PART 3
A driver’s view of ECML modern traction
WHEN National Express won the East Coast Main Line franchise, taking over on December 9, 2007, and adding to several other franchises it controlled, driver Mick Ingledew was less than impressed he’d be working for what he termed was a ‘bus company’.
During his 42 years on the footplate, Mick Ingledew has driven most classes of modern traction. In class order, here are his top five locos - and his most loathed.
Mick quickly formed his opinions: “The corporate truck arrived complete with its one size fits all approach. The first action was a ‘yes that’ll do’ style when the next change of uniform appeared for the frontline. So hundreds of staff having to unload their GNER uniforms into bin bags followed, taking the new one from a National Express uniform bag that it arrived in. As a manager, I could see the full negative effect this takeover was having.”
Class 37
While Mick became increasingly frustrated with more and more of the administrative aspects of his management role, there was also the operational aspects of the position that could not be underestimated.
A remarkable loco, reliable, and unique for me. I can’t ever remember working a passenger train with one, perhaps as only a few were fitted with a boiler, usually the feared Clayton steam-heating boiler. It was a nightmare for secondmen, as its operation was truly complicated. The boiler had a limited output similar to that of the ETH-fitted Class 37/4s, suitable for around five passenger coaches. My favourite working was driving 37/7s in multiple working to Workington hauling 2,500 tons on 25 BBA wagons, returning with the empties. Cold starts were fun and I really liked the Class 37. It’s a testament after more than 60 years service some are still out there on the iron road.
“It was always a mystery how an InterCity 125 set would leave King’s Cross forming ‘The Highland Chieftain’ at 12 midday and perform well to Inverness, lay overnight with oil checks, essential maintenance carried out and be re-platformed and ready for the morning service, only to be declared a failure in the morning!
Class 45
Exhausted
I liked this locomotive, and found them ideal for freightliner workings. When I worked freightliners, the wagons were in a five fixed-vehicle formation, so for example a 25 vehicle consist would be 5x5. The length was equal to 72 single-length units (SLU’s) at 21 feet each, so that’s 505 yards.
“If there were faults found it was often the need to arrange fitters to attend, based at Clayhills, Aberdeen, some 110 miles away. When all avenues were exhausted, I would get the call at Newcastle on many an occasion. This involved travelling on the 06.30 to Edinburgh, collecting the Class 67 ‘Thunderbird’ and taking the light engine to Inverness, which in itself was an adventure.
In my sphere of route knowledge, which had been quite extensive, the maximum was 72 SLU’s, which ensured a train could be recessed in loops for regulation purposes. Trains in excess of 72 SLU were deemed as out of gauge and subject to special workings. One example was 4S39, Bathgate Cars, which exceeded 100 SLU on occasions.
“With a head code 0, you were bottom of the regulation hierarchy, doomed for a time-laden journey. North of Perth is mainly single line with passing loops and a mixture of tokenless and track circuit block. Many of the loops are for the scheduled passing of working time table services. Once I’d arrived at Inverness and got coupled up, running as a Class 5, it’s more or less the same regulation policy with the train at the bottom of the priority pile.”
We had an evening working from Darlington to Carlisle Kingmoor in each direction. The consist was 72SLUs, and with the Class 45s gearing/field diverts, for which there were five, they were perfect for accelerating these long trains and coping with the heavy gradients along the Newcastle to Carlisle route known as the ‘West Line’.
Based on experience, a hotel was booked at Edinburgh as the likely time of arrival was after the last southbound train back to Newcastle had departed. Even so, Mick’s dedication to lodge working never waned. Even though the Newcastle lodge drivers worked well as a team,
Those who drove them would remember the power handle, a brass sculpture rising way up high from the desk. As you accelerated to full power, the controller wouldn’t stay at max, and gradually drop back, so driver Jimmy Turnbull showed me how to overcome this by sliding it up your shirt sleeve and wedging your palm against the desk. It worked!