THE MAGAZINE OF THE PENNINE RAILWAY
Make a Date for the AGM
The Pennine Railway Society Annual General Meeting
will be held on Sunday January 6“‘ 2002 at 12 noon in the Salutation
Hotel, South Parade, Doncaster.
Please come along and meet the committee and air your
views on the running of your Society.
Visit to East Lancashire Railway
September l5‘h saw l5 members visit the East Lancs
Railway at Bury. We were treated to a full tour of the railway
including all the workshops and stock areas plus a round trip to
Rawtenstall hauled by 331l7.
Thanks to the Felix Preservation Group for use of their
bus, and to the driver, Ian Wilson, a Pennine member. We
also thank the ELR and their staff for their excellent
hospitality and to our own Chris Tyas for his untiring work
in organising the visit.
Massive problems for Arriva, the bus company which has
taken over the rail franchise of Northern Spirit. Their boss
has resigned and train cancellations are at an unacceptable
West Yorkshire PTE recently recorded a vote of “No
confidence" in Arriva who were cancelling trains to the tune
of up to 1,000 per week.
To add to this, they have spent £2.4m on a fleet of new
buses, 24 single deckers, only to find they are too wide to
pass through the Mersey Tunnel linking Birkenhead and
Liverpool. The buses are 1.5" too wide to pass through the
Best Apology over the Tannoy
Anglia Railways; “We apologise for the late departure. This
was due to a coupling problem. There is a points failure
outside Shenfield which may further delay us and we will be
picking up passengers from the earlier train which failed at
Colchester. The train will split in two during the journey and
passengers for Norwich, now in the rear portion must move
into the front carriages. Tickets endorsed "GER only" are not
valid and will be subject to a penalty.
My name is Julian.
Have a pleasant and relaxing journey”
Railtrack’s managers told their annual meeting that the
flowering plant Buddleia was the cause of delays. The wrong type of
hot and humid weather was creating ideal tropical growing
conditions, and the plant was embedding itself at stations,
outbuildings and bridges.
With the shortening of
daylight hours, Robin has drawn up an entertaining programme of
social events to take up to Christmas and into the New Year.
come and join us at the Salutation Hotel, South Parade, Doncaster on
the first and third Wednesday of each month. Entertainment
Former Railtrack boss Gerald Corbett
received a total of £l.6m on leaving the company for his loss of
office compensation, lump sum pension entitlement, salary and
The future of the Royal Train is in doubt as
it is now hardly used and costs £700,000 per year to run and
Efforts made to hire it to companies and Government
ministries have failed.
The train has already been reduced from 14
to 9 carriages in an attempt to cut costs.
The Queen has started
travelling on public trains, although she still gets an entire
carriage to herself.
A court has ruled that Railtrack has to
pay the cost of clearing pigeon droppings from beneath railway
bridges. These can make pavements slippery (and fall on people’s heads!!).
Editor’s comment: Does the Highways Authority therefore
have to clean droppings from road bridges on to the railway. I
rather think not!
Milk Probe Halts Train
Passengers on a Wales and
West Cardiff/Penzance train were stranded alter a passenger made a
complaint to British Transport Police that the driver had stolen
milk from the buffet trolley for his tea.
The driver was so shaken
that he abandoned his train and left work early, No charges were
The Docklands Light Railway
I first saw the
trains of the Docklands Light Railway on the day I went to the
Millennium Dome, but I did not have a ride on one until my next
visit to London, over a year later, when I went to try the other big
Millennium attraction in the capital, the Millennium Wheel or London
I enjoyed my visit to the Dome, where I found a certain amount
of railway interest in the Joumey Zone and the Self-Portrait Zone;
it was from the huge paved area between the Dome and the river,
decorated with abstract sculptures and the Greenwich Meridian picked
out in red lights, that I glimpsed the operations of the Docklands
Light Railway on the other side of the Thames. My ride, or "flight",
on the London Eye was also very enjoyable, the views over the
capital on a springtime day of sunshine and showers were
magnificent, and with Charing Cross and Waterloo stations being
close by, a bonus for me was the chance to do some railway
photography from a new vantage point?
When my "flight" was over, I
still had several hours left before I needed to make my way to Kings
Cross for the train north, so I decided to have a proper look at the
Docklands Light Railway. I walked to Waterloo and caught a tube
train on the Jubilee Line Extension; this was the way I had
travelled to the Dome, using the new tube line from London Bridge to
North Greenwich, but this time I alighted at the station before
North Greenwich, Canary Wharf The stations on the Jubilee Line
Extension are different from other tube stations, and the huge
underground hall at Canary Wharf is very impressive.
It was pouring
with rain when I reached the surface at Canary Wharf so I sheltered
in the entrance to the tube station. I could see trains of the
Docklands Light Railway crossing a viaduct over an expanse of water
not far away, and there were signposts to both Canary Wharf and
Heron Quays stations. When the rain eased off, I walked the short
distance to Heron Quays, which was visible from the entrance to the
tube station. The automatic ticket machine at the foot of the steps
up to the southbound platform was of an unfamiliar type, and I could
see no list of fares; however, by turning an orange wheel to
highlight different categories of ticket in turn - it reminded me of
"Arrow up" and "arrow down" on my computer at work - and pressing a
green button I obtained a ticket for the same value as the tube
ticket on which I had just travelled from Waterloo, which seemed a
fair guess as to the price of a ride to the terminus in the City of
London_ I walked under the viaduct and up the stairs to the
Heron Quays is on the Lewisham branch of the
Docklands Light Railway; it formerly terminated at Island. Gardens,
but has recently been extended, with a new tunnel under the Thames.
The service was frequent, and rather than catch the first train
going my way, I decided to stay and do a little photography on what
was a new system for me. A notice warned that the station was under
continual video surveillance, so possibly someone in an office
somewhere was looking at a screen and wondering whom the anorak was
who was photographing every train, I found Heron Quays quite a good
location for pictures; to the north, only a short distance away, was
Canary Wharf station with its four platforms and overall roof
situated at the base of the great Canary Wharf skyscraper, to the
south the railway ran on a long viaduct past new buildings, below me
was an expanse of water - a former dock - with a barge moored, and
to the east was a forest of cranes above a huge building site.
Docklands Light Railway operates on a third-rail electrification,
and much of it is an overhead or elevated railway. Its trains are
formed of two-car units, and most trains I saw consisted of two
units. The basic livery is red and blue, but many units sport
advertisements in a variety of colours, and it seemed that no two
trains looked alike. Units 8,6 and 61 arrived and departed for
Lewisham, then 40 and 50 came the other way, bound for Bank, then 74
and 30 for Lewisham, then a train for Stratford, then another one
for Lewisham, and I boarded the next one northbound.
Wharf; the heavens opened again. Through the rain, I glimpsed two
old dockyard cranes preserved by the water’s edge, a triangular
junction with the Beckton and Stratford branches of the Docklands
Light Railway, and, in the distance, the unmistakable shape of the
Millennium Dome, now closed and forlorn and awaiting, its fate. At
Whitechapel the Docklands Light Railway station was alongside , one
on the line from Fenchurch Street to Shoeburyness I alighted at the
island platform at Shadwell to change on to a service for Tower
The rain dwindled and stopped. I photographed units 49 and
50 returning to Lewisham, then a train for Bank, then an electric
multiple-unit heading for Fenchurch Street. The next train to call
at Shadwell was for Tower Gateway, formed of units 26 and 88; I got
on, and the train ran the short distance to the terminus, passing
the junction with the Bank branch. Another passenger asked me
directions to the District Line, he thought he should stay on to the
next stop, and I checked with the guard - or "train captain", as I
believe they are called on the Docklands Light Railway - that this
was indeed the terminus, and that Tower Hill station on the Circle
Line was within walking distance. I stayed on the island platform at
Tower Gateway for a few minutes, obtaining photos not only of the
train on which I had just arrived but also of multiple-units
arriving and departing at Fenchurch Street and running alongside the
Docklands Light Railway.
I broke my journey back to Kings Cross at
Liverpool Street, where I got my first pictures of 86s in Anglia
livery, had a meal, and for the second time that afternoon gave
someone directions, I'd never heard of Edmonton Green, the station
my inquirer wanted, but by checking lists of departures displayed on
the concourse and then the big screens I got him on a train for
Cheshunt. Then it was time to take an overcrowded rush-hour ride to
Kings Cross for a delayed departure for Retford, the journey north
through a beautiful sunny evening - the showers of rain all gone - a
final bonus to end an interesting day.
Over the Snow by Steam
Railway Magazine - Dec 1973
It may come as a surprise that
in 1861 the United Kingdom, with an area of only 93.000 square
miles, boasted more than 10,000 route miles of railway while the
vast Romanoff Empire, sprawling over 8 million square miles, could
only muster one-tenth of our figure. Because of the lack of an
efficient professional class and an inbuilt suspicion of foreigners,
Russia's industrial revolution progressed painfully slowly until the
last quarter of the nineteenth century. True, a short railway had
been opened as early as 1837 between St, Petersburg and Tsarskoye
Selo but the first main line from the former city to Moscow was not
completed until 1851, the year of London’s glittering Great
In the early years of Tsar Alexander II’s reign the
internal transport system remained much as it had been a hundred
years earlier. During the long winter months roads became
impassable, lakes and rivers were frozen over and the only mobility
was by horse-drawn sledge. Something had to be done and it was
British expertise and initiative that did it.
On January 4, 1861,
"The Engineer" announced that a Mr. Nathaniel Grew had designed and
exported to Moscow the world's first steam ice locomotive. It had
been ordered by Monsieur Gabriel Solodonikoff who had "the exclusive
concession for the use of such machines in Russia." Despite Russia's
lack of communications these two gentlemen obviously realised that
the country possessed a winter "transport-bed" of ice and snow if
only it could be made use of.
With sledge-irons replacing the bogie
and trailing wheels and a single pair of studded 4-ft, driving
wheels, Grew's ice locomotive is at once interesting and mysterious.
The mystery is its close resemblance to Stephenson‘s "Rocket" which
had been built more than thirty years previously. As the
accompanying engraving shows, the controls are rudimentary, the main
steam and exhaust pipes are unlagged and there is no notched
quadrant to secure the reversing lever, Moreover, the whole
valve-gear, including the connecting-rods, appears to be very
lightly constructed. The screw-brake type of handle seen on the
front footplate was used to turn the forward pair of sleigh-irons and
thus guide the engine but no buffers were provided although it was
intended to pull a train of sledges, The I00~gal. Water tank was
sensibly mounted over the boiler and it was fitted with a steam jet
as a further precaution against freezing. As "The Engineer" put it:
"This tank is intended to be filled with snow and ice in a region
where water is a solid."
The boiler was pressed to 100 lb. per sq,
in, and the rear-mounted cylinders (another reversion to Stephensonian practice) were 6 in. by 16 in, Wood fuel was used and
the footplate crew comprised three men, driver, fireman and
steersman. Considering that the enginemen had to work in
temperatures around 20 deg. F of frost it is amazing that the
locomotive was delivered without even a cab. However, we are told
that on arrival in Russia it was intended "to fix at each end of the
engine a house [sic] of warm but light construction as
a protection from the severe temperature". Unfortunately no
pictures of this .modification survive, We can only assume that the
reason for the over-simplified design of the whole locomotive was
this: the designer, living in "The Workshop of the World," realised
he was sending a steam engine to a country where few people had even
seen such a vehicle, much less driven or maintained one, At all
events, with becoming British reserve, Grew announced "Should the
present engine prove moderately successful it is the intention to
construct a still more powerful engine".
Evidently the prototype was
a success for the Russians immediately ordered another which was
delivered the same year, 1861. But this time they must have
specified something more sophisticated as the second prime-mover
could hardly have been more different from the first. The design and
construction was completely altered and gave a surprisingly modern
Built by Neilson & Company, of Glasgow, and named Rurik,
this engine weighed 12 tons and was 22 ft, long, A single
sleigh-iron "bogie," 11 ft. in length, bore the weight at the front
and the driving wheels were placed, Crampton-style, behind the
firebox. A ship‘s type steering wheel was mounted forward and spring
buffers were fitted at each end. The two cylinders, 10 in. by 22
in., were now mounted more conventionally below the smokebox and the
drive was transmitted by a jackshaft which carried the eccentrics. A
well-proportioned saddle tank sat snugly on the boiler and the
livery was plain dark green set off by a copper-capped chimney and a
polished brass dome.
The Rurik is recorded as having worked a
regular passenger and mail service during the winter of 1861 over
the frozen River Neva between St. Petersburg and the naval base of Kronstadt, a distance of some twenty miles.
It hauled a train of
three railway coaches, mounted on sleigh-irons, and with the low
frictional resistance and the engine’s 5-ft. wheels this train must
have had a very fair turn of speed.
Purists might object that
neither of these power-units were true railway locomotives because
they did not run on rails. On the other hand, research confirms that
on this particular route a definite "track" was smoothed in the snow
and ice and signals and telegraph communications were installed~ No
brakes were fitted so that drivers had to rely on careful judgement
in shutting off steam or else throwing the lever into reverse.
was there any steam heating, so the first-class passengers huddled
in their furs while the hard-class folk shivered in their shawls
and stopped up the holes in the floorboards with newspaper.
(According to one authority this was a well-known and necessary
precaution in nineteenth century Russian rail travel.)
In spite of
their undoubted success the working life of these unusual engines
seems to have been comparatively short. In his book "More Unusual
Railways," J. R. Day writes "The final fate of these remarkable
locomotives does not seem to have been recorded". The probable
answer is that in 1868 Russian railway construction finally took a
great leap forward, largely aided by French investment. That,
together with improved ice-breakers on the rivers and lakes, must
have progressively rendered the Anglo-Russian experiment redundant.
Before the rebuilding of London's Science Museum an one-eighth
scale model of Rurik was displayed in the locomotive section but it
has not re-appeared and is said to be in store, It is to be hoped
that one day it will be on view for it represent a significant
landmark in British engineering and commercial enterprise. Modern
railway and other transport developments have made us a blasé
generation in regard to travel but, in the year of the liberation of
the Russian serfs, it must have been an exhilarating experience to
travel at speed by those three related yet incompatible elements
-snow, ice and steam.
by Martin Hall
ago, Geoff Broadhead and 1 spent a mid-week in June travelling on
parts of the former and existing railway network once operated by
the Great Western Railway. I wrote about our travels in an article
that appeared in Trans- Pennine magazine in the autumn of 1998.
particular visit took in The Severn Valley Railway, The West
Somerset Railway and The Paignton & Dartmouth Railway.
this year, we decided to repeat the exercise, but this time to
substitute the Gloucester Warwickshire Railway for the Severn Valley
Railway as neither of us had been on the former.
time by my wife, Alison, the three of us commenced our travels with
a car journey from Stourbridge to Williton, A breakfast stop was
made at Strensham services on the M5 where the food was as
diabolical as ever (will we ever learn) and this time was served up
by an interesting group of what I assume were Kosovan refugees, all
of whom insisted upon shouting and bawling at each other in a highly
animated but completely in-comprehensible way.
Heavy rain had joined
us by the time we reached the railway station at Williton so a quick
dash was made to the booking office where tickets were purchased.
Our first locomotive of the day was ODNEY MANOR working a Bishops
Lydeard to Minehead service. We managed to secure a compartment at
the very front of the train. The heavy rain was making traction a
little difficult for the “manor” and we very nearly slipped to a
standstill after leaving Doniford Halt. Arrival at Minehead was some
20 minutes late.
We had a couple of hours to kill and with it being
wet outside, there was only one thing for it ..... get wet inside.
Hence we headed for what I think is called the York Bar on the high
DINMORE MANOR greeted us on our arrival back at the station
and this time we made a full return trip to Bishops Lydeard and back
to Minehead. The rain had eased by now so we were able to enjoy the
views of the Bristol Channel and then the Quantock Hills, as the
railway heads inland once past Williton.
At Bishops Lydeard, we noticed that the signalling of the station
had been completed and that the box now appeared to be in full
Arrival back at Minehead was more or less right time and
we crossed the island platform and joined the waiting DMU for the
last trip of the day, back to Williton.
Once at Williton, we drove
the few hundred yards to our digs at The Foresters Arms. The pub is
situated on the A39 just on the edge of Williton village. Its
location is ideal for those visiting The West Somerset Railway and
it does feature in the Good Beer Guide. It had been a long day so we
had a relatively early night after enjoying a meal and a few pints
of Cotleighs “Tawney Owl” Bitter.
The next morning saw as driving to
Taunton, a distance of approximately I5 miles from Williton, along
the very windy A358. On arrival at the station, we were just in time
to see a 47 depart on a west bound service ____. Typical!
Western Trains provided a HST for the first leg of our joumey and we
climbed effortlessly up Wellington Bank and into Whiteball Tunnel on
our way to Exeter St David's, A change of trains saw us on a Wales &
West Sprinter for the rest or our joumey along the sea wall past
Dawlish and Teignmouth, through Newton Abbott and then, branching
off at Aller Junction and down to Paignton. We walked over the
footbridge from the “BR” station to the Paignton & Dartmouth station
known as Paignton Queen’s Park, Here, one of the first people I
bumped into was a buffet steward I knew from the Severn Valley
Railway were I work. It’s certainly true about it being a small
Not surprisingly, a GWR “Prairie” tank locomotive was waiting
to work our train forward, number 5239, It being the “peak” season,
the train was very well loaded as we pulled out of Paignton and made
our way down to Kingswear through Goodrington Sands and Churston.
arrival at Kingswear we crossed the River Dart on the ferry to
Dartmouth and partook of a Cornish pasty whilst at the same time
trying to fend of the seagulls which were performing worryingly
accurate impressions of Stuka dive- bombers, After an hour or so of
attack from the air, we returned to Kingswear and made the return trip
up the valley to Paignton Queen’s Park, once again with 5239 at the
A service bound for London Waterloo returned us to Exeter St
David's where we retired to The Great Western Hotel for a swift pint
before joining a Great Western Trains HST back to Taunton. We drove
back to Williton and The Foresters Arms for more good food and
The following morning saw a drive from Williton to
the edge of the Cotswolds, as Toddington was our aim. The
Gloucestershire Warwickshire Railway was once part of the GWR
network and is located on the line that once ran from Cheltenham,
through Honeybourne and onto Stratford upon Avon.
As I have
mentioned earlier, we had not been to this particular railway before
but as I had seen it featured on a number of occasions in Traction
magazine, I was intrigued to find out what it was actually like I
have to say that we were all very impressed. The standard of upkeep
of the stations, locomotives and rolling stock is to be highly
commended and dare I say, puts “my” Severn Valley Railway to shame
in a number of aspects, We found the staff there very friendly and
enthusiastic. In addition, the views from the train were good with
large expanses of countryside visible on either side of us, at one
point even as far as the Malvern Hills.
The line from Toddington
heads in a south westerly direction to Winchcombe, the only other
station on the line, some 3 miles distant. From there you page 9,
further 4 miles, through the 593 yard Greet Tunnel to Gotherington.
The station here is privately owned but the owner is evidently a
railway enthusiast, judging by the proliferation of railway
equipment, including a signal box, which surround the property. The
Gloucestershire Warwickshire Railway intend to open their own halt
here but at present, the train simply stops in a “run-round” loop
and then makes the return journey back to Toddington.
Staff we talked
to at the railway explained that the line should be open to
passengers through to Cheltenham Racecourse in 2003 and that plans
were being made to extend in a north westerly direction to Broadway
and that that could be open as early as 2006.
All in all, we were
very impressed with The Gloucestershire Warwickshire Railway and
spent a pleasant day travelling between Toddington and Gotherington
and I would certainly recommend it to any one who has not been
before. All good things must come to an end, and so it was that we
headed back to Stourbridge after a very enjoyable three days of
traversing both existing and former GWR metals.
Wanderings of a
by Gerry Collins
On holiday at Alghero NW Sardinia
I was pleased that there was a metre gauge railway from our town to
Sassari. Single diesel railcars, often in tandem trundle along until
they meet the standard gauge lines that ran from Sassari to other
parts of Sardinia. The fare was very cheap - £2.00 return!
Margaret, having rented a bungalow at Arthog (near Barmouth) for a week, we loaded the car (with the
On the way, stopping at Horsehay for the Telford
Steam Railway, we caught the midday train made up of Peckett 0-4-OST
2142 Northem Gas Board No 1, a Mk l coach, a GWR brake van & a
diesel shunter_ Apparently the loco was not steaming well, the
diesel took the train and we very slowly gained a walking pace to
the end of the line, The 0-4-O then came to life and on the return we
branched left onto the old line to Iron bridge and halted at Dawley
station where there was an excellent O0 layout. (Railway Magazine
July 01 p5-1 refers to a previous 'brisk start') - but the ride was
enjoyable. At Horsehay there was a two-foot gauge two-car steam tram
running on a short track.
With the family in tow (including son Mark
a previous junior member) we just managed to catch the Talyllyn
Vintage train from Tywyn Wharf especially as the £42 in cash for
fares took my breath away! But it was money well spent, as we were
able to get off the train for 'runbys’ etc, On a visit to Barmouth I
photographed the site of the old signal box. It was not convenient
to visit other Welsh railways but that could be another visit,
However three of us cycled along the track bed of the Cambrian
Railway from near Dolgellau through Penmaenpool to near Arthog. At
Penmaenpool the signal box is preserved as an RSPB post
and a fixed distant signal stands on the water's edge and
where there was just room for a track in front of the hotel.
On 21 July 67020 hauled the Green BN set to Lincoln for a
street fest and on 4 August 4472 Flying Scotsman came
through Lincoln using the Joint Line. At Potterhanworth it
was on time and going quietly. After its water stop at Lincoln
it went through Saxilby working well hauling the Pullman
23 August - Day trip Derby to Bristol, Margaret and I
caught the 08.40 to Temple Meads and had 47747 for
haulage, The loco kept excellent time but the clag from the
exhaust could have been included in the October issue of the
Railway Magazine! On the return journey complete with
granddaughter and luggage, on the platform at Temple Meads
waiting for the 14.12 (change at BNS) 35005 Canadian
Pacific steamed through having left its BN set to turn on the
triangle. It was on a Victoria-Bath-Victoria excursion and I
did not have my camera! 47765 performed well to B'ham NS
arriving early, where we changed to the 16.00 Dorset Scot
HST for Derby, being held outside Derby for a two car DMU
to eventually leave its platform.
Central Rivers depot near Burton had some Class 220's
stabled but I did not get the numbers!!
For the older Pennine BUS members - at Tywyn Wharf by
the station was a Trojan coach (circa 2nd World war period
Brooke Bond Vans were Trojans!!)
Quiz No. 106
(Around the Capital)
1. Which station was originally called
2. In which year was Denmark Hill station
destroyed by fire?
3. In which year did Clapham Junction
4. Which station was originally called Jolly Sailor?
5. Which steam loco depot served Waterloo station?
6. What was the original name for Earlsfield station?
7. What was the name of the power station that served
trains from Waterloo?
8. What are the platform No’s for the Waterloo & City line
9. What is the distance between Waterloo & Bank stations
10. At which station was there a Doric Arch?
11. Where did the stone come from to build this arch?
12. From which station did the Norsman run from?
13. From which station did the Palatine run from?
14, From which station did the Mayflower run from?
15. Which steam depot had its entrance in Dumpton Place?
16. What is the length of Drayton Green tunnel (yds)?
17. In which year did the Piccadilly line reach Heathrow
airport terminal 4?
18. What is the journey time from Heathrow airport terminal
4 to Paddington by Heathrow Express?
19. How many Class 332`s are there?
20. Where did SR EMU's 5781-5795 originate from?
21. Which depot was reach by Box Lane?
22. Where does Cremane viaduct cross the Thames?
23. What is the length of" Gasworks tunnel (yds)?
24. At which main line station is the All Zone One-Day
Travelcard not valid?
25. At which c2c station does the Docklands Light Railway
No. 105 .
1. Princess Elizabeth and
Princess Margaret Rose
Lady Jones, the widow of Sir Henry Haydn Jones
3. Duchess of Hamilton
4. Anna Karenina
5. Jane Austin and George Eliot
Dorothy Mather, widow of A H Peppercorn
8. 70036 Boadicea
10. E. Nesbit
11_ Duchess of Sutherland
13, Florence Nightingale
14, 46168 The Girl Guide
15 Wellingborough - Higham Ferrers
16. 30454 Queen Guinivere
18. 45519 Lady Godiva
19. St. Margaret's
20. Victoria de Los Angeles
Horam (the village was originally Whoreham)
22. Princess Mary
23. 7911 Lady Margaret Hall
Pennine Quiz No. 105
Joint 1st John Dewing and Ken King
Joint 3rd Malcolm Bell and Ian Shenton
Congratulations Gentlemen - Your cheques will be in the
post, Due to the complex result it may take our revered
Treasurer some time to work out the sums!!
Noted at Lincoln during the recent period have been:-
66245 on coal, 56065 light engine
60012 and 60017 on oil
60017 on oil, 66097 on coal
56081 on coal, 60020 on oil
56120 and 66141 on coal, 60038 on oil
56088 on coal, 60003 on oil
56105 and 66152 on coal. 60017 on oil
July 19 60056 on oil, 66093 and 66152 on coal
July 23 56102 on coal, 60003 and 60038 on oil
July 24 56071 66147 & 66152 on coal, 60038 oil
July 26 56069 on coal, 60047 on oil
July 31 54068 and 56087on coal, 60017 on oil
Aug 02 56059 and 56087 on coal, 60065 on oil
Aug 07 56091 and 66098 on coal
60048 60049 60074 on oil
Aug 09 56060 56067 and 56068 on coal
60048 on oil
Aug 10 56058 and 66026 on coal
60063 and 60084 on oil
Aug 13 66022 and 66083 on coal
Aug 15 66018 on coal
60021 and 60049 on oil
Aug 17 56067 on coal, 60049 on oil
Aug 20 56105 and 56118 on coal
Noted at York on 04 July were Eurostars 3301/02 47717
67013 + 86241 on Mail, 66209 on Steel train and 47780 as
Passing Eaton Lane Crossing on 16 July were:-
Eurostars 331 1/12 York/KX
37706 Light engine
Sunday 09 September saw 90142 shunting GNER stock at
Doncaster and the following week the loco was in action on
various Kings Cross/Leeds workings.
Noted at Carlisle Station on 14 July were 56060 56085 60032
66108 66150 66238 90221 and 92004. On the same day
Carlisle Kingmoor was host to 20303 20307 20309 20311
20312 20317 20901 20904 33023 33029 37608 37609 and
Noted in the Leicester area on 18 July were 661020 on
Gypsum train at Loughborough, 66705 at Mountsorrel and
37109 58005 58046 60016 6004 60079 and 66231 on
In the Birmingham area on the same day were;-
47737 New Street
66136 Snow Hill (freight)
66205 Saltley (Car train)
66187 Washwood Heath (coal)
60091 Water Orton (freight)
66165 Daw Mill Colliery (freight)
08939 66005 Washwood Heath Yard
08905 60050 60069 60092 66170 66179 66242 on Saltley
On 28 July EWS Class 86’s came to the rescue of three
consecutive Virgin Trains southbound from Stafford:
13.25 Holyhead/Euston - 86254 RES Livery
15.45 Liverpool/Euston 86243 RES Livery
16,35 Stoke/Euston (via B’ham) 86261 EWS Livery
Noted at Preston on 04 August were:
47849 07.38 Reading/Glasgow (In)
86242 07.38 Reading/Glasgow (Forward)
90011 09.10 Euston/Carlisle
47798 Northbound Pullmans
86224 06.36 Poole/Edinburgh
86222 10.40 Edinburgh/Brighton (In)
47849 10,40 Edinburgh/Brighton (Forward)
D9000 Northbound Charter
87019 1 1.10 Euston/Glasgow
86226 08.58 Paignton/Edinburgh
86236 12,30 Glasgow/Poole (In)
47847 Glasgow/Poole (Forward)
Noted at Stafford on 08 Sept were:
86261 11,26 Manchester/Euston
90020 09.19 Holyhead/Euston
92026 S/bound Intermodal
90012 1045 Euston/Liverpool
87034 11,45 Liverpool/Euston
87026 12,40 Stoke/Euston
86259 1030 Euston/Stoke
86240 09.10 Edinburgh/Bourmemouth
47812 08.40 Glasgow/Paignton
87003 11.45 Euston/Liverpool
90146 12.45 Liverpool/Euston
86245 10.38 Glasgow/Euston
87013 12.10 Euston/Glasgow
90009 1345 Liverpool/Euston
47828 09.18 Brighton/Edinburgh
On 14 Sept Voyager Unit 220008 was noted on the 17 49
Noted on Ayr Depot on 14 July were 08441 08881 37516
66002 66063 66067 66089 66102 66176 66178 and 66246.
66017 66184 66214 and 66220 were also noted on MGR’s.
On 01 Sept Polmadie was host to 47733 66127 86240 90223
and 90231 while 47763 47792 92007 92014 92030 and 92034 were noted
at Motherwell MPD.
Our Membership Secretary had a week in sunny Dawlish
from 16 June to 23 June and saw 57601 in action Mon - Fri
on its usual diagram:
On 05 Sept your editor had a lazy day in Twyford and noted
the following between 10.00 and 14.00 hrs
Noted at Didcot by our member, John Dewing, who helped
YORKSHIRE become cricket champions by his dedicated
30 July 58025 60020 60026 60028 60070 and 67016. 47811
on the 2350 Night Riviera Paddington/Penzance left 1 hour late but
arrived Penzance 5mins. early.
47813 on 06.30 Plymouth/Paddington 47832 on 08.20
Penzance/Paddington 47746 on 08,16 Penzance/ManPicc 37057 37695
10 Aug 37057 58030 60002 60026 66003 66080 66082
Preserved Railways, Railtours & Open Days
On 13/14 July the PF
Railtour “The Ayr Liner” was hauled at different stages by 60001
92042 37707 37886 66246 and 56054.
Six locomotives were in steam at
the Barrow Hill "Steam Gala" on 18 July:
68088 + 92203 "Black
Prince" on shuttle train
41708 giving brake van rides
"Whitehead" giving shunting demonstrations
61572 and 68005 giving turntable demonstrations
Eight locomotives were in steam at the
Barrow Hill "Model Engineering Show" on 21 July:
1163 "Whitehead" giving brake van rides
Miniature loco "Victoria Rose" giving rides
92203 "Black Prince" and miniature locomotives "Polly 11I" and 70026
"Polar Star" also in steam. T
The Great Central Railway "Steam Railway
Gala" on 28 July was host to D123 D5830 and steam locos 6990
"Witherslack Hall", 7821 "Didcheat Manor" and 63601 working
passenger trains between Loughborough and Leicester North and goods
and mail trains between Loughborough and Rothley. D7629 was shunting
The Keighley and Worth Valley Diesel Gala on 08 Aug was
host to 37607 26024 20304 20301 47643 25235 25059 D8031 D0226 and
steam loco 42729.
At Corus Scunthorpe on 11 Aug steam loco 3138
“Hutnik” was on the steelworks tour train with steam loco 1438 on
the steelworks brake van tour assisted by diesel shunter DL2_ Corus
locos 76 and 79 were on “torpedo” molten iron wagons with 78 and 90
on other works trains, Noted at Snibston Colliery Railway on 27 Aug
was Cockerill vertical boiler locomotive “Yvonne” on a passenger
train and Ruston 4 wheel diesel giving shunting demonstrations.
Locos used on the PF Railtour “The Poly Granite” on 31Aug/01 Sept
were 56088 37415 37411 37669 67004 20307 30310 90019. On the return
leg the tour was diverted via Kilmarnock and Dumfries to Carlisle
due to overhead line damage at Lockerbie. Then on return from
Carlisle 90019 was substituted in place of 56103 due to lateness of
tour. A fast run then ensured that the tour arrived back on time at
Stafford. Locos noted at the East Lancashire Railway Diesel Gala on
08 Sept were D1041 D8087 D200 47358 66523 D5600 D5580 37038 D7076
31108 33117 50033 45135 D172 24054 D345. (66606 worked on Saturday
and was replaced 66523 on Sunday).
On 14/15 Sept the PF Railtour
“The Blyth and Tyne Meanderer” was hauled by 58037 56089 92014 66142
Camels Live On!!!
Originally planned to be withdrawn in
May 2000 and subsequently every few months since then, the venerable
1950’s built Metro-Cammell class l0l’s appear to have been given yet
another reprieve thanks to the continuing problems with the new
Class 175 “Coradia” units. (see the last few editions of TP for this
continuing saga) Some of the units are being given a life extension
overhaul at Glasgow Works which could see a few survivors remain in
traffic until May 2002.
Journeys to Sheffield now only occur in the
event of failures or shortages of Sprinters/Pacers.
The class is now
only diagrammed for Marple and Rose Grove services in the main.
Sightings on 08 Sept were:
101691 Strathclyde Liv, 17.04 to Marple
101676 RR Liv. 17.14 to Rose Grove
101693 Strathclyde Liv. 17.25 to
Robin’s Review: No 14
“Great Western Railway Journal”
suppose this column, over the last few years, has covered just about
all the mainstream Railway Enthusiasts magazines available today and
you'll be wondering how many there are available on the market.
Well, probably more than you think, but whether you class the
remaining magazines to be reviewed as mainstream or not is probably
a matter of opinion, One thing I am trying not to do initially is
review Railway Modellers magazines although you the member/reader
may have a view on whether or not this column reviews modelling
magazines or not. If you have, write to the editor and you never
know you may shape the future of this column in Trans-Pennine!
Anyway to put your mind at rest Robin’s review still has some way to
go before it runs out of steam, diesel or juice!
Railway Journal (GWRJ) is published 4 times a year at £3.75 per
issue. Subscriptions are .E 15.00 per year, GWRJ is published by
Wild Swan Publications and as the title suggests specialises in The
Great Western scene right up to the 1960s, although the end of the
steam era seems to be as far as it goes. Therefore it is obviously
written for the dedicated GWR enthusiast. but can also be of
interest to other interested parties because of the in depth nature
of the articles. The current issue which came out in August is No
39. GWRJ first appeared in 1991 as a preview edition, the success of
which led to issue No l in early 1992. GWRJ now consists of 60 pages
of articles with many colour and black and white photographs.
are four articles in the current edition of which the main article
is PAIGNTON REVISITED, This very extensive article covers mainly the
fifties and early sixties. Written by Chris Turner the article is
thirty-five pages long and would make an excellent small publication
in its own right. It includes comprehensive photographs of the
station, goods shed, yard and sidings. Also there are copies of
original drawings and maps of buildings and area, The article I
found compulsive reading but then for someone who has spent over
twenty years of his railway career working on stations and the fact
that the station and train working particularly on summer Saturdays
is covered in great detail one would expect to enjoy!
article is “Halls on Goods in the Midlands and North" (North meaning
Chester and Birkenhead etc).
make up of trains give an interesting insight
into GWR goods trains before the Second World War.
“Fireman at Wolverhampton" is a four-page article relating
the experiences of a young fireman at Stafford Road shed.
“Modem Opens 3” looks at open wagons, their design,
construction and use in traffic Finally the letters page and the
Photo feature at the back of the magazine show excellent
colour shots of Castles and Kings on West Country Holiday
VERDICT Great Western Railway Journal is not your
normal run of the mill enthusiasts magazine. It’s specialist,
but in such a way as to be interesting reading for lots of
people with different railway interests. Only it’s all Great
All meetings are held at the Salutation
Inn South Parade Doncaster starting at 2O_OOhrs on lst and 3rd
3rd October 2001.
Pennine Slide Competition.
Judged by Graeme Wade.
17th October 2001.
7th November 2001.
21st November 2001.
Steve Hall -
Diesels - Late 70s/80s.
5th December 2001.
Members Slide Night.
19th December 2001
Pennine Shield Final.
Round One 22nd November2001
Round Two 5th December 2001
Final 19th December 2001
2nd January 2002.
Members Slide Night.
Bring Along a selection of your slides.
Sunday 6th January 2002.
Annual General Meeting.12-noon Salutation Inn.
Thanks to all those who have done shows in the last few
months, If you would like to do a show or would like to
recommend anyone let me know ~ Robin
I would like to thank the following for their generous
contributions to this issue: Tony Caddick, Gerry Collins,
John Dewing, Martin Hall, John Sanderson, Ian Shenton,
Paul Slater, Robin Skinner.
Time for a Change
For personal reasons I have decided to retire from the Trans
Pennine Editor’s post at the end of the year. My last edition
will be the Christmas 2001 Issue.
Anyone wishing to take on this highly prestigious position
should contact myself or any other committee member as
soon as possible to ensure we have continuity of publication.
I am prepared to help and advise any volunteer for as long as
long as required.
Thank you all for your assistance during my spell as Editor,
The Christmas 200l issue of TRANS PENNINE is due for
publication on Monday December l7‘h 200l. Would contributors please
let me have their information by Friday
December 7"‘ 2001 THANK YOU