TRANS PENNINE

THE MAGAZINE OF THE PENNINE RAILWAY SOCIETY
 

No.111 - Spring 2000

Committee Briefs

 

 



Renewal of Membership Fee

We would like to thank all those members who have renewed their subscription to the PENNINE RAILWAY SOCIETY for 2000. It is
not too late to join. Simply send your £4.50 fee, made payable to the PENNINE RAILWAY SOCIETY, to Tony Caddick,our Membership Secretary, at the address shown above. By return you will be sent a FREE 2000 PRS pocket diary.
For any of you who are not rejoining this will be the final magazine you receive. In these circumstances we sincerely
thank you for your valued support and hope that you may consider rejoining the Society at some time in the future.

Annual General Meeting

A successful AGM was held at the "Salutation", Doncaster, on Sunday 16 January 2000. All the Committee was re-elected,
with the exception of David Bladen, who asked to stand down from the Committee. We would like to thank David for all his
work for the Society, and hope that he may be able to rejoin the Committee at some time in the future, It was decided not to
presently fill the vacancy.
We hope to organise a “get together" during the Autumn, It is likely that we will visit the East Lancs Railway at Bury,
where we can travel on the trains or visit a local hostelry.
Further details will appear in a future magazine.

25th Anniversary
A limited number of PENNINE RAILWAY SOCIETY mugs remain. These celebrated the Society's Silver Jubilee. If
you have not yet bought your mug, please contact David Bladen, who will be pleased to sell you one.

Male Chauvinist

Father of the Society, Geoff Bambrough, in a quiet time at Chez Bambrough, was heard to say to long-suffering wife,
Lynne, "don't just sit there, sow something".

Skinner Transferred

Society Chairman, Robin Skinner has moved his work base from King's Cross to York. He was granted a free transfer.
This, however, has spoiled the Ginger one‘s ambition of being the first anorak to ride all the pods on the London Eye,
the world’s largest hamster wheel. On the other hand we feared the first ever case of Big Wheel Rage, with him yelling "get out
of my way, let me pass" to the passengers in the pod in front.

Railtrack Hacked

Computer hackers inserted a message on Railtrack‘s website page over the New Year announcing that all services had been
scrapped between 31 December 1999 and 2 January 2000 due to year 2000 compatibility problems. It was only when it went
on to wish all the sheep in Wales seasonal greetings that a hoax became apparent.

Takeover Adds More Spice

The takeover of troubled Northern Spirit has been conformed. Transport operator Arriva has taken over MTL which runs Northern Spirit's Trans-Pennine Express and South Yorkshire rail services. It will continue the existing franchises until 18 February 2001. Services will continue to be operated at existing levels.

Reprieved Encounter

Geoff Bambrough tells us that the setting for one of the great weepies of British cinema is to have its own happy ending. Carnforth Station, where Brief Encounter was filmed in 1945 was due to be demolished as part of Railtrack plans to upgrade the WCML.
There are now plans to turn it into a tourist attraction. Geoff says that film fans travel from around the world to see the station which provided the main backdrop for David Lean's tale of two strangers who meet on a railway platform, fall in love, but choose duty. It is likely that the tea room, where much of the film romance is played out to be re-opened complete with the bentwood chairs, cast-iron stove and mahogany counter from the film.
The film, second in the British Film Institute's list of 100 great British movies, was filmed in Carnforth partly because it was so remote that film lights would not attract the attention of the Luftwaffe.

ECML Franchise

A consortium including Virgin Rail Group, Stagecoach and Railtrack has unveiled a project, involving 206 mph expresses, as a rival bid for the ECM franchise operated by GNER. It includes an electrified spur from Retford to Sheffield slashing joumey times from Sheffield to London to 75 minutes.
Virgin's 200mph line would run from just south of Peterborough to Hambleton, near Selby. It would run to the west of the present ECML as far as Bawtry, when it would cross it and continue to the east. Trains to Doncaster and Wakefield would rejoin the existing line at Bawtry.
There would be a fleet of trains named VGV's - Virgin Grande Vitesse.

Bus Boss Departs

Transport giant Stagecoach provoked an outcry when it gave new boss Mike Kinski a £250,000 "golden hello" two years ago. He is now to receive a £1 m "golden goodbye", or what the City calls a "golden sod-off". Under his stewardship shares have fallen from 281 p to l09p.

Best and Worst

The Strategic Rail Authority has awarded Grade A (best) to Island Line, whereas West Coast and Cross Country, both run by Virgin Rail, have been awarded Grade D and Cardiff Railway is the worst with an E Grade.
Room on Top

Stagecoach owned South West Trains are proposing to run double-decker trains if its franchise is renewed in 2003, to reduce overcrowding. Sutty reminds us of the 4-DD Four Car Double Deck Suburban Units which operated on the Southern Region 50 years ago. Numbered 4001 and 4002 the motor brake second sat 55 on the lower deck and 55 plus 10 tip-up on the upper deck, whilst the trailer second sat 78 lower deck and 66 upper deck. A major disadvantage of these units was the length of time it took passengers to detrain.

Extra Trains for Ferry User

More passenger trains are to serve Heysham. From May, North Western plans to run an extra train to connect with a new daily Sea Cat sailing to Belfast.

Anglia Heads West

Anglia Railways has secured a £2.8m government grant for its ground breaking Chelmsford to Basingstoke Crosslink service. It will be the first train operator to launch a new passenger service outside its franchise area, in May.

Central Scotland Route to Reopen

Railtrack Scotland is funding a package to reopen the route from Stirling to Dunfermline via Alloa, a route closed more than 30 years ago.

Editors Note

I am in the process of creating my own Web Page, mainly to give an up to date picture of the current rolling stock situation on Britain’s railways. Lists will include Locomotives, Units and Coaching Stock.
I also intend to devote a page to the PENNINE RAILWAY SOCIETY which will be loosely based on the 25th Anniversary broadsheet. If any members have any thoughts on what else could be included would the please contact me.
The URL for the site is www.abrail.co.uk but it will not be available for a few weeks (depending on my spare time).
Does any member have a full list of Mark 1 Coaching Stock ? If so I would appreciate a copy as I am working on a database for these nearly obsolete vehicles.
Thanks again to those members who provide regular information and articles for TRANS PENNINE. For those of you who don’t PLEASE THINK ABOUT IT! - IT IS YOUR MAGAZINE.
 

The London Eye

by Ian Shenton


 

Around Christmas and New Year time Stuart, Malcolm and myself, have a trip out by rail, usually to London. This year being a bit special we thought about being spoilt, travelling First Class and having a meal on the journey. So we sifted through the rail press and train operators  advertising and came up with a day trip to London, courtesy of Midland Main Line. In their brochure were day trips to London on 3 early
morning trains from Sheffield, which included First Class travel and full English breakfast served at your seat for the cost of £32. So a look at the timetable was needed for the best connections from Leeds. A date of 8"‘ January 2000 was chosen, departing Leeds at 06:05 and making a connection with the 07:40 Midland Main Line departure from Sheffield to London St Pancras, A call was made to the reservation online and bookings made were, to our surprise, we made a 10% saving for 3 or more persons travelling, making the cost £28.60
On the Saturday morning we made our way to Leeds station and joined the 06:05 Plymouth, an on time departure, and arrival at Sheffield was made giving us a 30 min wait for the London train, The 8 car HST arrived from the south, seat reservations were placed throughout the train and boarding of the train was taken. The train departed on time and was sparsely occupied, tickets were checked and our first cup of coffee was served.
We made stops at Chesterfield, Alfreton, and Langley Mill before arrival at Nottingham. With our seats being in the restaurant car the stewardess had to pass our places to serve drinks to passengers joining the train at these stations so we had our cups topped up at each station.
On leaving Nottingham the train was nearly full, the steward took our order for breakfast, the choice being full English or continental.
The trolley then arrived with the choice of cereal or fruit juice and more coffee. Then came the breakfast, the plates came piping hot you could feel the heat on your face. The stewards then proceeded to fill the plates with
bacon, sausage, fried bread, fried egg, tomatoes, mushrooms and chips with as much toast as you could eat. The plates were cleared along with more toast, curly buns (croissants) with a selection jam and marmalade. After all this was devoured we lay back taking in the scenery.
Arrival was made at St Pancras at 10:16, 4 mins early. To make our way to our highlight of the day via an elongated detour we walked to Euston to catch a service to Harrow and Wealdstone, which passes Willesden and Wembley depots.
Whilst waiting at Euston the following locos were observed:
87001, 87006, 87011, 87015, 87017, 87022, 87024, 87026, 90015, 90026 and 90040. On Willesden was noted D9000, and 86229. Wembley Yard the following were recorded 50002, 50050, 66076, 66086, 66089, 66092, 66124, 66180, 92011, 92014, 92015 whilst at Harrow 86606+86605 passed on a Freightliner. We then caught the next train back to Euston passing Wembley and Willesden to check that nothing had been missed. We then by tube to Paddington and onwards to Ealing Broadway for Old Oak Common and Acton yards.
Passing Old Oak Common we could see, in the distance, withdrawn and stored locos of classes 31, 37, 47 and 73. On Acton yard were 58033, 59001, 60023 and 66105. Then it was back to Paddington and by tube to Victoria and Clapham Junction. At Clapham were noted 73207, 73210 on Gatwick’s and in the yard 37602+37605.
Whilst on platform 10 I caught my first sight of why had come to London, the giant Ferris Wheel on the south bank of the Thames. We then boarded the next train to Waterloo and on arrival we made our way to the site of the BA London Eye, It is a really huge piece of machinery. Then the disappointment- it is not working!, There were men all around working with hammers and wrenches trying to get the wheel moving as it did not pass its commissioning in December. The sights over London must be marvellous from one of the 30+ plus pods which are as big as single decker buses. We walked along side and over Westminster Bridge taking photographs, and along Victoria Embankment to Charing Cross station.
From Charing Cross we travelled by tube to Liverpool Street Station where, noted on Norwich services were 86217, 86221 and 86235, From there we went to Hamilton House, a large public house on the south side of the station. It is a J.D. Witherspoon establishment, and there is a large selection of hand pulled beers and lagers a few pence cheaper than normal London prices. Across the road is a Tesco store where you can
purchase your refreshments for the return journey home.
With Tesco carriers, we made our way to St Pancras and a few more pints in the Shires Bar. There is a good selection of hand pulled beers and lagers to chose from although a lot more expensive than Hamilton House. Our train home was to be the 19:25 direct to Leeds. You do not have to book your return travel arrangements with the First Class package. There is no “at seat” service on the return journey, although tea and coffee is free at the counter. It was an uneventful journey home with our tinnies, pies, sandwiches and coffee. A punctual arrival was
made at Leeds at 22:46.
I wish to thank my travelling companions Malcolm, Stuart and Midland Main Line for an excellent day out.

It's not just about waving
a green flag
Martin Hall

 

 

The duties of a guard remained unchanged for many years until the 1960's. Since that time, numerous changes have been brought
to bear which has resulted in a guard's duties today being virtually unrecognisable in comparison to what they were even 30 years ago.
Today, the men and women who carry out these duties are not even called guards in most instances, Train Manager or Senior Conductor being two of the common names used. They are very commercially orientated, being high profile in terms of their revenue protection activities and their public relations duties. I believe that the modem "BR" rulebook no longer places the "Guard" in charge of the train. On a recent trip to
Leeds, I even saw the "guard" helping the buffet staff serving drinks. 1 couldn't help wondering what some guards of the past
would have made of this.
The guards on the Severn Valley Railway, where I work as a volunteer, working much the same way as guards did up to and including the mid 1960's. They are purely operational and act as safety officers. They are constantly observing signals and speed restrictions, acting as a third pair of eyes in that regard.
They maintain the Guard's Journal which plots the progress of the train against its booked timings and is a method of recording unusual events and occurrences, (a kind of equivalent to a "Black Box" in as much as it is always scrutinised in the event of any incident). The Railway's rules
state that the guard is the person in charge of the train (I won't finish off the rhyme since those of you who know it will also know that it is not printable). Guards on the Severn Valley Railway do not undertake any commercial duties such as checking tickets nor do they serve drinks to passengers!
Just over a year ago, I enrolled on the 1999 Guards' course, and the following article is a chronicle of my experiences.
The course began in January with an initial meeting. This was a chance for the ten of us who had enrolled on the course to meet each other and to meet the Guards' Inspectors who would be our tutors. The syllabus was reviewed and the Inspectors present spent some time setting out what we were letting ourselves in for. In a nutshell, if we were going to be passed out as guards, we would need to have a good working knowledge of the Railways Rules and Regulations, have an extensive knowledge of the Railway‘s route and infrastructure,understand the signalling systems used, be able to shunt at any yard or location along the entire length of the Railway (16.75 miles), have a working knowledge of rolling stock and be able to demonstrate our practical ability to carry the duties of a guard. For those who did not have them, railway medicals were arranged and personal track safety tests were taken.
The next stage of the course was route knowledge and we spent a very cold February day being shown around the various station sites along the line. The object of the exercise being to familiarise yourself with not only the layout, but also the signalling at each location. This in itself is no mean feat as the Railway has three heavily signalled stations at Kidderminster, Bewdley and Bridgnorth, each of these having in excess of 20 signals. There are a number of other preserved railways that have one location with a lot of signalling, but I cannot think of any that have three!
To augment this tuition, we were advised to walk the line and familiarise ourselves with signalling, gradients, speed restrictions and landmarks. It is very important that as a guard of a train, you know exactly where you are at all times. You may, in the worst-case scenario, have to  summon emergency assistance to an accident of some kind and give a location.
Around Easter of 1999, therefore, I spent three days in which I walked the length of the line, visiting signal boxes as I went to ensure I had collected all relevant information and discussing any operational oddities of a particular station with the signalmen I met.
Shunting was the next matter to be dealt with and we spent a day in May in the Yard at Kidderminster learning and getting hands on experience with screw, buckeye, link and instanter couplings, vacuum and steam flexible pipes or "bags", British standard and Pullman gangways, end shields, tail lamps, hand brakes, shunting poles, brake sticks, dynamos, vacuum cylinders, the list was endless. In addition, we were also
instructed in the practicalities of train protection and the use of detonators.
Whilst all of this was going on, we were, in our own time reading through the Rules and their Appendices. Because I travelled to and from work by bus, I was able to do a great deal of this whilst sitting in rush hour traffic. The amount of information was considerable and covered all aspects of railway working from the equipment a guard should carry with to what to do when confronted with an on train fire.
The theory, rules and route knowledge took about five months to work through and were rounded off with a group discussion, guided by our instructors, concerning the things we had learnt. We all felt that our eyes had been opened to the workings of the Railway and were already noticing a lot more of what was going on around us whenever we were on or near the line.
The next stage was the practical training. This involved working trains with the instructors. Not totally dissimilar from learning to drive a car, in as much as you may be doing the business but the instructor is still in control. I won't give a full account of the things that happened and the mistakes you inevitably make, but I'll give you a few examples:

Struggling to couple together Vacuum and Steam "Bags" in the confined space between coaches.
Trying to give the "Right Away" at Hampton Loade before the token had been handed to the driver.
Leaving my detonators behind at the booking on point when going to check the train over at the start of the day and running back to get them, being relieved that they had not fallen into the "wrong" hands.
All of the above, very valuable learning experiences.
"Put the setter in"
This next incident sums up a great deal of what guarding on the Severn Valley Railway is all about. Guards have the ability to apply the continuous vacuum brake on the train in order to stop the train should the need arise. This is done by means of the brake valve in the guard’s van, often known as the "Brake Setter" or more simply the "Setter". The
first time I used one in anger was during a training turn in July. We were leaving Arley with an up train and I was watching my train as it moved slowly out of the station when I suddenly became aware of a noise, my senses focused and I realised it
was a voice. It was in fact the voice of the Signalman shouting "Guard!! Door Handle! GUARD! DOOR HANDLE!!!"  I suddenly realised he must have spotted a door that was not properly shut. I dived across the van and banged the Setter upwards, holding it open for a few seconds. There was a loud inrush or air and I saw the mercury indication on the gauge above the Setter drop from 21 " to between 10" and 15”.
Glancing out of the window, we were still moving....... Christ!
I banged the Setter up again and this time held it open until the gauge registered 0" The inrush of air stopped, the vacuum in the train pipe having now been destroyed. With wheels squealing and lots of creaking and groaning, the train lurched to a standstill ..,. wow!
I screwed down the hand brake (something a Guard must always do when leaving his van) and stepped out onto the platform. The Driver, Neil, was making his way up the platform ramp towards me with the Token in his hand.
"What‘s up Martin" he enquired. "The Bobby's seen a suspect door" was my response.
The door was checked and found to be OK but the handle was sitting at an angle. Better to be safe then sorry though.
The next problem was how to get started again. The locomotive was now on a curve in a cutting beyond the station and there was no way Neil was going to see me if I was on the platform side of the train.
"I'll give you the tip from the other side" I shouted, as Neil made his way back to the footplate. A raised arm was his response. Well, it worked and we were underway again.
The instructor, who had watched all of this in silence, now spoke. "Not bad" he said, "You acted quickly and did the right
thing, You even used your ingenuity when it came to getting started again and came to an understanding with the Driver about how you were going to do it. Don't be afraid to really bang the Setter in though, I noticed it took you a couple of goes
to stop us."
And so onto the exams themselves. These came in four stages, written, oral, shunting and practical. The written paper took about four hours to complete. There was multiple choice, some scenario questions, i.e. what would you do a question involving the completion of a Guard's Journal, a  question on the signalling at one of' the larger stations and questions on train headlight codes and railway sketching.
The next stage was the oral. This took approximately one hour. It covered pretty much the same stuff as the written but it was in the form of an interview with two of the Guards Inspectors, one f whom being the Chief Guards' Inspector who looked very sternly over the top of his reading glasses at you when you were answering his questions, A question he asked me was.... "Your guarding a train between Bewdley and Arley, its night and its raining hard. All of a sudden, just as you enter the
cutting at Eymore, your train comes to a complete stop. What are you going to do?"
It was one of those disaster scenario questions, the Victoria Bridge had collapsed and he put me through my paces about setting back in section and keeping passengers advised and contacting signalmen All very mentally exhausting.
His ability to remember events was and still is awesome. "Where should your hand lamp be when passing through tunnels?" he asked. "In my hand and lit" was my response. "Correct" he said "But can you tell me why, on 22 August, you went through Bewdley Tunnel with it in your hand but it wasn‘t lit, I know because I saw you, but you didn't see me did you!" He had a glint in his eye at this stage and proceeded to tell me that he had an unnerving ability to turn up and catch Guard's who had developed "bad habits" in the act.
With the oral behind me, it was on to the shunting. The point here was to demonstrate that we could couple and uncouple carriages, We all took it in turns to shorten the buffers, lift the buckeyes, open the jaws of one of the buckeyes, bring the coaches together, with the aid of an 08 shunter, test the coupling and then separate the coaches.
Finally, came the "passing out" turn. This was like taking your driving test. You were the guard for the day and one of the Guards Inspectors came with you and observed. The day covered most things from checking your train over at the beginning of the day and carrying out a brake test, through to working the train for two return trips of the line and finally, disposing of the train and locking it up at the end of the day.
My passing out turn was relatively uneventful. The only incident being having to report the existence of some trespassers between Kidderminster and Bewdley to the signalman at Bewdley South. This was achieved by shouting up at the box as we ran into Bewdley Station. What is it about railways lines that attract people on to them?
Now as a passed guard reflecting on the training I received, I can certainly say it has been one hell of an education, and that‘s coming from someone who thought he knew a fair bit about railways. When people ask me what guarding is all about, I can best describe it as a 95% to 5% scenario. 95% of the time everything is going smoothly and you only have to call upon 5% of your knowledge and experience, However, you have to be able to use the other 95% almost instinctively when you find yourself in those situations that occur about 5% of the time.


MIDDLETON
RAILWAY
GALA
 
by Paul Slater

 


The motorways south of Leeds had been altered since Chris and I went to the previous year’s gala at the Middleton Railway, and I took a wrong turn. I had to double back on roads quite unfamiliar to me, but soon I picked up the route I should have been on, and I recognised the exit for the Middleton Railway; I glimpsed one or two steam locomotives at Moor Road station, with smoke rising from them.
The Middleton Railway claims to be the oldest standard gauge preserved railway in the country, and it was certainly the first one I ever visited. I was living in Leeds in the late sixties, and one Saturday in September 1967 I went to a gala at the Middleton Railway; a photograph I took shows North Eastern 0-4-0T No. 1310 in steam. New motorways, roundabouts and warehouses have made the approach to the Middleton Railway totally different from the days when I lived in Leeds, but the old iron level crossing gates on Moor Road were as I remembered them, and so were the streets of red brick back to back houses, where I parked, a little further on.
The Middleton Railway’s own stock of tank locomotives is supplemented by visiting engines for the annual gala. In September 1998 the  visitors were 0-4-0ST No. 51218 and 0-6-0ST “Sir Berkeley”; the newcomer for this year’s event, 0-4-0ST No. 9 “Annie” from the Embsay railway, was waiting with a demonstration goods train at the level crossing as we arrived at Moor Road. Soon we had watched it bring its train
over the crossing and into the station approaches with the Middleton Railway’s own Cockerill vertical boiler locomotive acting as banker.
Two more steam locomotives were in use that day, and they provided motive power for the next passenger train on which Chris and I travelled; 0-4-0T No. l3l0, which I had seen on my first visit to the line thirty two years earlier, was hauling the train, and the banker was an 0-4-0ST. Before travelling up the steeply graded “main line” to Middleton Park halt, the train ran over Moor Road level crossing -  men with red flags holding back the traffic - and along the branch which once connected with the former Midland main line. The two coach train with a steam locomotive at each end moved very slowly alongside roads through an industrial estate; this line had once enabled the Middleton Railway to exchange goods traffic with BR.
The surroundings of Middleton Park halt are quite rural, and the train with its two engines made an attractive picture standing among trees and bushes in autumn sunshine. Before returning to Moor Road station, the train travelled a short distance down another branch, one which led to the original attractive of the preserved railway, where I went for the gala in 1967. My next visit to the Middleton Railway was in April 1972, and by then passenger services - using goods wagons and brake vans - were running between Moor Road and Middleton Park. The premises at Moor Road have expanded greatly since those days, but the run under the motorway tunnel and up the gradient to the country end of the line has not changed so much.
Back at Moor Road, two O-4-0 diesel shunters, and “Carroll”, coupled up to the passenger train for the next departure The Cockerill locomotive making clouds of thick black smoke, backed on to the front, and the train departed as a most unusual triple header. I watched the man with red flags hold up the traffic on Moor Road again for the goods train to cross; “Annie” was at the front, and the other 0-4-OST was
banking.
We looked at the engines awaiting repair in the works, or stored on a siding. 0-4-OWT “Windle” was another of the locomotives which I had photographed during the 1967 gala, but 0-6-0T No. 67 "Gothenburg" was one which I had first seen at the Worth Valley Railway, and
0-4-OST "Mirvale" which had been hauling trains at the 1998 gala, was one I had originally noted on the North Yorkshire Moors Railway.
It was announced that the final departure of the day to Middleton Park halt would feature all the working locomotives. There was a delay while the engines were prepared and marshalled, but eventually the train departed as a spectacular quintuple header, with “Annie”, the other 0-4-OST, No. 1310, “Mary” and “Carroll” all at work at the front, and the Cockerill locomotive -as banker putting in another smoky performance It was, as Chris said, more engine than train, and made a very photogenic finish to our day at the Middleton Railway.
A few days later, I sorted through some old negatives, and found the ones I had taken on my first visits to the Middleton Railway, The 1967 gala was the first time I saw activity on the line, but I had been to the Middleton Railway one Saturday the previous October and taken some photographs I had long since thrown away the black and white contact prints but now I got enlargements made from some of the negatives. One shows the Moor Road level crossing; there in 1966 are the iron gates which are still to be seen, but in the background is a terrace of old houses which must have been demolished years ago, and where there is now the station garden and picnic site, in my picture there is just waste ground. Another photo shows the site. of Moor Road station itself; then just a rusty track disappearing into long grass, with another set of iron crossing gates in the background. A third photo shows the “main line” of the Middleton Railway running between slag heaps, with a colliery
winding wheel in the middle distance and a connection going off in the background to join the goods line which used to connect the ex. Great Northern main line at Beeston with the former North Eastern route at Marsh Lane; this line through the southern outskirts of Leeds can be seen in my photo of 1966, with a footbridge spanning it, but it has now disappeared. I found it very interesting to compare these scenes on the
Middleton Railway as I first saw it with the activity at the recent galas, and to see how the line has developed over the years.


European Rail Focus
No 3. The Netherlands

by Andy Dalby

 

This was my first Euro System back in 1981, chasing EM2’s, and I did, throughout the 198O’s and early l990’s managing to get back to the NS (sometimes 4 visits per year). My trips to the NS now happen about once every 18 months. The Dutch system, also known as the NS(Nederlande Spoorwegen) is about 70% electrified at 1500V DC, the rest of the system being DMU operated. Due to the voltage being different in both Belgium and Germany all the NS electric locos are internal use only. The only foreign locos on the NS being Belgium dual voltage class 1100’s and 25/5’s and on the odd occasion German diesels of classes 215/218.
Access to the system can be made several ways, by Eurostar to Brussels then onto the hourly Brussels to Amsterdam service, this being worked by Belgium 1100’s and Dutch stock. By ferry H0111 Hull to Rotterdam (P&O North Sea Ferries) or Harwich PQ to Hoek van Holland (Stena Line Fast Ferry). Eurolines coaches run from Victoria coach station to Amsterdam (via cross channel ferry or Euro tunnel) and the usual airlines fly to Schipol from various UK airports, Access by rail from other European networks can be from Liege to Maastricht (one of the hilly places in The Netherlands), from Koln to Venlo via Monchengladbach, Koln to Arnhem via Emmerich, Hannover to Hengelo via Bad Bentheim. There are two other routes but these involve units only.
The NS’s own fleet of electric locos consists of some old Alsthom locos built between 1950 and 1956. These class 1100’s have been modified over the years, the most noticeable modification being the fitment of “crash noses”, but by the time you read this these locos may have all been withdrawn.
The class 1200’s, built in 1951 to 1953 in a style similar to some American loco’s of that period have all been withdrawn but some have been sold to a private freight operator. These have been painted and renumbered are still active, also two examples have been preserved, these two locos may find their way onto charters or other special trains in the future. One point of note with these locos is that some of them were
running with spoked driving wheels!
The class 1300’s based on the French class 7100 are the NS’s large locos, built for heavy freight traffic. Their use on passenger trains was once fairly common but now this work has dwindled to the odd service.
The class 1500’s were the main reason for British cranks visits to the NS, being the EM2’s from the Woodhead line. Withdrawal came in the late 1980’s but three of these locos survive today, One of these in the Netherlands, 1501 is preserved and has worked on various services since its withdrawal, including timetabled trains such as the last scheduled Koln to Den Haag service on 27th May 1995, It has worked several times since then and will work again in the future. (see railway mags for details). The two other classes of locos, the 1600’s and 1700’s are almost identical externally, the class 1600’s now being split about 60%/40% freight/passenger sectors, the passenger locos now being renumbered.
The 1700’s work any of the main line services once powered by the earlier classes, but also work push/pull mode with double decker stock on many branch line services, especially around Amsterdam.
Various styles of EMU’s dating from 1966 to the present day, are intermixed with the loco hauled services ranging in styles known as “Dog Head” through to the current “Bison”, these names coming from the design of the vehicles front end. The “Bison” EMU’s are 3 or 4 car double decker sets used all over the system, The latest acquisition to the EMU fleet are double decker driving motor vehicles for use with the loco hauled double decker rolling stock thus making more EMU’s.
On the diesel front, the locos date from 1988 to 1995 which are virtually the same as the emergency locos for the Channel Tunnel. They have no booked passenger work but have been known to work on charters, special trains and rescuing failures. It can be an impressive sight to see three or more of these locos on some of the freight trains in the Rotterdam area.
Hotel accommodation is available throughout the country with various prices for rooms etc. Food is of reasonable quality, railway stations buffets to set meals in some towns. Breakfast can be interesting, smoked ham, cheese, boiled eggs, several different types of bread etc, drinks, both tea and coffee can be had anywhere along with several decent beers. If you go tourist mode, Amsterdam is the main centre, sights like the canals, red light district (location details on request). Rembrandts House and Anne Franks House being two of the major attractions, another being the tram system which serves the city. Amsterdam does have its problems, drugs being the well-known problem. It has been known for total strangers to ask you if you want to buy (or sell) dubious substances. It's up to you if you want any but it may not be legal in this country.
“Coffee shops” are well-known points to purchase drugs, it is said there is a menu for them when you go in. One other problem I’ve encountered is hotel touts on arrival at Amsterdam Central station, keep an eye on them and watch your gear.
The Netherlands has other attractions in places like Delft, Zandvoort an Zee, Den Haag, Rotterdam and other major towns, the list could go on for a few pages.
This system has had, and is still receiving vast quantities of money spent on it. Flyovers are being built, stretches of line being quadrupled, new stations being built. For example the line from Rotterdam to Dordrecht used to run on a raised section out of Rotterdam Central over a twin track bridge that had to be raised 3 to 4 times per hour for river traffic. This line now runs in a four track tunnel under the river doing away with
the delays caused by the bridge. I would not like to guess the cost of this type of engineering work. BR would have done well with the money that the Dutch have spent on their system.
See for yourself pay the NS a visit, You ’ll be surprised.


Pennine Quiz
No. 100

by Ian Shenton

 


1. Which railway periodical is 60 years old this year (1999)?
2. Which was the last standard gauge steam loco to haul a BR passenger service train?
3. Which preserved railway won an award for best timetable of 1999?
4, What is the name of the proposed Clan class loco to be built?
5. Which preserved railway as a station named Kirkhaugh?
6. Which Eurostar sets carry advertising for the Beatles film Yellow submarine?
7. Which class 66 was trialled for cab soundproofing?
8. Who named class 91, 91022 Double Trigger?
9. On which preserved railway would you find Vera Lynn and Eric Treacy?
10. Which train operating company as had its own beer brewed?
11. Which 3 locos hauled the Kosovo Train For Life?
12. Which was the first class 92 to work throughout from Mossend to Dollands Moor?
13. Which river does Lamington viaduct cross?
14. Which other No’s did class 81, 81020 carry?
15. Where can class 20, 20139 be found?
16. Where was D7672 first painted green?
17. What is the Route Availability (RA) of new class 67?
18. On, which preserved railway, are the new class 175 DMU being tested?
19. Where was the main inquiry of the Southall rail crash held?
20. Name GWR No 4901.
21. Which preserved steam loco was displayed in the middle of a field in August this year?
22. On which preserved railway is Wootton station?
23. How many BR standard class 9F were built with Franco Crosti boilers?
24. How many stations remain open between Inverness and Wick?
25. What is the gauge of the Great Orme Tramway?
26. What was the first position held by Nigel Gresley on the Great Northern Railway?
27. Name class 60 No 60092
28. In which year were electric trains introduced the Manchester Bury line?
29. Where was the first length of 25 Kv. overhead electric installed?
30. On what date was the Royal Border Bridge Berwick on Tweed opened?
31. What is the length of the Ravenglass & Eskdale railway?
.32. Name class I36, 65236
33. Between, which stations is Desborough Summit?
34. In which year was the BR newspaper Railnews first published?
35. Who is the present General Secretary of ASLEF?
36. Which railway had the initials MR&FoDJR?
37. Which class 47 carried a nameplate beginning with the letter X?
38. What was the first BR standard locomotive to be withdrawn?
39. Which class B1 locomotive was withdrawn after an accident in 1950?
40. What is the length of Alderton tunnel?
41. Which locomotives hauled The Summer Symphony railtour of 1999? '
42. Which class 90 has been painted in GNER colours?
43. How many seats are there on a class 460 Victoria-Gatwick unit?
44. Between, which stations is Borrow Beck viaduct?
45. Where is Flag Lane signal box?
46. What is the connection between Mrs Hubert Bland and railways?
47. Who was the minister of transport in 1964?
48. .Name Clan class No 72001
49. Who was the General Manager of the Great Western Railway from 1903-1911?
50. What was the cost of the January 1950 issue of The Railway Magazine?

Pennine Quiz No. 99

The Answers

 


1. Coronation Scot
2. A diesel Trans European Express
3. The Longmoor Military Railway
4. A Bullied Pacific
5. Western Region "14XX" 0-4-2T
6. Ron Grainer
7. The West Clare Railway
8. Back into the past
9. Decline of Steam
10. Glynmawr
l 1. A Bishop in the C of E
12. L T C Rolt
13. The Worth Valley Railway
14. The North Yorkshire Moors Railway
15. The Severn Valley Railway
16. Five go to Mystery Moor
17. Robert Louis Stevenson
18. Adlestrop
19. W H Auden
20. The Rock Island Line
21. John Betjeman
22. Waterloo
23. The East Somerset Railway
24. The Tram Engine
25. The Fall of the Tay Bridge


The Winners!!!






lst. Mr John Dewing (with 100% no less)
2nd. Mr Ken King
3rd. Mr Ian Shenton
Congratulations Gentlemen - The cheques  or in the Post.


Pennine Observers Notes

 

 


Eastem Region:
A u
Light engines seen on the Gainsborough-Barnetby line before Saturday passenger services have been:~
Jan 08 56007     Jan 15 60097   Jan 22 37798
Jan 29 66052     Feb 05 60097  Feb 12 56055
Feb19 56101     Feb 26 56011  Mar 04 56101
Mar l1156105
Noted at coal trains at Shirebrook on Jan 26 were 56095 and 58033.
On a visit to Immingham on Jan 15 66069 was noted on Cargowaggons while the depot was host to 08927 37383 37905 56008 56019 56022 56071 56079 56080 56084 56086 56135 60038 60061 60090 and 60097.
The following have been noted at Lincoln:-
Jan 14 60005 and 60017 on Oil
Jan 25 60017 and 60025 on Oil
Jan 27 60022 and 60037 on Oil
Feb 04 60027 and 60042 on Oil
Feb 29 60024 on Oil. 66034 on Cargowaggons
Mar 10 60008 and 60020 on Oil
At Ulceby on Feb 05 60028 was noted with an iron ore train while 60054 was hauling oil.
On Jan 15 our cycling spotter noted the following on his travels:-
Healey Mills 37040 37801 56101 66041
Knottingley 08499 08655 08752 09201 56068 56077 56085 56088 56091 56119 56124 58001 66007 66065 66090 66117 66135 66165
Ferrybridge 59202 59205 66118
On the ECML on Feb 9 the following were noted - 66025/32 at Peterborough, 56091 on goods at Biggleswade, 08892 at Bounds Green, 56122 on Cargowaggons at Finsbury Park and 47635 at Kings Cross.
On Feb 12 Anglia liveried 86230 and 86235 were noted passing south through Doncaster top and tailing the Serco Track Assessment DMU.
On Feb 16 37040 and 56032 were seen on freight at Eaton Lane Crossing.
On Mar 03 the late running 07.05 KX/Leeds was noted at Newark hauled by Belgian liveried 90028.
Noted at Ulceby on Mar 04 were 60024 on oil and 60097 on Iron Ore.
On Mar 04 Anglia Rail 86223 was seen on shed at Hornsey MPD.
On Mar 08 60055 was in Tinsley Yard while 60055 was noted at Meadowhall on a stone train.
New Leeds area Class 333 EMU No. 333001 was seen passing Northbound through Doncaster at around 09.15 on Mar 11 as part of an Enterprise consist.
Newly painted Class 91 named “Archbishop Thomas Cranmer” was seen (but partly hidden) outside Doncaster Works on Mar l 1.
Noted on BSC Aldwarke workings to Bescot/ Roundwood at lunchtime have been the following oddments -
Jan 17 66113 After its railtour trip to Redmire.
Ian 19 47348 Tinsley’s Finest - still holding on.
Feb 08 47767 Threatened Res Machine
Feb 16 47786 EWS Celebrity Loco - “Roy Castle”
Feb 24 47726 Another threatened Res
Mar 13 47785 EWS Celebrity Loco - “Fiona Castle”
86217/86220 were noted at Liverpool Street on Feb 03 and 90016 was on the 07.05 KX/Leeds.
Noted at Peterborough on Feb 15 were 56032 56095 58043 and 37412 60015 60076 666012 and on Mar 11 were 56089 56113 66011 66068 66084 66147.
On Mar 14 a points failure north of Doncaster caused delays up to 45 minutes between 07.50 and 09.00.

Midland Region
Diversions over the S&C on 12 Feb saw 9 loco hauled trains using the following locos - 47702/763/789/812/843 plus 2 HST sets. 66132 was noted on the Newbiggin - Drax gypsum empties. 158751 was on the Glasgow - Manchester Airport with 158901 on the Leeds - Glasgow.
On a visit to Manchester on Feb 23 one of our members saw 47841 86240 and 90011 at Piccadilly and 86224 86236 and 90014 on Longsight.
Noted at Bristol on Feb 12 were 60023 on china clay slurry tanks whilst on Feb 14 47805 in lnterCity livery was on Res duties. The rails are still in situ at the old Bath Road Depot but it is a job to spot them with trees now growing through the trackbed.
On Mar 08 Manchester Piccadilly was host to 86222 86225 87008 87011 870023 and 90008, while 08790 and 86206 was at Longsight and 90037 was seen on freight near Pomona.
Our long sighted spotter viewed the following from the bar of the “Stafford Arms” pub, alongside Stafford Station, where he recently spent an hour (only one hour - honest) on 06 Jan.
90023 Southbound Freightliner
47831 10.40 Edinburgh/Brighton
87017 13 .25 Euston/Preston
87014 1 1.50 Glasgow/Euston
86226 14.36 ManPicc/ B’ham New St
87004 14.45 Liverpool/Euston
92016 Southbound MGR’s
8703 1 14,05 Euston/Liverpool
86635/604 Northbound Freightliner
Noted on the “North Wales Coast” expresses have been:
Dec 11 37401 37408 37429
Mar 02 37415 3742137429
Mar 11 37415
Mar 14 37401 37426 37429
Mar 15 37401 37415 37426
Noted at London Euston have been:
Feb 06 86245 87033 87037 90017 90021 90146
Feb 08 90021 and 90026 on sleepers
On Feb 08 Wembley IFT was host to 92006 92023 92025
66079 66123 66178 and on Mar 04 to 92004 92007 92013
92017 92018 92035 with D9000 47881 86206 86261 87010 at  Willesden. The sleepers on that day were hauled by 90032 and 90038.
Recent trips by a member to Warrington have produced:
Mar 06 08460 08485 08737 37521 56054 60093 66057 90031 and 47814 on ManPicc/Poole diverted via Crewe because of a fatal accident at Macclesfield.
Mar 14 08460 08485 08785 37248 37402 37688 37718 37880 37886 47827 60018 60029 66015 66057 66088 66173 90142 92044

Scottish Region
On Feb 07 66001 was seen on MGR’s at Johnstone and 37517 and 66095 were noted at Whifflet.
On Feb 08 37419 hauled the 19.50 Fort William Sleepers to Edinburgh where 90024 took over to Euston. 37419 replaced 37424 which had failed earlier.
On Mar 03 our intrepid Scottish explorer noted 33019 37054 37405 37410 37411 37423 66004 66007 90022 90029 at
Motherwell, 60019 near Lanark, 66048 on MGR’s at Johnstone, and 66171 on MGR’s at Paisley Gilmour St.
On the same day between Motherwell and Mossend (including Yard) were 37427 37610 66026 66108 66141 66187 86609/37 and 92045. The Fort William sleepers were hauled by 37411 and then 90016 to Euston.

Southern Region
On Mar 04 73204/208/210/211/213 were still soldiering on into the new Millennium on Gatwick Expresses.
On Mar 11 73205 73206 and 73212 were seen on the service.
Also in the new Millennium LT bus routes 8/ 10/ 1 1/ 12/ 14/ 15/22/23/3 8/73/ 159 are still operated by
“Routemasters” - sample while you can - Routes 10 and 73 serve Kings Cross (sorry Gerry).
At Eastleigh MPD on Feb 26 were 08480 08947 09016 37212 37263 37519 47211 47212 47224 47349 47296 66054 66067 66078 66138 66153 66165 73104 73134 whilst at Southampton were 47279 47283 47292 47377 57002 57005 57009.

Western Region
On Mar 14 the 08.21 Paignton/Newcastle was cancelled due to HST failure and shortage of stock. 47839 hauled the Glasgow/Penzance and 47830 was noted on the 22.00 Penzance/Paddington.
On Feb 26 Westbury was host to 59103 60073 66023 66100 6611166121 66155 66174

Preserved Lines
At the Great Central Winter Gala on Jan 26 steam locomotives 48503 and 92212 were on passenger duty and 61264 was on a demonstration mail train.
The Mid Hants Railway Gala on Mar 03 saw 45132 (later failed) D5353 D6525 D6593 37906 and 57011. 80079 was in steam and working but needed assistance from 37906 on the gradient. 12049 was giving cab rides from Ropley Station to Ropley Yard,

Railtours
Hertfordshire’s “The Wensleydale” Railtour on Jan 15 was hauled by 86417 from KingsX to York and return. 47749 and 66113 top and tailed the stock from York to Redmire and return.
On 26 Feb Pathfinder tours “The Weaving Weasel” had an early start from Sheffield (05.45) and was hauled as follows:
56089 Sheffield/B’ham New St/Oxford
43 108/73 129/60004 Oxford/Eastleigh
08480 Eastleigh TMD/Eastleigh East Yard
60004 Eastleigh/Bristol TM
58036 Bristol TM/Sheffield via Bristol Barrow Road.
Arrival at Sheffield was 22.30 (A long day!).
Railtourer “The Settle/Carlisle Scotsman” was hauled on Mar 11 by 47768 to Edinburgh via Settle/Carlisle and Beattock to Edinburgh return. via ECML. After slogging up to Beattock Summit with 13 coaches (never have been allowed until recent years) the train was looped at the summit to allow 86248 to run past on the 09.05 Birmingham NS/Edinburgh train. The final insult - 158771 on the 09.47 Leeds/Glasgow also was allowed past. Edinburgh itself now plays host to brand new 170/4 Turbostar” units on the improved 15 minute frequency Edinburgh /Glasgow QS services, 170401/5/8/ 13 noted  alongside a filthy collection of l50’s on Fife Circular services.
(Bring back the 117’s - at least they were kept clean).


Rail Ale
On the Road to Whitby

by David Bladen

 

 


“It’s HOW much?”
I get the impression the lady on the other end of the phone was a bit taken aback at my reaction to the price she had just quoted for a week’s self catering holiday in Malta over the Millennium period. The Teletext advert offering cheap breaks had seemed very tempting but as no price was listed, I supposed should have known better.
Our plans to spend the New Year at relatives in London had fallen through and we were looking for somewhere to go for the holiday period. Although prices were coming down from the really rip-off levels of earlier in the year, it was obvious that we would still be paying over the odds if we wanted to go abroad.
“I’d be happy to go to Scarborough if it came to the crunch,” said Linda.
“Me, too”, added Alex. “There are some baby sharks at the Sea Life Centre.”
Oh well, that settles it- baby sharks it is!
Visions of seeing in the New Year with a cold beer under a warm sun were quietly forgotten and we set about searching for somewhere a bit closer to home. Happily, a hotel in Scarborough was offering dinner, bed and breakfast at a sensible price, and had a family room available. A couple of nights there, a trip on the North York Moors Railway, then on to Whitby for a further night and, with a bit of luck, some decent beer thrown in. Who needs sunshine?
Now, much as I like to get around by public transport (after all, these articles are supposed to be about where to find a
decent pint near a station), I am sorry to say that the car would be the only realistic way of doing this trip. As we set off on the
road to Scarborough and Whitby on New Year’s Eve, I did wonder about how I was going to put this article together.
The first port of call, however, was indeed very near a station The problem is the station in question is Snaith, which
gets a train about once a ‘blue moon’. Still, if you do find yourself stranded on the single, very short platform for some
very obscure reason, I recommend the Brewers Arms on Pontefract Road.
A large comfortable place serving excellent lunches, the pub is the tap for Old Mill brewery, situated a short distance away in the town. I was definitely spoilt for choice when it came to the beers. Old Mill’s entire range was on offer, together with a couple of special brews to mark the turn of the century.
Decisions, decisions!
The major problem about cars is that they don’t generally have toilets. Linda had made it clear that she wanted to get to Scarborough before midnight and she was not going to stop at every lay-by en-route so I could dash behind a hedge. She had no problem with me trying all the beers, but I would have to suffer the consequences.
Decisions, decisions!
In the end, I opted to try the two specials ‘St Nicks’ and ‘Anniversary Ale’. I couldn’t have drunk much of either, even if I had had the chance. Both were very drinkable but both had alcohol contents of more than 6%. Added to that, the enormous plates of food which passed for a bar meal, and two pints was enough.
As well as excellent food and drink, the pub also boasts one other feature - a human skeleton (hopefully plastic) which lies
at the bottom of the well that is the centrepiece of the lounge - Alex was definitely taken with that.
We made Scarborough well before midnight and without too many stops (thanks, dear?) No real ale to report - the hotel
served only keg beer and I didn’t visit any other establishments - but we had a thoroughly enjoyable New Year’s celebration.
The first Sunday morning of 2000 saw us driving the 20-odd miles to Pickering to catch the 11.20 train to Grosmont. It was a cold, grey and damp morning, but the weather did not seem to deter to the large number of people waiting to catch the train. Two of the coaches were reserved for a walking group and were filled with people wearing waterproofs and hiking boots. It seemed that the idea was now the hangovers had gone, it was time to get out for some fresh air!
I made my way through the crowds to see what loco would be hauling us and was quite surprised to see 0-6-2T No. 29 simmering away gently. Built by Kitson, Leeds in 1904 for the Lambton, Hetton and Joicey Collieries, (whose livery it now wore) it had had an overhaul completed in 1998 and had made a few appearances in traffic during 1999.
I had expected something larger to pull such a heavy train and said as much to a fellow enthusiast who had joined me in taking photos. He snorted derisively and said, “It'll be alright, don’t you worry.”
Linda and Alex had managed to find seats in one of the packed carriages and I went back to join them. The guard’s whistle blew and the train slowly left the station. As we got into the hills, the weather started to brighten, but it became apparent that No. 29 was a having its work cut out dealing with the relatively gentle gradients up to Levisham.
The two coach-loads of walkers left the train there, but the reduction in weight had no noticeable effect and despite the earlier optimism expressed by my friend on the platform, No. 29 was definitely struggling and we slowly lost time on the severe gradients of the rest of the journey, eventually arriving some 25 minutes late into Grosmont.
The platform at Grosmont was similarly crowded with people, this time waiting to catch the ‘Moorlander’ dining train to Pickering. 4MT 80135 was waiting with the empty stock at another platform by the signal box and we just had time to get across the crossing and into the viewing area before the gates closed.
It was cold, clear and calm at Grosmont, and much steam enveloped both box and loco. It looked as though there was a cloud moving over the crossing as 80135 moved off, a most impressive sight. The loco and coaches disappeared into the tunnel, reappearing a short time later as the train reversed back to collect the would-be diners standing patiently on the platform We waited for the loco to depart again, and then retired to the Station Tavern in search of a bite to eat.
My last visit to the pub was on a Pennine trip many years ago. I have a slide of our illustrious treasurer, Mr Sanderson, stood outside the pub, a pint of lager in his hand and his coat adorned with a bright orange ‘Vote SDP’ sticker. Yes, that’s how long ago it was! Back then, the pub had been crowded, both inside and outside, but today the Tavern played host to just a few people, huddled together in the bar, the ambience not
helped by damp patches on one of the walls.
We did think twice about going in, more so on being told that they didn’t serve hot food, however, the initial misgivings disappeared when we were told that Alex would be welcome and if we didn’t mind waiting, sandwiches could be prepared. No misgivings about the beer, though. Cameron’s Strongarm was on sale and very good it was, too.
We decide to return to Pickering earlier than planned and drive back across to the moors to Whitby while it was still fairly light, I must admit my heart sank when I saw it would be No. 29 hauling us again. The return journey was even slower and we arrived back at Pickering some 30 minutes down.
The drive to Whitby was not without incident - we had to stop at the bottom of one of the steep gradients on the A169 to let the brakes on the car cool down - maybe No. 29 wasn’t so bad after all! Eventually, we reached the hotel and, after booking in, made our way to one of the many cafes that line the quayside for some excellent fish and chips.
As with our earlier trip to Dublin, there was a film on the hotel television that Linda and Alex wanted to watch. There was a plentiful supply of sachets of hot chocolate and biscuits in the room and if I wanted to disappear off in the interests of research, would I please go now, go quietly and lock the door behind me. I don’t need telling twice!
There are a good many pubs in Whitby, as befits a fishing village. The three listed in the 2000 edition of the Good Beer Guide are shown as near the station, so I decided to visit them. The Tap and Spile is directly opposite the station entrance, on New Quay Road, and makes a welcome change to the many Tetley's’ and Cameron's’ pubs in Whitby. There were six beers on sale and I ordered a pint of Hambleton Stallion, quite reasonably priced at £l.67.
When I sat down, I noticed a poster announcing that Sunday night is ‘folk night’, and on looking around at my fellow customers, discovered that most seemed to live up to the stereotypical image of beards, sandals and chunky/hairy sweaters. (And I am not going to do the old joke about “and that’s just the women”). I don’t mind folk music if it’s done well and this lot looked as though they could “Hey Nonney” with the best of them. The resultant caterwauling, however, just proved the old adage that appearances are deceptive. Time to go! I can’t really say what the pub was like - I wasn’t in there long enough!
I sought sanctuary at the Duke of York on Church Street, at the foot of the steps leading up to the Abbey. Black Dog Special was on
sale and it was excellent. The pub is friendly and comfortable and has excellent views of the harbour. I was lucky enough find a seat
by one of the windows, though I thought my luck had changed for the worse when I noticed a music stand in the corner and then saw
two men wander in carrying guitar cases. Happily, they were not folk musicians but normal customers. Time for another pint then
onto the final stop of the night, the Little Angel on Flowergate.
The GBG says that the Little Angel is a grade 2-listed building, though I have to say I can’t understand why. A fairly plain exterior
gives way to a plastic interior - fake beams and formica, that sort of thing. It does have an unusual internal window, reputedly dating
back to the l4th century, and now protected by a perspex pane.
Beers on offer were Tetley's Bitter and Black Dog Special. I tried a pint of the latter and although drinkable, it wasn’t as good as that
served in the Duke of York.
For a brief moment, I contemplated returning to the Duke but instead made my way back to the hotel, and this being Whitby, kept
an eye out for a dentally-challenged man wearing a cloak. And whilst I’m on the subject of things that bite, yes, we did see the baby
sharks!
 

Robin’s Review

No. 8 Modern Railways

 

 


Modem Railways, published by Ian Allan, is £2.95p per Month for 64 pages. Subscriptions are £35.40p for one year.
The current March 2000 edition is Vol. 57 No. 618 although this would imply the magazine is in its 57th year. The name Modem
Railways has only been with us since 1962. It was previously known as Trains Illustrated. Indeed the May 1962 edition has the title Modem Railways formerly Trains Illustrated incorporating The Locomotive Carriage and Wagon Review.
Some title indeed! Reference to The locomotive Carriage and Wagon review went on well into the 1970's and from time to time over the years lan Allan have used the Trains Illustrated title for special publications from time to time over the years and of course Locomotives Illustrated continues to be produced, each as one offs in the history- of a particular loco.
Today Modern Railways consists of 64 pages and numerous supplements, including, in the centre of the magazine a 16-page supplement for The Railway Forum/Modern Railways Innovation Awards. These are six awards given to nominations from within the railway industry covering; 1) Contracting, 2) Achievement through Teamwork. 3) Customer Service, 4) Marketing, 5) Technology, 6) Safety. All buzz words that are top of the agenda in business today. There is also an excellent 16-page supplement on the Jubilee Line Extension, with some excellent photographs of the stations. There is also a conference supplement giving details of the Signal Comm Europe 2000 Conference in Birmingham.
The main part of the magazine is made up of several regular sections, articles and features which incorporate News and views from different sections of the railway industry its politics and regulations. Headings include Railtalk, Newsfront, Infrastructure News, Trackwatch, Railfreight, Informed Sources, Service Please, Forum, 21st Century Ford, Rail Tourer, Europe View, Moving Wheels, Legal Lines, In
Business, Safety and Alan Williams. Alan Williams has been writing for getting on twenty years and still the service at Effingham Junction is not right.
There are also articles on ADTRANZ's smart crash centre. This is located in the old erecting shop in Crewe Works and deals with the more difficult accident repairs. 87027 Wolf of Badenoch involved in the Winsford accident is shown in there.
Another article looks at ROSCO‘s entitled "A ROSCO looks forward". A further article is evidence of Modern Railways current link up with The Railway Study Association. Members of the RSA currently get a free subscription to Modern Railways). (I hope they print their own magazine as well). The article covers a recent RSA trip to New York and Chicago.
Over the years Modern Railways has changed considerably, whilst always aiming at readers who want the professional modem image. In May 1962 for 2s 6d you could read about, Locomotive Running Past and Present by Cecil J Allen (I think Railway Magazine was there before them! !), French Railways, Modernisation, Making the Western Region Profitable, The Kings Cross Suburban Diesel Scheme, Multiple Unit
Development on British Railways, Traffic Control on The Great Northem Part One. All interesting articles. In the late 60s and 1970s the magazine went very technical, talking about locomotive performance in high technical language. It came down off its highbrow perch somewhat in the 1980s. Throughout the years though it has aimed its product at the professional railwayman rather than the Enthusiast and indeed to my knowledge has always been well read by professional railwaymen.
VERDICT. Modern Railways is probably consistently the best magazine available for the reader who wants technical, political, and informative writing about the modern railway scene, particularly in Britain. The Magazine covers the world but non-British information is scarce. Many would say it is more for the professional than the enthusiast.
CIRCULATION: 26,500 per month.


Robin’s Ramble

 

 

 


Trips to Derby Locomotive Works were always a part of the Pennine fixtures list from the early days of the society, right up to trips, as we
them, coming to an end. In fact, from Doncaster and Crewe, Derby be near the top of the list for number of visits by the Pennine Railway Society over the years.
Like Doncaster and Crewe, Derby had its own PR/B booking form colour RED, which I the fixtures Secretary would return to you having filled in your Provisional booking form PR/A. All very wonderful In hindsight it was a bit over the top, however, in its favour was the fact that we received very few complaints, (usually the only complaints were that people could not get on the trip because it was full). Thanks to Mike
Bloomer who printed them. Indeed I believe it was a much better system than any other society had, if indeed they had one at all. In fact we went through a very successful period in the late 70s early 80s were nearly every trip we ran was full with a waiting list. Perhaps we should have been more enterprising and we would have been running trips all over the world today! with a bookings system on the Internet. I wonder how www.pennine.org.uk. would have gone down?
The first Derby Works trip I’ve picked out of the box of files is 6 August 1977. Meet Siddals Road entrance 10.45. Roger Butcher was on the trip and his notes are as follows:
08 303/456/533/628/695/842/899. 20031/37/62/71/SU 193/198
25029/30/41/45/52/l04/131/142/144/170/174/194/203/204/268/307
40 083/117/125/134/141/149/175/179, 44 007/10
07113/30/32/48/64/67/105/10W116/119/120/121/125/127/133/134/146/150. 46 O09/11/19/33/40/42/51.
Unfortunately the list of names is no longer in the file.
However the visit to Derby Works on 28 April 1979 showed 34 on the list all paying 35p apart from Kevin Connell
who paid 37p’??'?. Maybe Kevin knows why he paid 37p - I  can't remember. (Probably, in those days, you needed 3
Liverpool pennies to equate to 35 Yorkshire pennies?) Other names on the list included Mr K Lynes, K Boothroyd, Tony Stubbings, R Hall,
R Woodward, John Sanderson, Derek Gee, Steve Payne, J Tindall, G Dawson, R Richards, J Davis, P Hooton, B Marshall, M Bloomer, D Whitworth, F Heys, P Stojanovic and Tony Booth.
In 1980 we ran 4 trips to Derby, January 19, April 12,  September 6 and December 6. The December trip was memorable in that it was the first trip to include Litchurch Lane Carriage Works after many requests from members who were diversifying into coaching stock. We visited the Loco works at 10,00 and the carriage works at 12.00 before retiring into The Alexandra public house for refreshments.
It was also interesting to note that the cost of both works was £1.20 in 1980 compared to 35p for the loco works in 1979. (A comment from the Treasurer recently said, "It was a time of Mega Inflation"!!) To be fair though the Cost of permits for Litchurch Lane Carriage Works was high compared to other works.
The combination of the loco works and carriage works turned out to be a popular move and the trip was fully booked with a long waiting list. We took thirty people only as it was our first visit and we did not know how the guide would react if we took more. Names on the visit included. John Sanderson, Dave and Linda Bladen, N Swift, J Tindall, S Barnes, T Stenbridge, M Bloomer, J Smith, G Dawson, E Plenty and
Miss Barnes, Steve Payne and Diane Woods, D Whitworth, Roger Butcher, J Glossop, R Richards, R Skinner and Terry Spriggs.
1980 also included a Works open day at which The Pennine Railway society was represented by a stall. Indeed 6 September was the 34th Annual Horticultural Show and Open Day. (No, Dave Bladen didn't show off his Horticultural skills). The file for this show has on it a good plan of the works with all the positions of the stalls marked on it. The Pennine stall was No 9 and positioned near the end of the traverser next to The Britannia Loco Society.
The next year 1981 we were at the open day at the carriage works. I believe at this time the open days alternated between the two works. The stand was nothing glamorous just a couple of pasting boards, The Pennine Railway Society name board and an embroidered cloth covering the tables which were full of old timetables, magazines and books donated by members. Forward Films slides were often part of the stall as were
Transport and General Books. (Now TAG Models). Later we also took Platform 5 books from Peter Fox on a sale and return basis. Forward Films is sadly no more, however Jack Davis was at the first round of the Pennine Shield last year. Good to see you Jack! (from all the members).
As to the transport to and from Open days for the Society members who worked on the stall and all the stock and equipment, well that‘s another story!
Editors Note - I remember a trip around 1977/78 in the middle of winter where my son and I got as far as far as Woodall Service Area on the M1 where we had to help dig several cars out of a snow drift. It was then well past the visit start time so we turned round and came home. I learned later that no members of the Pennine Railway Society from east of the Pennines had made it to Derby. However our intrepid and
wealthy Liverpool member, Kevin Connell, had made it on time and, by all accounts, was none too pleased about our non-arrival. He enjoyed a personally supervised visit.


Anniversary Praise

 

 



The following letter dated 11 October was sent to Chris Tyas by Hull member Kevin Guy and, as Chris states, makes all the
organisation worthwhile.
“Dear Chris
I felt I had to drop a line to say how much we enjoyed the 25th Anniversary event and to thank you for the excellent organisation. I’m sure everyone relished the very tasty lunch in pleasant surroundings whilst appreciating the opportunity of viewing the exhibition shed and other aspects of the area.
Let us hope we’ll all meet again in the none to distant for a similar day out and thank you once again for arranging this special occasion.
Yours sincerely
Kevin Guy”

(NB. The committee is currently looking into the possibility of a “day out” later in the year although maybe not on such a grand scale as last year)

.
The Pennine Shield

 

 


Congratulations to the victorious Pennine Shield Team of Paul Sutton, Robin Havenhand and Captain Caddick. Alter a titanic struggle at the last round at the “Sal” (courtesy of Robin “Magnus” Skinner) our team of triers just scraped over the line. Thanks are due to the Dore Loco Society and the South Yorkshire Railway Photographic Circle for making it such a close and interesting contest.

Members Slide Quiz

The result of this quiz, held at the Sal on February 20th, was:-
1st Chris Theaker
2nd (JOINT) Paul Slater and Paul Sutton (alter sudden death play off including Tony Caddick).
Tony’s prize for 'finishing 4th is to captain the Pennine team in this years PENNINE SHIELD. The other winners received
CASH PRIZES! ll

Members Slide Competition

Following an excellent competition on March lst and after various recounts, the following result was declared by the returning official - David Whitlam:
Joint 3rd (133 points) - Chris Theaker - Class 117 Heritage DMU at Princes Street Gardens.
                                         Andy Dalby - 66122 on a freight at Holms.
                                         Tony Brown - 37428 on the “Royal Scotsman” at Bournemouth.
 2nd (134 points) -          Tony Brown - D670O night shot at Sheffield.
 lst (144 points)               Tony Brown - 37418 at Chinley on a Widnes/Earles Sidings Cement Train.

Congratulations to Tony on his “Clean Sweep”. Unfortunately he suffered for it a little later when Northern Spirit cancelled his train home - Oh, the price of fame!!
Also many thanks to al our budding “photters” for another consistently high standard evening of slides. More chances for everlasting fame available later in the year at the Pennine Slide Competition.

Millenium Eve in Sheffield

The last loco hauled train through Sheffield in the 20th Century was 47844 on the 16.43 York/Birmingham. This same loco took the honour for being the first working of the 21st Century on the 12.45 Birmingham-Newcastle closely followed by 47840 “North Star” on the 12.10 Bristol/Newcastle.

Pennine Meetings

 

 


All meetings are held at The Salutation Inn, South Parade, Doncaster starting at 19.50 hrs on lst and 3rd Wednesday of the month.

Wednesday, April 5th 2000     Andy Barclay.
Wednesday, April 19th 2000   Roger Butcher.
Wednesday, May 3rd 2000      Steve Hall “The Deltics”
Wednesday, May 17th 2000    Chris Nicholson
Wednesday, June 7th 2000      Andy Dalby
Wednesday, .June 21st 2000   To be advised
Wednesday, July 5th 2000       To be advised
Wednesday, July 19th 2000     To be advised

Editor’s Acknowledgements

I would like to thank the following for their generous contributions to this issue: David Bladen, Tony Caddick, Gerry Collins, Andy Dalby, John Dewing, Martin Hall, Paul Slater, John Sanderson, Ian Shenton, and Robin Skinner.
The Summer 2000 edition of TRANS PENNINE is due forpublication by Monday June 26th 2000. contributions for this edition should be in the Editor’s possession by Monday June 19th 2000 at the LATEST

Xmas Fun Quiz
(The Answers)

 

 


I hope you all completed the 85 questions (or 84 if you could not decipher question 54 which apparently should have read
“Scrounge a baby cooing”,
Your editor, being an old rocker, got 79 right with help from my daughter on the new age groups!.
1.  Sex Pistols
2. `Black Sabbath
3.  Hot Chocolate
4.` Bow Wow Wow
5.  Sister Sledge
6.  UB 40
7. The Three Degrees
8. Guns and Roses
9. Rolling Stones
10. Culture Club
11. ' Genesis
12. Whitesnake
13. New Kids on the Block
14. Hothouse Flowers
15 . Aztec Camera
16. Simply Red
17. Tears for Fears
18. The Clash
19. Hawkwind
20. Squeeze
21. Frankie goes to Hollywood
22. 'The Specials
23. Judas Priest
24. Hall and Oates
25. Matt Bianco
26. Right Said Fred
27. Bucks Fizz
28. Prefab Sprout
29. Dexy’ s Midnight Runners
30. U2
31. Blue Mink
32. Village People
33. Madness
34. Cockney Rebel
35. Atomic Rooster
36. Stranglers
37. ‘Wizard
38. Beautiful South
39. Boomtown Rats
40. Adam and the Ants
41. Band Aid
42. Moody Blues
43. Def Leppard
44. Pet Shop Boys
45. Icehouse
46. Men at Work
47. Womack and Womack
48. Thin Lizzy
49. Shakespeare’s Sister
50 E L O
51 Erasure
52 Fairground Attraction
53.Flying Pickets
54 Kajagoogoo
55 New Order
56 Haircut 100
57 Curiosity Killed the Cat
58 Led Zeppelin
59 Altered Images
60 Paper Lace
61 Happy Mondays
62 Orchestral Manoeuvres in the Dark
63 Bad Company
64 Talking Heads
65 Earth, Wind and Fire
66 Human League
67 The Police
68 The Monkees
69 Carpenters
70 Beatles
71 Fine Young Cannibals
72 Kiss
73 Ocean Colour Scheme
74 Status Quo
75 Meat Loaf
76 Temptations
77 Wet Wet Wet
78 Bony M
79 Boyzone
80 Black Box
81 Middle of the Road
82 Scarecrows
83 Mud
84 The Who
85 Japan (or Dawn)