During January 26009 & 27015 were placed into store and then withdrawn later during the month. 27015 was only ever allocated to Eastfield. 26020 which had been placed to store during December 1976 was also withdrawn during January. With the withdrawal of the Scottish Class 24s completed by the end of December 1976 and with a continued surplus of Type 2s, the reduction in the diesel fleet would see further inroads into Classes 25/26/27, with those example due shopping or with collision/fire damage becoming targets for early withdrawal.
Date January?? whilst waiting to depart with the 17.08 Glasgow Queen Street - Edinburgh 27201 caught fire and was removed. 27112 took the train forward alone but was declared a failure at Linlithgow where the service was terminated.
Withdrawn 27015 reached Glasgow Works on February 24th and had been broken up there by the third week of April.
On March 16th a special Crianlarich - Fort William freight headed by 27031 saw eight wagons of coke become derailed west of Bridge of Orchy. Major disruption ensued as the line was not reopened unitl March 18th. Over the same route it was reported that the passenger schedules were now slower due to the alleged inferior maintenance carried out on the Class 27s. On occasion Inverness based Class 26s could be found working over the West Highland routes.
The 23.54 Millerhill - Mossend of April 19th led by 26005 & 26006 ran into a van which had fallen on to the rails near Cleland station. Attempts by the driver to contact authorities failed leading to two occupants being killed with several others injured.
26020 was still stored at Inverness during early June, at the same time condemned 26009 & 27013 were still present at Glasgow Works.
A number of Edinburgh - Aberdeen & Edinburgh - Inverness services during late spring & summer continued to see occasional haulage by pairs of Inverness allocated Class 26s instead of Class 40/47s.
In the Edinburgh area a new coal handling facility opened at Leith Docks. Haymarket's slow speed control equipped Class 26s, along with similarly equipped Class 20s service the facility. From time to time the SSC equipped Class 26s strayed on to other duties, on June 1st 26007 worked the 17.10 Edinburgh - Berwick-upon-Tweed.
26020 was noted at Glasgow Works for scrapping during early August. During the same month 26017 was placed to store, being noted at Glasgow Works in late September.
The winter timetable saw the abolishing of 1st Class accommodation on Scottish Region diesel multiple units with the exception of those serving Inverness. To maintain 1st Class on the Edinburgh - Kirkcaldy - Perth service a locomotive hauled set using a Type 2 was diagrammed.
The Glasgow Queen Street 'Santa Special' occurred on November 4th with a suitably decorated 27012.
A damaged jumper cable on the Corridor First coach on November 17th's 17.10 Glasgow Queen Street - Edinburgh brought the train to a halt with 27111 & 27202, 37148 was sent to assist but initially had difficulty in releasing the brakes, the service was terminated at Falkirk High, passengers eventually reached Edinburgh over two hours late.
Boiler isolated: 26014 (January).
Allocations as of year end:
The night of January 28th brough gales and blizzards to the Highland Region, reportedly the worst since 1955. This led to all sorts of issues for the services out of Inverness.
During January two boiler equipped Class 37s (37108 & 37111), transferred from the Eastern Region were utilised on the West Highland services, in the hope of improving timekeeping.
Amongst many changes revealed for Scottish Region services was the introduction of MkIII stock and push-pull equipped Class 47s for the Edinburgh - Glasgow services, with the existing locomotives and stock transferred to the Glasgow - Dundee route. During the last two years four extra minutes was added to the push-pull schedules. Starting in late February for about 30 days one push-pull set was removed daily for maintenance purposes. In replacement conventional stock was substituted with one locomotive for haulage. The remaining four diagrams were adjusted to cover missing parts of the fifth's diagram. However things did not go smoothly due to ASLEF members objecting to the alledged poor standard of maintenance on the Classes 27/1 & 27/2. Many cancellations ensued as ASLEF drivers failed locomotives considered defective, whilst the NUR maintance staff at Haymarket threatened action following the ASLEF slur on their work.
Whilst standing at the buffer stops at Glasgow Queen Street on March 15th 27040 came into heavy contact with the stock for a Fort William service after locomotives adding a van at the east of the platform came into heavy contact with the stock, pushing the stock down the platform. 27040 suffered minor damage.
On April 25th 27004 and saloon DM45020 were used to convey the Chairman of the B.R.B., Peter Parker over the newly reinstated section of double track between Blair Atholl & Dalwhinnie. The special proceeded to Inverness & Aberdeen.
Noted at Glasgow Works at the beginning of June was 27103 with minor collision damage.
On June 3rd an overnight excursion from Lincoln to Fort William encountered considerable problems after exchanging locomotive at Cowlairs, 47218 for 25062 & 25230. The Class 25s got no further than Dumbarton Central, where after the early morning service to Mallaig passed, 25246 & 27029 replaced the Class 25s. The run up Glen Falloch took its toll on 25246 which was replaced at Crianlarich by 25232 after allowing a Glasgow bound service to clear. Arrival at Fort William was over two hours late. For the return trip the health of 25232 & 27029 was checked at Fort William and they were allocated to the return working. However 25232 failed at Corrour and was removed. One wonders what thoughts crossed the minds of the train crew and the traction inspector as 27029 now continued on alone across the desolate & lonely Rannoch Moor to Bridge of Orchy, where 27043 was added. No more challenges were encountered, some time was gained to Cowlairs where 47218 was waiting to take over.
An incorrectly set set of points at Cowlairs led to the collision of two sets of coaching stock on July 26th. As well as damaged stock and a damaged wall in the carriage cleaning set, push-pull equipped 27108 suffered minor damage to the cab front.
The first Class 47 destined for the revamped Edinburgh - Glasgow service was called to Crewe Works for conversion, with 47493 being noted there in late June. By August Derby Carriage & Wagon Works were involved in the conversion of MK III, coaches and Glasgow Works were working on the conversion of the first driving trailer.
During August 27031 was withdrawn.
For the last three months of the year the push-pull services were rerouted via Falkirk (Grahamston) to allow for the upgrading of the tunnel at Falkirk (High) to permit 90mph running, with work commencing on October 2nd.
During October 26008/10/11/12 were transferred to Haymarket.
On October 13th - 15th an LGCB railtour ran from Crewe to Wick/Thurso. For the portion north of Inverness 26024 & 26036 did the honours, however somewhere on the trip 26036 developed a traction motor fault so for the return journey to Inverness 26024 & 26018 were used. Whilst the Class 26s did what was expected of them, the true workhorse of the railtour was 47001. The trip started at Crewe with 47001 and eleven coaches headed for Leeds where six sleeping coaches were added. The Class 47 ran round its train and headed out over the Settle & Carlisle, then over Beattock, refuelled at Perth and on over the Highland mainline to Inverness. On the return south 47001 took the railtour via Perth, Edinburgh, Carstairs, Carlisle, Newcastle, York, Selby & Leeds, where after its magnificent effort it was replaced ny no-heat 40006.
Events during November did not shine too brightly on the Class 27 powered push-pull services. On November 1st late running of a mid-afternoon eastbound service saw its return working cancelled and delays to two other services. On November 18th the 08.15 Edinburgh - Glasgow Queen Street with 27102 & 27202 failed at Polmont, at about the same time an eastbound service failed at Falkirk Grahamston, the ensuing delays were extensive. Three days later (21st) 27103 with a scratch set of coaches required assistance up Cowlairs Bank due to poor adhesion as a result of wet weather. This resulted in delays to an eastbound push-pull service.
The last two days of November saw a Class 26 with two coaches and saloon SC45030 working over the Inverness - Wick route, calling at all stations and authorised to operate at higher than normal speed limits.
Four specials ran on December 9th between Glasgow & Edinburgh in support of the All Blacks rugby game at Murrayfield, one Class 25 and three Class 27s hauled the services.
Christmas week saw an overcrowded Aberdeen - Kings Cross HST service on the morning of the 21st require a following relief service with 26024 working through to Newcastle, then returning with an afternoon relief to Edinburgh.
Withdrawn in 1978: 27031 (May).
Allocations as of year end:
By the end of January the first of the Class 47/7 locomotives had been released from Crewe Works, being noted on various workings in the Edinburgh area, including many empty coaching stock workings.
27201 was withdrawn from Haymarket during January due to fire damage. It would spend some time stored at Polmadie prior to being moved to Glasgow Works on May 22nd.
Bad weather on February 17th, including snow & gale force winds saw the police in the Dalwhinnie area transfer stranded motorists from the A9 to an evening Edinburgh - Inverness service hauled by 26039. Despite only one locomotive allocated to the train, Inverness was reached but time had been lost.
27033 was noted at Glasgow Works during late April with severe fire damage to one cab.
On June 2nd 26025 was noted in charge of an Ayr - Newcastle day excursion.
Glasgow Works began applying large numbers to outshopped locomotives during June/July.
During early August 47704 and a rake of coaches began sporadic tests on the Edinburgh - Glasgow route. At the time Glasgow Works held many of the recently converted driving brake coaches (DBSO 9701 - 9710) whilst many coaches intended for the push-pull service were in use on the temporary Edinburgh - Euston service pending reopening of the ECML through Penmanshiel.
Despite the proliferation of Class 47s in Scotland, pairs of Class 26s were still diagrammed from time to time on passenger services from Edinburgh to Aberdeen & Inverness.
The LGCB West Highland No.4 railtour from Liverpool on September 28th - 30th used 27109 & 27110 from Cowlairs to Oban, Crianlarich & Fort William. Here 25241 & 25078 took ten of the coaches to Mallaig and back. For the return to Cowlairs 27109 & 27040 were used, 27110 had been failed at Fort William.
After nine years on the Edinburgh - Glasgow push-pull service the Class 27/1 & 27/2 were gradually replaced by Class 47/7s, with the first of the new push-pull trains entering service during October, with full conversion expected by the end of November. The opportunity to use the ETH equipped locomotives on other Scottish services was not taken up, with the equipment being removed over time. The former push-pull locomotives were to be renumbered 27045 - 27056 (ex 27/1s) and 27057 - 27066 (ex 27/2s), however 27203 was withdrawn prior to renumbering and 27206/07/08 were never renumbered.
During early November three pairs of Class 27s remained in service on the push-pull services.
As result of motive power shortages during the year caused increasing challenges in maintaining the timetabled services, an offshoot of this was the publishing of lists revealing those locomotives overdue classified repairs. In many cases the affected locomotives were awaiting unscheduled repairs due to accident or fire damage. For the Scottish Region's Class 26/27s the situation was minimal, as at the end of the year only 27002 due November for a General & 26034 due December for an Intermediate were overdue.
Outshopped from Glasgow Works during 1979 (Intermediate/General Repair)
Allocations as of year end:
During January all of Haymarket's allocation of Class 27s were transferred to Edinburgh, with the exception of 27207. The following month 27108/09/10 were transferred from Eastfield to Inverness. The transfer of the Class 27/1s to Inverness was in advance of using hauled stock on the Inverness - Aberdeen service. 27003/05/07/08 would also move to Inverness during March, this was the first moves for all but 27003.
It was anticipated that the last of the Class 27 push-pull services would be run at the end of March, being diagrammed for the peak hour services. At least one set was noted in use at the beginning of April, but it was soon replaced with a normal locomotive hauled set, leaving the push-pull services now entirely in the hands of the Class 47/7s.
The continued problems of locomotives being out of service for extended periods continued into 1980. For the Class 26/27s the following had been out of service for over 90 days:
During April 27043 was withdrawn due to fire damage (last Classified repair completed November 1978), whilst 27021 was transferred from Eastfield to Inverness in exchange for 27110.
Present at Glasgow Works during the middle of May, all with fire damage were 26003, 27004, 27043 and with collision damage 27202 & 27210.
During June (?) 27044 suffered severe fire damage to the No.2 end of the locomotive, reportedly whilst working in the Dalmally area. It was withdrawn during July, as was 27009.
Withdrawn during August was 27202 with fire damage, its last Classified repair was completed during October 1977.
Classes 26/27 out of service for over 90 days included:
During October 26013/14/18 were transferred from Inverness to Haymarket, 26019 followed in November.
Changes over the West Highland lines impacted the use of Eastfield's Class 27 fleet. The pulp mill at Corpach closed during November, leading to a reduction in freight traffic including the early morning freight from Fort William to Cadder Yard. The loss of the 01.00 Glasgow Queen Street - Oban at the start of the New Year was the last overnight service to traverse any of the West Highland routes. For the time being some of the glens and moors of the Grampians would no longer echo to the sound of trains in the wee hours.
A steam hauled special. 'The Northumbrian' required the assistance of 26034 on December 13th when Black Five 4767 failed at Blenkinsop. A Class 47 assisted the train to Low Row, where 26043 took over for the run to Carlisle.
Outshopped from Glasgow Works during 1980 (Intermediate/General Repair)
27009 last classified Glasgow Sept 1977
Allocations as of year end:
On January 15th 26013 departed Crewe Works for Glasgow Works behind 40106.
26022 was withdrawn during February and cut up during the same month at Glasgow Works, whilst 27109 was transferred from Inverness to Eastfield. Other locomotive transfers during January & February saw Eastfield receive a quantity of boiler equipped Class 37s, to be used as replacements for the Class 27s on the West Highland & Oban line services. The 'surplus' Class 27s then allowed for withdrawal of a number of Class 25s.
A returning Edinburgh - Treherbert rugby special on February 8th (?) was worked from Edinburgh via Carstairs, Carlisle & the Settle & Carlisle to Preston by 26024 & 26010. Ob February 9th the same pair worked the 09.50 Aberdeen - Glasgow returning with the 17.35 to Aberdeen.
During ? the only Class 27 allocated to Haymarket, 27207 was transferred to Eastfield.
During March 27203 was sent to Crewe Works for testing, whilst 27011 was withdrawn.
With the summer timetable came the conversion of the West Highland & Oban services to Class 37 haulage, eleven were required to maintain the service with over half the locomotives stabling overning at either Fort William, Mallaig & Oban. Some of the displaced Class 27s had maintained these services for nineteen years, alongside the Class 20s and the ill-fated NBL Type 2s. But the Class 37s were no spring chickens either and prone to failures. For example on May 7th 37012 expired north of Rannoch on the 18.20 Fort William - Glasgow Queen Street. Fortunately the 1635 Glasgow Queen Street - Fort William was waiting at Rannoch with 27042 to cross the southbound service. The Class 27 was sent out to bring the failed Class 37 and its train into Rannoch. Here the Class 37 was removed and the southbound train continued behind 27042! The fate of the northbound train is not recorded.
At the beginning of June 26001 & 26004 were at Glasgow Works for a General repair and refurbishing, the first to be so treated. External changes included the removal of the headcode discs and central indicator lights. Also present were 26046 & 27023 with collision damage.
On June 30th two morning departures from Inverness featured pairs of Class 27s, with 27205 & 27042 to Edinburgh and 27005 & 27108 to Aberdeen.
During August 27027 was placed in store and initially stored at Dundee. During October 1982 it was reinstated to Inverness.
Another example of paired Class 27s on a passenger service took place on September 1st when 27105 & 27110 substituted for an HST set on the 08.36 Aberdeen - Kings Cross service, which was terminated at Newcastle with the locomotives and stock returning north.
The end of the summer timetable at the beginning of October saw the Edinburgh - Dundee services worked by Mk1 stock hauled by Class26s, although Class 27s were used from time to time. This transition created overcrowding due to having replace six car diesel multiple unit sets.
During October 26023/25/26 were transferred from Inverness to Haymarket whilst 27002, 27106/09 were sent to Inverness from Eastfield.
The first of the refurbished Class 26s, 26004 was released to traffic during November after five months at Works, 26005 replaced 26004 for refurbishing.
Outshopped from Glasgow Works during 1981 (Intermediate/General Repair)
The heavy snows and exceptional cold temperatures during the second week of January caused many operating headaches on the Scottish Region. On the Oban services a number of Class 27s came to the assistance of the Class 37s. On January 16th diesel multiple unit sets assisted by locomotives were splitting the service in two and turning around at Arrochar & Tarbet and after exchanging their passengers they returned to their starting points (Oban or Glasgow Queen Street). On the first southbound service 27017 assisted 37112 and the multiple unit. Later the 18.23 Glasgow Queen Street - 0ban was worked throughout by 27017 & 27032.
On January 22nd whilst working a late evening Aberdeen - Inverness service, 27041 caught fire in the Huntly area, requiring its removal from the service and subjecting the passengers to significant delays. It is also reported that 27041 had sustained superfical damage at Eastfield on January 5th whilst fire broke out at the fuelling point.
The period of extremely low temperatures took its toll on the Scottish locomotive fleet, with many taken out of service due to freeze damage. In an attempt to assist Glasgow Works with the backlog, Doncaster Works assisted with Class 37 frost damage repairs whilst Derby Works received some Class 27s, including 27003/21 & 27203 by the first week of February and withdrawn 27011 late in March, it was noted on March 22nd heading south from Carlisle with 27041 behind 47320.
During January 26012 & 26018 were withdrawn.
26028 was transferred from Inverness to Haymarket during February.
During May a reshuffle of Scottish Region Type 2s included seven Class 26s transferred from Inverness to Haymarket and seven Class 27s transferred from Eastfield to Haymarket. A rumour circulating suggested the use of Class 27s and coaching stock as a stop-gap on the Glasgow - Ayr route pending electrification of the route. The start of the summer timetable also saw the introduction of the Scotrail branding.
Another Class 27 to reach Derby Works was a rundown 27041 with fire damage. Meanwhile the activity at Glasgow Works saw the four Class 20s arrive from store at Swindon for repair whilst the heavy general repair programme was being extended to the Class 27s with 27106/112, 27209/212 being the first examples. Upon release these locomotives lost their 27/1 & 27/2 numbering, being placed in the 27/0 series. Also present were 27014 & 27104 with uncertain futures. By August these two locomotives had been moved to Derby for repair, joining 27041 which was receiving power unit repairs.
The June 1st Papal visit to Bellahouston Park saw many specials arriving at Corkerhill with a fine selection of motive power. These included 26032 from Edinburgh, 27023 (Elgin) & 27029 (Fauldhouse).
During June 26028 was placed in store.
The Dundee - Edinburgh services became the forte of Class 27s during July. The end of the summer timetable would see increased use of other classes, particularly Class 47s.
During September 26013/14/45 & 27001 were stored unserviceable at Dundee. Present at Derby Works during September were 27014/41/42 & 27104. 27011 had been cut up recently.
On September 14th the 14.27 Dalmuir - Motherwell with 303017 was truck in the rear by 27203 hauling an oil train. Injuries were of a minor to the passengers and train crew, however 27203 suffered considerable cab damage, leading it being stored unserviceable.
During October 26033 was stored unserviceable whilst five Class 27s were transferred from Eastfield to Haymarket. September and October had seen a large number of locomotive transfers resulting in a large reduction of the Scottish Region's Class 25 allocation.
26027 was stored unserviceable during November, whilst 26021 was transferred to Haymarket. After release from Derby Works during early November, 27042 was stopped in transit at Gateshead on 9th with flat batteries. 27014 & 27104 were still under repair at Derby, whilst collision damaged 27203 had been sent down to Derby for evaluation.
The abandonment of steam heating saw the equipment associated with this either isolated, disconnected or removed. Class 26s which had their boilers removed were 26010/011/014/015/023/025. As the heavy general repair programme for Class 26s got underway in 1983 those still equipped with boilers would have them removed.
Outshopped from Glasgow Works during 1982 (Intermediate/General Repair)
Rugby fans travelling between Edinburgh & Glasgow on January 15th for the International game at Murrayfield, had the choice of using three extras, all three received Class 27 haulage - 27012/22/33.
Storms on January 31st saw a late evening Glasgow - Bristol diverted over the Settle & Carlisle, being hauled by 27032 between Carlisle & Crewe.
Tragedy befell the 13.50 Aberdeen - Inverness near Elgin on February 3rd when three coaches derailed, the last coach fell on its side, leading to one fatality and some serious injuries. Two coaches and 27007 remained on the rails.
26019 was stored unserviceable during February.
During March 26028, 27001/41 were taken from store and returned to service, although 26028 & 27001 were admitted to Glasgow Works for dual braking and heavy general repair. For the Class 26s in this programme the original 6LDA28 power unit was replaced with a series 'B' from other withdrawn Type 2s (class 25 or 27?). During the same month 27028 was stored unserviceable.
On March 28th 27021 caught fire at Keith whilst working a morning Inverness - Aberdeen service.
After a lengthy repair at Derby Works, 27041 was returned to service during April and reinstated to Eastfield. At the same time 27016 was stored unserviceable.
After evaluation at Derby Works for collision damage repairs, which were denied, 27203 was withdrawn during May. Other transfers included 26027 being reinstated to Inverness (although it would be outshopped by Glasgow first) and 26040 transferred from Haymarket to Inverness. The current order of refurbishing and dualbraking of Class 20s at Glasgow was completed during June, allowing Glasgow to concentrate on similar repairs to the Class 26/0 & Class 27/0.
The middle of June saw a number of Class 27s venturing as far south as Tyne Yard. On June 14th the afternoon Speedlink from Stranraer arrived behind 27051, whilst the evening Mossend - Parkeston Speedlink arrived with 27054, both returned north the next day with a Parkeston - Mossend freight. Also on 15th the Stranraer Speedlink arrived behind 27042.
Withdrawn during June was 27027, whilst 27019 was stored unserviceable at Polmadie and 26045 was stored unserviceable and then withdrawn during July.
After a year spent at Derby Works the Intermediate repair for 27014 was completed during August. Still under repair with fire damage was 27104 whilst 27203 awaited scrapping. 27104 would be released during September and renumbered 27048.
The last two weeks of August brought a number of Class 26s to the Newcastle area. In particular the Leith - Derby pipe train was handled by pairs or occasionally singly, with a Kings Cross - Aberdeen parcels often the means to return the Class 26s north of the border. On August 25th the 14.43 Carlisle - Newcastle diesel multiple unit was noted behind 26025.
26028 was the first vacuum braked example to be refurbished in September, receiving a heavy general repair, dual braking and boiler removal.
During October 26030 was stored unserviceable, whilst during November 27019 was returned to service and 27036 placed into unserviceable store.
Outshopped from Glasgow Works during 1983 (Intermediate/General Repair)
The location of stored/withdrawn Class 26/27s at year's end was:
Withdrawn during January was 26044, reportedly after sustaining major fire damage whilst on snow clearing duties between Blair Athol & Dalwhinnie.
A further round of bad weather during January and a continued locomotive shortage on the Scottish Region saw Swindon Works taking on added responsibilities in receiving four Class 27s (27002/16/19/36) and making two good locomotives from them. 27016/36 were already stored, 27002/19 were officially placed in store during February.
During April 27016 was withdrawn with fire damage and moved to Glasgow Works, whilst 26027 & 26039 were placed in unserviceable store. With 27016 unfit to move, only three Class 27s travelled to Swindon Works on March 24th-27th (27002/19/36). Whilst at Swindon Works 27002 was reinstated to Inverness during May and repairs were also approved for 27036 being reinstated to Haymarket, with 27019 withdrawn during May to become a spare parts source.
On the weekend of April 20th - 22nd the 'Easter Highlander' railtour provided some mileage for four Class 26s. The Edinburgh Waverley - Burntisland - Dundee - Aberdeen - Huntly - Elgin - Inverness section (238 miles) was handled by 26008 & 26021. This pair were not in the best of health, for the run from Inverness to Perth 26035 & 26040 were substituted.
Although Class 27s were still active on the Edinburgh - Dundee services, by April the Class 47s had a strong hold on the services. Issues with outshopped Class 27s from Glasgow Works continued to delay the return of these locomotives to service. However by the end of May the Class 27s were back in command of these services.
Reinstated to Haymarket during June was 26014. During the first week of June Glasgow Works had a very strong English Electric feel with sixteen Class 20s undergoing various types of overhaul, mostly Heavy General repairs including the fitting of dual brakes and slow speed control equipment. Four Class 26s were receiving repair and the last of the Class 27s to receive Heavy General repairs, 27025/26 were almost ready for release.
By the end of June 27040 had reached Swindon Works to have its power unit exchanged with the one from withdrawn 27019.
27034 was withdrawn during July, whilst 27028 was reinstated to Eastfield, however it would be withdrawn during August.
Class 26/27s continued to be regular visitors to the Newcastle area, either via the East Coast mainline or from the Carlisle direction. On July 17th 26005/06 were sent light to Newcastle to take over an early afternoon Kings Cross - Dundee parcels. 26005 failed en-route, leaving 26006 to handle the service alone. Three days later (20th) 26015 arrived at Newcastle assisting a failed diesel multiple unit ex-Carlisle.
Several double headed passenger workings involving Class 27s took place during September. The 14.20 Inverness - Edinburgh utilised 27048 & 47269 on 18th and 27022 & 47017 on 24th. Also on September 18th the 20.40 Inverness - Aberdeen was hauled by 27103 & 27050. On September 21st the 13.03 Edinburgh - Inverness with 47702 propelling was noted passing Aviemore with 27058 (formerly 27204) assisting at the front.
Withdrawn 27028 & 27034 were moved to Swindon between September 20th - 27th to provide spares, travelling via the Cumbrian coastal line. A week later on October 5th 37058 was noted passing Bescot en-route to Derby with 27040, 08570 & 08808 in tow, presumably following completion of repairs at Swindon Works.
During October four Class 26s were transferred from Inverness to Haymarket, in replacement Eastfield sent five Class 27s to Inverness, whilst Haymarket sent three. Included in these moves were 27004/14, which were transferred for the first time.
The last two months of the year saw four Class 26s swapped between Haymarket & Inverness and a couple of Class 27 transfers.
Enthusiast's on the weekend Grampian Highlander railtour enjoyed considerable Class 26/27 mileage including 26003 & 26007 between Edinburgh & Inverness (17th) and 26026 & 27004 between Inverness - Edinburgh - Glasgow & Gourock - Edinburgh (18th). At Edinburgh the driver mercifully failed the waiting pair of Class 31s, allowing the far superior 47009 to takeover to Newcastle, then 45042 to Derby, then regretably the abomination of a pair of Class 31s to St Pancras, what a sacrilege.
Outshopped from Glasgow Works during 1984 (Intermediate/General Repair)
Withdrawn during January were 27007 & 27030, with 26008/31 moved from Haymarket to Inverness. More ominous was the transfer of fifteen Class 37s from the Western Region to Scottish depots.
27007 had sustained minor fire damage with the repair cost exceeding the maintenance limits for this Class. After withdrawal the locomotive was stored at Motherwell depot. 27007 would become the first Class 27 to be preserved, being acquired by the Mid-Hants Railway.
Placed in unserviceable store during March were 26013/19/30/33 and transferred to Inverness during February were 26037 & 27065. Transferred to Haymarket during March was 27023.
The release of 27038 & 27042 from Glasgow Works during April after Heavy General Classified marked the end of Classified repairs for the Class 27s. Equally as gloomy for the BRCW Type 2s, as referenced above, was the withdrawal of 26030/33 after the refusal of Classified repairs, at this time 26010/26/31/43 were at Glasgow to receive Heavy General repair and the fitting of dual brakes. 27036 remained at Swindon Works for completion of unclassified repairs.
27023 received its first transfer during March, moving to Haymarket.
Withdrawn during May were 27021 & 27032, at the same time 26024/25/36 were transferred to Inverness, with 26043 moved to Haymarket & 27008 to Eastfield.
Transfers during June & July saw 26043 transferred to Inverness and twelve Class 27s reshuffled between Eastfield, Haymarket & Inverness.
During July 26026 became the first Class 26 to carry Railfreight livery.
An Open Day at Haymarket on August 24th & 25th included recently outshopped 26010 following completion of its Heavy General Repair.
26024 was transferred to Haymarket during September whilst five Class 27s were reshuffled.
Between October 24th & 30th 27007 moved from Motherwell to Swindon view Crewe, Bescot & Gloucester, en route to preservation on the Mid Hants Railway. 27007 would leave Swindon with 25067 on November 26th for Alton.
During November four Class 26s & two Class 27s were transferred to Inverness.
Outshopped from Glasgow Works during 1985 (Intermediate/General Repair)
During January 27002, 27029 & 27040 were withdrawn. The 1985 Scotrail plan envisaged a reduction in the Scottish locomotive fleet of 50 through 1987, the Class 27s would play a major part in that reduction. Additionally Glasgow Works would become part of the BR Maintenance Group from April 1986. For the remaining Class 27s, only unclassified repairs would be carried out.
Withdrawn during February were 27033 & 27208, at the same time two Class 27s were transferred to Eastfield.
Withdrawn during March were 27037 & 27206.
From the beginning of March the Edinburgh - Dundee services were very much in the hands of Class 47s, although the Class 27s still worked the occasional service. In the light of this change it came as no surprise that during April & May twelve Class 27s were withdrawn, whilst twelve Class 26/27s were reshuffled between Inverness, Eastfield & Haymarket. The loss of the Class 27 hauled Dundee - Edinburgh services saw the end of regularly scheduled passenger haulage by Sulzer powered Type 2 locomotives. In retrospect it is fortunate that where the Class 26/27s had left their lengthy imprint on passenger workings, the West Highland, Oban, Kyle, Far North and Highland mainline services, they were replaced by machines of equally good repute, the Class 37/40/47s. Mercifully they were not replaced, as many south of the border Class 25s were by wrecks of machines which needed re-engining early in their working lives.
On May 24th an SRPS excursion which included much preserved coaching stock ran from Falkirk to York behind 27001 & 27046. On the return leg 27046 suffered a major oil leak and 27001 suffered a traction motor fault (precipitated by the oil leak from 27046?). At Newcastle both were replaced by 47521.
Hearking back to earlier times an early morning Edinburgh - Inverness passenger service on June 10th was hauled by 26021 & 26035. On June 28th 27001 & 27056 were noted passing Achalladen with a charter train.
At the end of July the position of the withdrawn BRCW Type 2s was:
The release of 08938 & 26025 during June marked the end of Classified repairs at Glasgow Works.
On August 9th/10th the Fair Maid of Perth railtour from Kings Cross to Perth utilised 27042 & 27059 from/to Carstairs and involving much mileage, approx 260 miles, as the Types 2s wandered across central Scotland during the afternoon and into the night, reaching the 'destination' of Perth shortly after 10.30pm!
Late summer saw a number of Haymarket Class 27s being utilised on the Edinburgh - Dundee services alongside the Class 47s, whilst a number of Class 26s substituted for diesel multiple units on the Edinburgh - Kirkcaldy services during mid August. The use of diesel hauled stock on these services continued into September.
27014 was withdrawn during September, whilst four Class 26s moved from Inverness to Haymarket and seven Class 27s from Haymarket to Eastfield. The introduction of the Glasgow - Ayr electrified service on September 29th saw the displaced diesel multiple units end the locomotive hauled services between Edinburgh - Dundee and other Fife services. Reportedly working the Dundee services on the last day (September 28th) were 27054 & 27055. Another nail in the coffin for the Class 27s.
Whilst the use of the Class 27s over the West Highland line was now very much diminished, the recent Class 37/4 replacements encountered severe tyre wear due to a small pool of dedicated locomotives working day in, day out over the severely curved route. No answer was immediately available for the solving of this issue.
During october the remains of 27203 were scrapped at Derby Works by Vic Berry.
26006 was noted at Glasgow Works during November receieving collision repairs.
A surprise for passengers on the seven coach 17.17 Glasgow - Edinburgh stopping service was the use of 27053.
Outshopped from Glasgow Works during 1986 (Unclassified/Intermediate/General Repair)
27003 was withdrawn during January and 27038 & 27056 in February.
In an attempt to clear many of the withdrawn Class 26/27s a collection point was established at Thornton Junction, with condemned locomotives being moved from Glasgow Works, Haymarket, Perth & Polmadie during the latter part of January. Vic Berry proceeded quickly to cut up the locomotives, including 26044, 27020/33/36.
Late in September 1986 the North Notts Locomotive Group had purchased D8 (44008) from its then current owner, the Class 44 languishing on the Strathspey Railway. On January 28th 27024 arrived at Aviemore to take the Class 44 south, getting as far as Perth before brake troubles stopped the journey. Repairs were effected by February 2nd when 27050 took D8 as far as Mossend. On February 10th 20201 took D8 to Carlisle, 25901 to Crewe (11th), 25288 to Bescot (12th) and 31449 to Toton (13th). On February 16th 20100 & 20045 took D8 from Toton to Matlock.
During February 27207 was renumbered ADB968025 and was noted at Eastfeld.
On March 14th an SRPS Railtour utilising diesel & steam ran from Falkirk via Newcastle to Carlisle, Annan, Barrhead and Edinburgh? The leg from Falkirk via the ECML to Newcastle was handled by 27046 & 27049, although 27046 failed en-route. Black Five 5305 took over at Newcastle. The Class 27s returned light engines to Edinburgh.
Allocations as of March 31st:
Further movements of locomotives to Thornton Junction for scrapping took place, with movements from Millerhill & Glasgow Works. By the middle of April 26030/33, 27021/32/40 had been recently broken up.
Withdrawn during April was 27049.
During May the entire Class 26 fleet was moved from Haymarket to Eastfield whilst 27053 was stored unserviceable (and later withdrawn) at Polmadie and the remaining operable Class 27s were restricted to a maximum of 45mph.
27025 was withdrawn during June. The discovery of asbestos in some of the locomotives being scrapped at Thornton Junction saw the operation stopped and the remaining locomotives moved to Leicester. Between June 3rd & 9th 25028, 25318 & 26013 made the long move to Leicester via Mossend, Carlisle & Crewe. Thus opened the floodgates for the movement of condemned Class 26/27s to Leicester - the moves are listed at the end of the 1987 year notes.
The final duties of the Class 27s were of a very menial nature. However on July 3rd 37033 & 27005 worked a heavy tanker train from Glasgow to Fort William.
During July 27001/05/24/26/42/46/50/51/52/54/55/59/63/66 were withdrawn, leaving just 27008 in service which was withdrawn during August. The movement of the withdrawn locomotives to Vic Berry, Leicester was a speedy process (see movement notes below). Most of the moves took place via Carlisle and Basford Hall due to the majority of the Class 27s being dumped in the Glasgow area or Falkland Junction. One movement did traverse the East Coast mainline, starting at Haymarket, and completing the journey to Leicester in just 24 hours. In a move on July 9th very recently withdrawn 27026/52/55 were dragged by 27063 from Mossend to Carlisle.
On July 14th 27008 & 27066 were noted running at Ayr depot.
A visitor to the Basingstoke Rail Fair on September 26th/27th was 27059.
Stored unserviceable were 26025 (September) & 26003/10/14/27/39/ (October).
On November 13th 26027 worked a Basford Hall sidings - Carlisle engineers special freight. 26027 had just been released from Crewe Works following asbestos removal. On the very wet evening of November 18th 26038 was noted at Preston with three parcels coaches.
Whilst part of an engineering possession involved in the erection of overhead line equipment on August 18th, 26029 ran through a set of trap points on the up loop at Granthouse and became derailed all wheels, ending up lying on its side. On the night of August 27th breakdown cranes from Motherwell & Haymarket rerailed the Class 26. It would be withdrawn on October 13th.
Noted south of the border on October 12th was 26034 on a late afternoon Carlisle - Preston vans, it would work the same service on November 2nd.
By the end of October heavily damaged 26029 had reached Haymarket, the following week it was at Eastfield for spares removal. On a happier note 27059 was released from Vic Berry after asbestos examination, and headed for Tyseley in the last week of October.
During November 26007 was noted with coal subsector markings, the first Class 26 to be so treated.
The last extant withdrawn Class 27 (27018) was scrapped at MC Metals, Glassgow during August. Eight Class 27s reached preservation.
Withdrawn during 1989 were:
As at March 1st the remaining Class 26s were:
On August 3rd 26005 & 26011 worked the 12.10 Glasgow - Ayr relief.
During the summer the evening Dundee - Montrose service was often hauled by a Class 26.
26015 was withdrawn during June (scrapped at MC Metals, Glasgow during September 1994).
When 26001 & 26007 (D301 & D5300) were repainted back into green livery, the headcode discs were refitted, they were mounted on frames so were not flush with the cab front as in the original design.
During the summer season a Wednesdays only Inverness - Kyle of Lochalsh service was diagrammed for Class 26 haulage, on occasion celebrities D5300 & D5301 worked the diagram.
The final twelve Class 26s remaining in service were withdrawn during October. These were 26001/03/05/07/25/32/36/37.
Thirteen Class 26s were secured for preservation.
The last three extent withdrawn Class 26s to be scrapped were 26006/26/42 at MC Metals, Glasgow during June 1995.
A BRCW builders plate from 260?? (DEL 50) sold at Stafford Auctions for £400 during January 2011.
D5300 - D5319 Pilot Order locomotives for use on suburban workings out of Kings Cross & Moorgate.No snowplough brackets.Buffers were oval
Class 27 center window plated over (depot modification): 27007, 27008.
Class 26s to carry Railfreight livery: 26001-008/10/26/31/32/34/35/37/38/40/41.
Preserved Class 26s: 26001, 26002, 26004, 26007, 26010, 26011, 26014, 26024, 26025, 26035, 26038, 26040, 26043 (total of 13).
Class 26 disposals:
Class 27 disposals:
5300 green April 1970, blue by October 1972
Renumbering of Push Pull locomotives:
Fire Damaged Locomotives:
Page added January 2nd 2015.