Georgemas Junction coupling/uncoupling of loco haled stock

[adrock1976]

At Georgemas Junction, I noted that there is one platform with a run round loop in between the platform and the (what appears to be disused) fenced off area of the loading crane.

As the Thurso branch immediately diverges just past the Inverness end of the platform and the run round loop continues beyond to rejoin the track to and from Inverness, I was wondering what the coupling procedures were for the train to run to Inverness. From Inverness I could visualise that it is simple (similar to Carstairs with portions from London or Birmingham to Glasgow and Edinburgh) in that the train would uncouple both portions, and that there would be an additional loco that would run round and couple to the Thurso portion.

For the Inverness bound portions, did the portion from Thurso arrive first, drawing up to the Wick end of the platform, then the ex Wick portion would go via the run round loop drawing past the Thurso branch, then shunt and couple to the ex Thurso portion? Also, did the loco that was on the ex Thurso portion then uncouple, with the coupled portions being hauled by the ex Wick loco?

I used to have some of the Great Britain Passenger Railway Timetable books from 1988-94 which shown the portions uncoupling/coupling, but as I no longer have them, I am unsure which portion arrived first.

 

[30907]

From visits back in the 70s: the Thurso loco would wait on the branch and then attach to the rear of the train, which would be detached from the Wick portion. ISTR the train (the 06xx from Inverness, with several BGs) having to draw forward before this could happen.
In the reverse direction, there were two options, as there was an Up platform on the loop: either as you suggest, or the Thurso portion shunting onto the rear of the Wick train while it stood in the loop. Afraid I can't remember, but the Wikipedia article goes with your version.
Either way, the Thurso loco remained at the junction - though it must have been changed over when exams were due, which would mean some additional moves.

The practice of splitting/joining continued in the first years of Sprinters.

 

[hexagon789]

I have seen footage taken in 1983 of the procedure at Georgemas, not on YouTube I add, in that instance the train ran into what is now the platform with the Thurso portion at rere.

A second loco was waiting just one the Thurso branch and it then ran into the station and coupled. The two portions were then split and after a pause (for brake test presumably) the Thurso portion then left. The Wick portion left second.

This was part of a much longer video of Scottish railways, about 50 mins length in all and was available on the web

 

[xotGD]

From distant memory, the portion from Wick stood still and the portion from Thurso backed onto it.

 

[GusB]

From "Diesels in the Highlands" by G. Weekes p75 (bear in mind he doesn't know 26s from 27s, so have a large portion of sodium chloride to hand...)

After running through mile after mile of utterly lonely moorland scenery, rather more level and cultivated country is reached at Georgemas Junction, most northerly of all on BR, where the lines to Thurso and Wick divide for the final few miles of the journey. In this scene in September 1973, Class 24 No.5116 has brought an eight-coach train in from the south and, after depositing the two-coach Wick portion beside the signalbox, has drawn forward and back with the coaches for Thurso. The Class 26 working this branch has coupled on and is seen departing round the curve, leaving the Class 24, with a bogie van coupled next to it, to rejoin the Wick portion.

It seemed to be a more complicated affair than just a simply split or join. I had trouble working it out until I realised that the junction wasn't a simple "Y" arrangement with one bit going to Wick and the other to Thurso.

 

[Gloster]

From something I read up on a few years ago, I have a vague recollection that the shunting varied a bit depending on the amount of tail traffic. The first train from Inverness often had quite a few vans, mostly destined for Thurso; some came back on the last southbound passenger, others on the goods. On one of my first visits in the late 1970s/early 1980s I can remember that the train loco took just two coaches on to Wick, one of which was the buffet.

For many years the changeover of the Thurso branch loco was done in the morning: one loco worked the southbound goods from Wick as far as Georgemas and then took over the Thurso branch until the same time the following day. The loco that had started the day at Thurso took over the goods at Georgemas and worked it through to Inverness.

 

[30907]

From "Diesels in the Highlands" by G. Weekes p75


It seemed to be a more complicated affair than just a simply split or join. I had trouble working it out until I realised that the junction wasn't a simple "Y" arrangement with one bit going to Wick and the other to Thurso.

If you Google Georgemas Jn SB this image appears which shows the RMB+BCK of the Thurso portion as described. I assume this is the 06.15-ish from Inverness, and the Thurso portion was something like 4BG,SK,CK. That accords with my memory from 1973/1976, especially the limited capacity of the Wick portion (leaving Culrain around 0800 it filled up with hostellers!)
https://www.google.com/search?q=geo...Q&biw=768&bih=1024&dpr=2#imgrc=hkddUwVkrOxznM

Edit - I have found my notes of the two trips:
June 1973, Wick portion I noted as BCK only (!), Thurso 3BG,RMB,CK,TSO but not sure of the exact formation. I travelled to Thurso on that occasion.
Aug 1976, formation ex Inverness BG Wick, 3BG,TSO, CK,TSO Thurso, RMB, BCK Wick.
The second formation fits with the photo, and explains the complicated moves as the Wick BG obviously needed re-coupling to the coaches.
I doubt such moves were necessary at other times of day!