The eight year three month career of D5122 was spent allocated only to Inverness depot.
Built BR Derby Locomotive Works (batch D5114 - D5150).
Shortened fuel & water tank.
Four upper and four lower air filters on non-BIS side, three upper and four lower on BIS side.
Scottish 'Highland' modifications: twin headlights, tablet catcher, cantrail water filler sheeted over, winterisation features: boiler room grille, gangway door weatherstripping, headcode box weatherproofing.
Time between last Classified repair and withdrawal: ?? months.
Time between withdrawal & scrapping: 29 months.
Allocations
The frames for D5122 were laid down at Derby Locomotive Works during March 1960, D5122 was new to Inverness (60A) on June 18th 1960. Further transfers were:
October 2nd 1968 withdrawn.
D5122 was the 2nd Class 24 to be withdrawn.
After withdrawal D5122 had reached Glasgow Works by March 1969 and was broken up there by March 1971.
Works Visits
Works visits (records incomplete).
Noted Inverurie Works September 1967.
Highlights
1960
On July 13th D5122 was noted on the 8.41 arrival at Edinburgh, ex-Inverness, most likely having worked the train throughout.
1961
D5119 & D5122 worked the 10.30 Inverness - Kyle of Lochalsh on August 29th.
1962
D5122 was operating on the Thurso branch on June 5th.
1963
On September 7th D5128 & D5122 worked the 11.10am Inverness - Glasgow Queen Street(?)
1965
On April 24th D5122 was operating on the Aberfeldy branch.
1966
On April 29th D5122 was stabled at Balornock.
D5122 worked the 07.20 Perth - Glasgow Queen Street on November 29th.
Condition no month: green livery with small yellow warning panels, squared upper corners, warning panel does not cover frame level stripe, steam style shedplate on cab front, gangway doors present with substantial weatherstripping, shortened fuel & water tanks, blanking plates fitted (five slats), hand/footholds present, cantrail water filler present, three-rung bogie mounted footsteps, ridge sided sandboxes, three piece miniature snowploughs fitted (black).
1967
D5122 worked the 07.35 Dundee - Glasgow Queen Street on February 25th.
D5122 worked the 20.10 Glasgow Queen Street - Dundee on March 18th.
On March 23rd an eighteen coach ‘Grand Tour’ excursion ran from Edinburgh to Perth via Carlisle starting out with D368 & D1973. At Perth Black Five 44997 & A4 60009 replaced the diesels for the run to Aberdeen. Here Type 2s D5070 & D5127 ran out over the GNS mainline to Keith, Craigellachie and the Speyside line to Aviemore. A stop was made here to add D5122 for the run south over the Highland mainline, the two steamers rejoining the train at Perth for the final leg to Edinburgh.
The St Andrews branch was visited by an excursion on October 8th, unusual because it was a Sunday and that a locomotive was at each end of the train. The trip was run from Glasgow for the Alcan Golf Tournament using D5369, with D5122 added on the rear for the run over the branch from Leuchers.
1968
Timetable changes (?) beginning in May brought Inverness based Class 24s to the Waverley route, possibly on layovers between trips from the Highland capital. One of the diagrams involved the 07.06 ex-Edinburgh, 13.00 ex-Carlisle, 17.54 ex-Edinburgh and the next days 09.20 ex-Carlisle. Most times a single machine sufficed, noted were D5125 (8th), D5122 (9th) & D5115 (10th & 11th).
1968
Changes to the diagrams along the Morayshire coast found Inverness Type 2s appearing on the Waverley route passenger workings.
On September 9th 5122 had been diagrammed to work an early morning passenger train from Perth to Glasgow Queen Street. On its return trip it left Queen Street just before 9am to work back light engine to Perth. Ahead of it was the 08.46 Glasgow - Edinburgh passenger diesel multiple unit formed of a six car InterCity unit. On the approaches to Greenhill Upper Junction this train was brought to a halt under the protection of signals just short of the closed Castlecary station, due to a train crossing over the junction ahead of them.
Following the diesel multiple unit was 5122 which was also brought to a halt whilst the conflicting movement ahead of them cleared. There had also been a track circuit failure at Upper Greenhill which was causing delays and led to the presence of several Signal & Telegraph staff in the area. Confusion with the train crews contacting the signalman over the delays to the stopped train led to the second man of the Class 24 acting on the instruction intended for the 08.46 unit. The instruction allowed for the passing of a signal at danger, but in doing so the driver of 5122 accelerated to a speed that was considered unsafe in light of there being a possible undetermined obstruction ahead.
The S & T staff had the misfortune to witness the sudden arrival of the Class 24 at the point where the 08.46 unit was still standing. Despite trying to attract the attention of the driver there was insufficient room to bring the locomotive to a halt. The impact took place at about 35mph with the locomotive embedding itself in the rear power car - SC79092. Shortly after the collision the 08.30 Edinburgh - Glasgow diesel multiple unit arrived on the scene, recognising the obstruction at the rear of the unit the driver made an emergency brake application but was not swift enough to prevent his train from striking some metal displaced from the locomotive, damage to the unit was insignificant. Unable to provide any assistance to the trains involved this train left the scene, shortly after which fire broke out engulfing the cab area of the locomotive and all of the power car. The leading five vehicles had by this time been detached.
For the locomotive the collision destroyed the No.2 (leading) cab and boiler room. The main frames were broken and distorted with the engine & boiler room bulkheads damaged. The whole of the driving controls, electrical wiring and fittings in the No 2 cab were destroyed. The leading bogie was derailed as was one set of wheels of the diesel multiple unit's trailing bogie. Regretably the locomotive driver and his assistant were killed instantly, whilst three passengers were injured on the passenger train.
Surprisingly the track sustained only minor damage, service over the line was re-established at 2.30pm that day. The damaged vehicles (fire damaged blue & grey liveried SC79092 and 5122) were moved to Bonnybridge, remaining there until September 24th, when movement took place to Eastfield. Withdrawal occurred in September, the locomotive reaching Glasgow Works by October. Possibly the transfer of 5318 to Inverness was effected to cover the loss of 5122.
Condition final: green livery with small yellow warning panels, squared upper corners, warning panel does not cover frame level stripe, steam style shedplate on cab front, gangway doors present with substantial weatherstripping, shortened fuel & water tanks, blanking plates fitted (five slats), hand/footholds present, cantrail water filler present, three-rung bogie mounted footsteps, ridge sided sandboxes, three piece miniature snowploughs fitted (black), engine exhaust located above engine room.
flk 0122
Page added August 16th 2016.
Last updated October 7th 2022.
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