Following on from my first Freedom of Scotland in 1983 a second trip was arranged in 1984. Scotland was changing. Deliveries of MkIII sleepers has taken place this meant that electric train heat locomotives were virtually guaranteed on a sleeper. The West Highland Line was different as no suitable electric train heat locomotives could run up the line so some withdrawn Class 25 locomotives had been converted to provide heat only and were hauled by a no heat or steam heat Class 37. These Class 25s were renumbered in the 97 series and called ETHELs (Electric Train Heat Ex Locomotive).

A much more adventurous plan was drawn in comparison to the previous year covering some more remote routes and included ferries and buses. The usual mix of depot visits was also arranged. The same basic plan of 2 days away at a time was replicated again to allow for some sleep and washing to take place. It had been possible to purchase the Freedom of Scotland through my local station so did not need to leave the train at Carlisle to go to the ticket office.

My travelling companion was someone who is still a friend and we meet up a couple of times a year despite livings at other ends of the country.  

Thursday 02 August 1984

 The first day didn’t start well. It was the same plan to get the sleeper on the first night, go down to Preston the evening before and catch the sleeper just after midnight as the Rover Tickets became valid. There was always a 3 hour wait between trains but lots of traffic passing through to break up the wait. While waiting 40035 backed onto a Blackpool service from Euston. Although we were in the right place at the right time we had to let this one go as we could not get back in time for the sleeper. The one that got away!

The sleeper arrived with MkIII sleepers but we were in the seats. Unfortunately the compartment stock from last year had gone and it was open carriages with tables. Not as good to get sleep on. The overnight train we had chosen was the Fort William. This was an interesting train operationally. It ran as a portion off the Inverness train and was detached in Mossend marshalling yard in the outskirts of Glasgow. The train was then worked by 3 different locos in a very short period. The train used to become the 06:00 from Glasgow Queen St to Fort William. To get to Glasgow Queen St involved some complex operations. The train ran with the first loco to outside Eastfield depot. A second one took the train down the bank from Eastfield Depot to Glasgow Queen St. The train engine, ETHEL and extra carriages including buffet car were attached at Queen St for the trip to Fort William.

Further problems occurred with the train at Tebay, north of Kendal, and a second time at Carstairs which resulted in one of the motorail vans being removed from the train and much additional shunting in the night.

By the time the train reached Mossend Yard the train was several hours late. In order to save time the additional carriages and train engines were brought to the yard and attached there and the train diverted through suburban stations and Glasgow Queen St Low Level. A train of sleepers passing through stations that normally only saw electric units got some very funny looks from the early commuters.

Although the extra carriages have been added at Mossend Yard the staff to man the buffet had not and we have to wait for them to join at Queen St Low Level. Once they do the maxpax coffee is very welcome as we climb though up the West Highlands on a cool damp morning. One thing that has disappeared from the modern railway is how much the local communities depended on this train service for more than just transport. At virtually every stop the train is met and parcels and the newspapers from London are collected in Bedford vans.

We arrive in Fort William late but find that the Mallaig connection has been held. Loco and 3 carriages. The weather is a typical Scottish summer day cool, damp and misty. There is an announcement for the passengers using the motorail service to call at the booking office. They are about to be broken the news “Welcome to Fort William, you car is in the sidings in Carstairs”.

We have quite a spirited run down to Mallaig as the driver attempts to recover the time lost waiting for the train from London. Newspapers and parcels have been shipped between trains at Fort William and the small vans continue to meet the train at all the small stops down the line. If you went to the newsagent in this part of the UK and wanted today’s paper you had to come back after lunch. This has changed today as much of this traffic has been lost to air.

37192 crosses Glenfinnen Viaduct 02/08/84

In my view this is the best piece of scenic railway line in the UK and the Glenfinnen Viaduct has spectacular views down the loch but you have to be quick to see it. More recently this viaduct has featured in the Harry Potter films and the Hogwarts Express can be seen crossing it.

Another change that has taken place on the route is the removal of signalmen. In 2009 the signalling is done by radio in 1984 you stopped at each station with a passing loop and exchanged tokens. The signalman would collect the token from the section the train had left and replace it with the one for the next section.

We arrive at Mallaig in time for the ferry across to Skye.

One thing that has struck me writing this 25 years later is how did you used to find out information on bus and ferry services in such remote locations, I cannot remember how I managed it but I obviously did and the times worked. In the world of today you would use the Internet or email. In 1984 these did not exist, I presumably must have written to the operators to find out the times.

In the summer of 1984 there were two options to get from Mallaig to the Kyle of Lochalsh. A direct ferry but this was not at the time we needed it or ferry to Armadale on Skye, bus to Kyleakin then ferry to Kyle of Lochalsh.

The latter is the only option. We join the ferry and discover it is somewhat smaller then we were expecting with only room for about 6 cars, which are driven up a ramp onto the boat then turned on a turntable and packed in on the deck.

The crossing is reasonably smooth and the colour of the water is amazingly dark blue grey. We leave the ferry behind and join the bus across Skye. The roads are very narrow and because of the damp weather the bus steams up very quickly. It takes over an hour to get to Kyleakin. There has been another change here in 2009, the building of a bridge, which I feel has taken some of the romance of travelling to Skye out of the journey, but is less subject to weather disruption.

Two ferries ply the channel backwards and forwards with the constant stream of vehicles travelling between the mainland and Skye. The queue of traffic extends back at both sides of the crossing.

We join the ferry and are pleased to discover that foot passengers are free. Finally arrive in Kyle of Lochash and go in search of food. The plan was to go back to Inverness on the last departure than travel south on the internal Scottish overnight train back to Edinburgh.

Following a visit of the depot we sit on Inverness station and watch the train movements for a while as we have time to kill before the departure of the overnight train. The skies have cleared and it does not go dark until nearly 23:00.

This overnight service has also lost it’s compartment stock and is also formed of open coaches which are more difficult to get to sleep on as you are unable to stretch out full length. A second uncomfortable night’s sleep!

This train stands at Perth quite a while with much shunting in the night. The Aberdeen coaches are attached and various coaches split into Glasgow and Edinburgh portions. This train had to lose time on it’s journey otherwise it would arrive too early to be of any use and Perth was as good a place as any to do this.

Friday 03 August 1984

37191 being boiler tested at Eastfield depot 03/08/84

The day is spent in Edinburgh visiting the train depots of Millerhill and Haymarket than across to Glasgow and visit Eastfield depot. Eastfield depot is located in Springburn one of the most rundown areas of Glasgow and is not a place I would like to visit after dark. All the shops on the walk have roller shutters fitted and have been decorated by graffiti. The two of us don’t seem to notice this and walk from the station out to the depot. The on all my visits to the depot I have always applied for a permit and the staff have always been very welcoming but used to provide a member of staff to walk round with you as it was a busy depot with lots of movements taking place.

We then go on to visit Polmadie and Motherwell depots in south Glasgow.

Following these visits we head home for a good wash and a good nights sleep.

Saturday 04 August 1984

The aim of the Saturday is to get into position for the overnight train between Inverness and Edinburgh. We took the scenic way round to get to Inverness via Aberdeen. With a depot visits arranged at both Aberdeen and Inverness again.

The reason for catching the overnight train on the Saturday night was that it was booked to travel over an unusual route. The route between Markinch and Cardenden had no passenger service over it, this train was booked to use it only on Sunday mornings because of engineering works. It was the only train all week that did this and neither of us had travelled over the line.

Sunday 05 August 1984

25028+25318+08246 withdrawn at St Rollox 05/08/84

The weather was unusually sunny and very hot. After arriving in Edinburgh we caught the train across to Glasgow and another visit to Eastfield depot. After the visit we decided to walk to St Rollox works to see if we could have a look around. We got to the gate and asked the security guard if this is possible. To our surprise he says yes points us in which direction to go and tells us to close the doors of each shed as we enter and leave. We are allowed to roam free within the works which is deserted. A brief search of our bags is carried out on the way out. You cannot imagine this happening today.

We made our way back to Edinburgh for a visit of Haymarket depot and then home for a shower and sleep.

Monday 06 August 1984

Today we were heading for another little used line the only trains that went over it were either in the afternoon or the sleepers in the middle of the night. The route we were trying to travel over was the line from Motherwell – Mossend Yard – Cumbernauld – Stirling and the daytime train was “The Clansman” between Euston and Inverness.

In order to waste time we did a circuit around Edinburgh and back to Motherwell to wait for our chosen train.

Another trip around the depot in Inverness and an overnight journey back to Glasgow.

Tuesday 07 August 1984

Wake up and walk across Glasgow to Central station and watch the early morning commuter trains arrive. Our destination today is Stranraer Harbour. The inward train of Sealink liveried coaching stock arrives which is a pleasant change from the usual blue and grey.

This is another scenic journey as the railway follows the coast all the way down to the end of the line. On arrival we have a few hours before the train goes back so walk out to the old Stranraer Town station where we find a ballast train. We retrace our tracks to Glasgow and return home.

Wednesday 08 August 1984

The final day is a leisurely day with a journey back to Edinburgh and a trip to Dunfermline Townhill depot. This depot was a long way from the town and a lengthy bus journey. On arrival at the depot we could not find any members of staff to ask if we could look round. We looked around the door collected the numbers of the locos in the shed and left. We the returned back to Glasgow and spent the afternoon on Partick station watching the electric units passing by. We returned home and this brought a very enjoyable week to an end.

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