Plan for the day
The plan for Wednesday is to head north from Inverness as far as the train can go; once there to come back and then go on to Aberdeen:
Plan Dep | Train No | Journey | Plan Arr | NRT Miles |
---|---|---|---|---|
07:00 | 2H61 | Inverness to Wick | 11:31 | 175 |
12:34 | 2H62 | Wick to Inverness | 17:08 | 175 |
17:13 | 1A26 | Inverness to Aberdeen | 19:36 | 108.25 |
Notes:
As before my thanks to Real Time Trains for the material in the links.
Operations on the Day
An early start this morning as it takes a long time to get to the Far North! As far as Dingwall I am on previously explored track having travelled to Kyle of Lochalsh and over to Skye using the ferry (long before the bridge was constructed). However the onward route to Thurso and Wick is all new ground.
I have been this way since that trip by car – but the rail line takes a very different route particularly north of Helmsdale where the road stays close to the coast and my route today goes inland. Rail is now at a huge disadvantage to road in journey time as the rail route has to go inland first to Beauly whilst the road traverses the Kessock Bridge and again near Dornoch where the road has a bridge whilst the trains go inland to Bonar Bridge to cross the Kyle of Sutherland. The former is perhaps less of a problem than the latter which adds a lot to the journey time.
Weather is much improved this morning and there are decent loadings on the service as we head North. With the request stops on the line now having modern facilities to alert train crew to waiting passengers we go through most of them at close to line speed so easing the pressure on the driver. Dunrobin Castle is an exception as a number of passengers alight there to visit the castle.
Train crews exchange at Lairg with those on the southbound unit taking us onwards and our crew taking charge of the unit heading towards Inverness.
Spotted several times today is a new countryside adornment. About three or four times today a digger is randomly “abandoned” in the corner of a field adjacent to the line. All of them seem left with no obvious digging work to undertake and no staff anywhere near. Quite why or what they represent remains a mystery. It seems like a lot of expensive machinery to leave almost lying around – although with the low level of population they are unlikely to go anywhere.
The route is far more rural and heavily populated by sheep (and some cows). In nearly every case the low service frequency means that we are given a display, particularly by lambs and calves, of how fast they can run from the noisy machine which might be about to enter the field and chase them around. Older ewes are less prone to run, staring at the mad antics of their offspring as they make a run for it. Needless to say the ewes have seen it all before – probably yesterday.
Once the line has turned inland at Helmsdale much of the route is over the Flow Country which is new to me. it is an extensive blanket bog system of peat which acts as a significant way of addressing the climate change and is currently seeking World Heritage site classification – a decision is awaited.
At the far end of the line the train reverses at Georgemas Junction before heading to the furthermost north station of Thurso and then heading back to Wick where lunch is acquired in a very conveniently located Coop. An hour after arrival a new train crew starts us up with a journey to Thurso before again reversing at Georgemas Junction and retracing our earlier steps.
On the return journey we have a long period where it appears a TSR has been imposed since our outward journey and we lose time. We steadily recover the time as our journey continues until we reach Connell Ferry where the time is largely lost as a large coach party leaves us and we are late into Inverness.
Jump off near the front of the train and run around to the departure platform for the train to Aberdeen and jump on the first door where the guard is standing. A two minute connection and I make it. Quite why the train leaves at that time I am not sure as a couple of stations down the line it has to await a working in the other direction before entering a single line section. Another I7C unit so very comfortable for this run.
Lovely countryside through here and in addition to the other wildlife there is a hare which runs briefly and then sits upright with huge ears in a ploughed field. More deer too. It looks like good farming country.
The hotel in Aberdeen is immediately outside the station and is at the very least convenient.
Rolling Stock
The lack of refreshments both ways to Wick is a slight problem and something on the service to Aberdeen would have been welcome – a huge coffee deficit today. No first class on the Far North line – but a decent loading particularly on the southbound journey with the coach tour of pensioners who had presumably gone north on the coach so were making a one way journey on 158. As already mentioned the I7C to Aberdeen was very comfortable.
Ticket Checks
The crews on the Far North line carried out checks plus there was a check on the way to Aberdeen. Scotrail are good at regular ticket checks.
Summary
An absolutely wonderful day for the scenery – nine hours on one unit with a brief break in Wick was somewhat boring – but apart from the resulting tight connection in Inverness it was a lovely day to see the scenery.