Loop. Polmont was reached on time (22.31). Farewells bade, a large crowd waited for 385033, all stations to Edinburgh.

A surprised guard welcomed us with a loud Where's all yous lot ken from? Then he allowed us to board the very empty EMU to Edinburgh for a lie down to recover from all the excitement. There was an option for participants to continue to Bo'ness where the tour had started from on Friday morning.

Many thanks to Kev and everyone involved for a very enjoyable, successful and most productive tour.