It must be some time since I've done that line? Maybe it was a railtour? Well, our Society's 29 Aug 1981 'Ayrshire Wanderer' (Killoch, Riccarton, Ayr Harbour, Hunterston Low Level) did Mauchline Jn to Glasgow. Our 23 Oct 1976 'North Western No2 Railtour' did 'everything' around Carlisle, reversing at Annan. Still missing Annan - Mauchline Jn then. How about the Stranraer sleeper (via Kilmarnock)? Hang on, here's an 8 Sep 1989 entry: 12.52 Newcastle - Hexham - Carlisle - Dumfries - Kilmarnock - Ayr in a 156. It's been a while and looks like nothing changes. Note to self to improve cataloguing.

The 09.17 Nottingham to Crewe was a Class 170 DMU, not bad units and perfectly acceptable for the 1hr 42mins and, yes, it does take that long for 66¾ miles. Just before Stoke at Glebe Street Jn, I noted the line from Leek Brook Jn trailing in, although the track was virtually invisible under the undergrowth. Even so, the signal controlling movements off the line was lit! Progress was steady, very steady but somehow the odd minute was lost here and there and final arrival was 5 mins late at Crewe.

My connection was 10 mins so it was straight over the bridge for the Carlisle train on P11 where there was a late Liverpool train. As I approached, the conductor left this train and the platform end signal reverted from green to red. Oh dear. My train was re-platformed to P6, then left after the Liverpool, which it waited for, and was further delayed en route. How easy it is to lose time. However, I had chosen to travel an hour earlier than I might have, to give some contingency. As it happened, I would have made the later connections but you never know. What a wealth of information is available at one's finger tips these days. Realtime Trains, 'OpenTrainTimes', Railcam. It was at this point that I discovered that I had left my charging cable at home but I had a battery backup pack, so my internet use wasn't too curtailed.

One advantage of the earlier train was evident at Penrith; we swept past a special hiding in the loop. This duly arrived at Carlisle only 7 mins after me, behind 34067. A very creditable performance. I took pictures, along with the milling throngs, of the steam loco and the diesel contingency 47746, which passed the time until my train at 14.08. Yes, it was a Class 156, although not the same one as in 1989.

Why is it that seats on new and refurbished trains are like ironing boards? It's something to do with them being thin to fit more in and I know not many people travel all the way from Carlisle to Glasgow via Kilmarnock but really? Off we set, me with my trusty Quail Book 1 (4th Edition, Jun 2001) at the ready. In fact, I had indulged in the latest TRACKmaps 7th Edition (2021) and it was interesting to see the differences between the two. Not only which lines had changed but I was struck by the exceptional quality and mine of information included in the latest editions. Huge respect, Martyn Brailsford.

The first main difference over 20 years is the redoubling of the line between Gretna Green and Annan. On the way at Eastriggs, a couple of yellow plant vehicles were in the still extant sidings. They had only arrived four days earlier (BLN 1452.1767) and were probably the first use of the sidings for many years.

At Dumfries, the yard layout had changed marginally and, although there was nothing evident, the sidings stable DMUs. However, the Maxwelltown branch has gone (except for a very, very short stub).

At New Cumnock, there were stop boards at either end of the sidings. The main line is quite scenic and the hills were festooned with wind turbines, tens of them all whirling away. I alighted at Kilmarnock. My objective was to see 'DRAKE', an 0-4-0ST AB 2086/40 locomotive which is in the old Andrew Barclay Offices. The current occupant is some sort of property company, only open weekdays but the frontage is a huge glass window and that loco is displayed right next to it. On to Glasgow, some observation at Central and Queen Street and my hotel for the night. Hotels are so expensive these days!

With a relatively leisurely start at 09.44, I wondered if there was a little trip to be done beforehand. Sunday is, however, not an early start for Glasgow. It's 10 o'clock before the clockwork orange starts whirring! (I wonder if there is a new name now that services are the new, non-orange, trains?)



At Glasgow Central, timings were quite tight. A London train left P1 at 09.34, our ECS (from Bo'ness) was due in at 09.38 and out again at 09.44, followed by a Birmingham International train at 09.46 from P2. There also seems to be a habit of not allowing passengers on to the platform before their train has arrived. All that resulted in a 3 mins late departure for us and 4 mins late for the Birmingham.









Immediately, the complexity of our routing was apparent as we first crossed right over to the far side of the formation at Polmadie, then all the way back to achieve those all important crossovers and loops. Huge amounts of work must go into the planning of such a detailed programme. Next, the main event for me and my reason for booking, Rutherglen West Curve. Taking a straw poll of two others, this and the curve at Gartcosh were the must do bits. Proceeding through Glasgow, photographers were much in evidence. At Anniesland, I cast envious eyes on the West Curve; this and the Larkfield Curve, which we had already passed, are the two bits I still need. If anyone is organising future tours in Glasgow...

The Anniesland connection (in the right direction for its facing crossover, of course) was also of interest and we duly did that. Following the curve from Gartcosh Jn, we embarked on the Coatbridge Up Slow (east of Coatbridge Central platforms). NR seems to have implemented a new carriage cleaning method. Bushes and trees scraped along the side of the train for ages. It is a goods line from Gartsherrie Jn to 95m 20ch at which location it mysteriously becomes a passenger line (with no obvious difference) but has no passenger trains.

Passing Mossend Yard, there was furious scribbling as at least four Class 66s (GBRf, DB and Freightliner examples); six 90s, several Royal Mail Class 325 EMUs and a Varamis parcels Class 321 EMU were seen.

After Holytown and Wishaw, it was on to the main line, Carstairs and the scenery. What a pleasure it is just to sit in a comfortable train and drink in the scenery. Having called at Abington Loop our lead loco, 57310, worked the train up to 70mph before speed fell off a bit to 62 at Beattock Summit. Then it was a dash down the other side, soon reaching our maximum 95mph with judicious braking to keep us to that. The Mk2 vehicle ride quality was excellent. We were making good time, so our driver kindly organised an impromptu addition by including Beattock Up Passenger Loop. All credit to him.

The train planning was very good, with the actual times very close to those booked. Carlisle P4 was reached 5 mins early, where very few left or joined and it was off along the main line again. 78mph was reached after Penrith before the climb to Shap. The minimum was 60 with a slight recovery to 64 at the summit. We were routed across the Down Main into Tebay Up & Down loop, another bit of master planning. Two minutes after we halted, a Birmingham International to Edinburgh Pendolino passed, followed almost immediately by an Edinburgh to Birmingham International. Impressively, only 4 mins after we stopped, we were off again. Reversal at Carnforth saw a 6 min late departure.

Photographers were out in force through the 'other' Clapham Junction (it was the name of the onetime Midland Railway signal box and junction with the Ingleton branch but not the station). to Settle Jn. Huge poles reaching for the sky were in evidence. After all, it is another very scenic section. Blackburn was an opportunity for a leg stretch off the train and some pictures. I don't think the locals quite knew what hit them when the BLS hoards descended from our fully booked tour! Of note, the previously very rusty Up & Down Goods line was shiny (but not the continuation of the goods lines to the Bolton line).






Reaching Bolton, there was an on the day Adlam Extra, the rare move through P3 from the Darwen line (rather than the usual P1). Things had turned to a more urban aspect, an impressive church, town hall, gasometer (how many of those still exist - fortunately some are listed) and, of course, a motorway. When did Manchester become the North's skyscraper city? It really is the urban jungle. We ran early from Blackburn to Manchester with few Northern trains about but a stand outside Victoria awaiting the platform ended with a 5 min early arrival. Here there was a rush to the buffet as it was announced as closing at 18.30. What a great service they had provided throughout the day. Photographers were still very prominent (even at Reddish South!) and it was good to see a fair proportion were youngsters.

The Hope Valley produced more wonderful views as we continued our tour of some of Britain's finest scenery. Included was the lengthy new Bamford Up Loop. It was only commissioned on 31 Mar and we were the second passenger train to use it (a Northern Belle Carlisle to Leeds train recessed on 15 Jun). We were a few minutes early and stopped in the loop. Although on time, it was all happening at Dore West Jn. First a Cleethorpes to Liverpool Class 185 DMU then, from around the single track Dore South Curve, 6H04 Toton to Peak Forest appeared, DBC 66020 with just two wagons. We were then allowed onto the curve, slightly delaying a Sheffield to Manchester local. For most, the resited facing crossover and this end of the recently extended curve (to allow it to hold longer freight trains) was new.

By Dronfield we were 7 late. The previous train here (15.19 Carlisle to Nottingham) was 6 late and I had hoped,,, You remember I started from Nottingham, if only this had been a little late and we had been early, a connection at Chesterfield on to the second train from Carlisle in succession. It was not to be. Instead, it was the Liverpool to Norwich, 6 late due to congestion at Dore West Jn, although our tour reached Derby on time. What more could you want from a day on the train at a most reasonable £80 - all First Class too? Many thanks to all those who planned and executed such an excellent day.



For the record, Glasgow Central to the Carnforth reversal, with 57310, was 180m 30ch (or 63m 08ch from Carlisle). Then, with 57306, it was 77m 08ch on to Manchester Victoria, 129m 69ch to Chesterfield and 154m 03ch to Derby. Calculations are thanks to Jim Sellens, route thanks to Martyn Brailsford.



Another grand day out! Along with the on-train raffle, sale of window decals and real ale, the tour raised over £10,000 for GBRf's nominated charity - Great Ormond Street Hospital Charity - Gosh!