D5116, 5116, 24116
D5116, 5116, 24116|
Photograph courtesy David Happs.
Brand new D5116 heads north from Skipton, presumably on its way to Scotland after having completed its acceptance trials at Derby. The view is probably taken during May 1960. It is perhaps ironic that Skipton would also witness the last movements of some of the Scottish Class 24s as some made their last journeys from storage at Carlisle to Doncaster Works for breaking up during 1976/77. But for now D5116 has sixteen years of service ahead of it and will be witness to some of the finest scenery to be seen from a railway line, including the next eighty miles along the Settle & Carlisle route.
The sixteen year four month career of D5116/24116 was spent allocated only to Scottish Region depots.
The frames for D5116 were laid down at Derby Locomotive Works during February 1960, D5116 was new to Kittybrewster (61A) on May 7th 1960. Further transfers were:
May 1960 to Inverness (60A)
December 1960 to Polmadie (66A)
May 1961 to Inverness (60A)
October 1975 to Haymarket
September 5th 1976 to store (unserviceable)
September 15th 1976 withdrawn
Renumbered April 1974.
After withdrawal 24116 was stored at Polmadie from September 1976 to March 17th 1977 when it was moved to Doncaster Works and broken up by July 1977.
Movement: 24103/16/23 & 08426 9F45 Polmadie - Doncaster March 17th 1977.
Works visits (records incomplete).
Noted Glasgow Works June 1969.
Noted Glasgow Works February - June 1971.
Noted Glasgow Works October 1975.
Condition no month: green livery with small yellow warning panels, curved upper corners, warning panel covers frame level stripe, gangway doors fitted with substantial weatherstripping, full size water tank, shortened fuel tank, tablet catcher equipped, blanking plate fitted (five holes), hand/footsteps present, cantrail water filler present, three-rung bogie mounted footsteps, ridge sided sandboxes, three-piece minature snowploughs fitted .
|Reflecting recent diagram changes, here is D5116 at Hawick working a local over the Waverley route. The route had been host to the Haymarket based examples for a while. D5116 features one of Inverness's home grown modifications - the metal stripping around the door seams on the now disused cab front connecting doors.
Photograph courtesy Bruce McCartney.
During the December Christmas week D5116 was noted operating out of Ayr, perhaps assisting with the increased coal movements from local collieries, especially in the light of the loss of D5051 and the arrival of a number of winter storms.
Condition October: blue/yellow livery, gangway doors in place with substantial weatherstripping, headlights fitted, steam style shedplate on cab front, full size water tank, shortened fuel tank, blanking plate fitted (five holes), hand/footholds present, cantrail water filler sheeted over, three-rung bogie mounted footsteps, ridge sided sandboxes, three-piece miniature snowploughs, 'D' number prefix present.
Photograph courtesy Geoffrey Robinson/Collection N Ross.
5116 arrives at Achnasheen with the truncated 10.30am Inverness - Kyle of Lochalsh service on a wintry looking day in November 1969.
The Aberdeen and Dundee works holidays began on July 11th, a special from each was run to Stranraer. Both trains had only four coaches, the Aberdeen special was hauled by 5116 and the Dundee with 5404.
Despite having been on the Highland Line services now for over twelve years the Inverness based Class 24s were still bearing the brunt of work over the Highland mainline, though these services were not without their off days. On May 25th the northbound ‘Royal Highlander’ set out with 5116 & 5327. Trouble befell 5327 near Blair Atholl so 5322 was borrowed from a freight train to assist. This locomotive, on the climb to Drumochter summit started putting out filthy smoke from a burning traction motor. The fire brigade dealt with this at Kingussie, leaving 5116 to soldier on to Aviemore. Here 5322 was removed being replaced by 5318 sent out from Inverness, arrival was just an hour late.
A step back in time occurred early in October when a motive power shortage in Scotland saw a number of the Edinburgh - Aberdeen services reverting to pairs of Type 2’s. So noted on October 8th was 5116 & 5236 on the 10.30 to Aberdeen.
|5116 and a Class 26 await their next turn of duty at Edinburgh Waverley, date unknown. Although the tablet catcher has been removed the locomotive still carries many of its 'Scottish' features - the twin sealed beam headlights, the customised boiler room blanking plate and several other enhancements unique to the Inverness machines.
September 14th proved to be a challenge for the operating authorities north and south of Inverness. A Euston - Wick charter stopped north of Slochd with two seized traction motors on 26034, which had ironically replaced a failed 26043 at Perth. Inverness sent out 24129 & 26033 to remove the defective Class 26 into the siding at Tomatin, returning to the train (with 26035 still attached) to assist on the short hop to Inverness. This one hundred and fifty minute stand on the mainline well and truly bottled up traffic with seven trains stuck. Once clear of Inverness time was made up with only a two hour late arrival at Wick! Another special in the area, Grand Tour No 20 from Edinburgh to Kyle of Lochalsh with 40081 became embroiled in the delays, having reached Inverness where 24116 & 26035 substituted, was then subjected to a slow ride to Kyle, caught behind a heavily delayed stopping service hauled by 24130. The Grand Tour was turned quickly at Kyle, but at the expense of the most heavily delayed train of the day, a charter from Leicester to Kyle. This had been three and a half hours late at Inverness, and would leave Kyle ninety minutes late behind 24125 & 26042, much planning having to take place to allow all the extras to cross the service trains as expeditiously as possible. The Grand Tour would arrive back in Edinburgh almost three hours late.
In Scotland the major use of Class 40s on passenger workings prevented many of the remaining Class 24s from seeing frontline passenger duties, but on November 29th 24120 & 24116 worked the 12.45 Aberdeen – Edinburgh.
|24116 most likely at Haymarket. The locomotive sports an unusual location for the number, almost dead centre on the side, whilst the double arrow emblem is also unusually located. Other Scottish features include the plated over headlights, the louvred boiler room grille and the sheeted over boiler water filler at cantrail level.
Photograph courtesy Ian Mawson
Condition August: battery isolating switch side: number on cabside, emblem on center of bodyside (number later moved to more normal position on bodyside behind driver's cab, which is unusual so late in the life of the Scottish Class 24s).
On February 25th 24116 handled an Edinburgh – Dundee football special.
On July 18th 24116 was under repair at Polmadie.
|24116 was withdrawn from Haymarket during September 1976, another Class 24 to be taken out of service with collision damage to a cab. It is seen here at Polmadie on March 5th 1977. Along with 24118 this was one of the last to visit Glasgow Works for minor repairs during October 1975.
Condition final: blue/yellow livery, gangway doors sheeted over, headlight location sheeted over with circular plates, shortened fuel and water tanks, boths tanks were fitted with circular gauges, blanking plates fitted (five holes), hand/footholds plated over, cantrail water filler sheeted over, three-rung bogie mounted footsteps, straight sided sandboxes, weatherproofed headcode box glazing, one side only:number positioned on center of bodyside, BR emblem on bodyside close to boiler room grille, on battery isolating switch side the number & emblem positioning is normal.
Page added July 31st 2016
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