The Magazine of the Pennine Railway
No.138 - Winter
of the Pennine Railway Society join together in wishing all our
members, their families and friends a very Happy Christmas and a
Prosperous New Year.
We thank you for your support and friendship in 2006.
magazine you will find a renewal of membership form. We are pleased
to be able to announce that the fee will remain unchanged at £5.00
We hope you will rejoin the Society in 2007 by simply completing the
renewal of membership form and returning it with a cheque for £5
made payable to ‘The Pennine Railway Society’, to our Membership
Secretary, Tony Caddick, at the address shown on the form.
rejoining for 2007 will receive a complimentary Pennine Railway
Society pocket diary. Yet another good reason for renewing your
You are invited
to attend the Society’s Annual General Meeting which will be held at
12 noon on Sunday 7th January 2007 at the Salutation Inn, South
This is the opportunity for you, the members to have a say in how
you wish the Society to be run, and to form a plan for events in
It will also be a chance to socialise with friends you may not have
seen for some time. Any member who wishes to raise an issue is
welcome to notify this to our Chairman, Robin Skinner, or any other
Committee Member, in advance of the meeting.
reminded of our social evenings, arranged by Robin, which are held
on the 1st and 3rd Wednesday of every month.
The winter 2007 programme is shown elsewhere in this magazine.
Curtains rise at 8.00pm in our private, well-appointed, function
Entertainment is guaranteed and is open to non-members.
another successful staging of the annual, prestigious, Pennine Slide
The event saw 50 slides entered, of an extremely high quality (as
This year’s competition was judged by Tony Caddick and the result
was as follows.
Gossan LMS Mogul 42968 leaves Hampton Loade on
Bridgnorth – Kidderminster charter on 24 January 2004
Williamson Class 66 on westbound Bin-Liner at Tilts (between
Applehurst and Adwick) in March 2006
Dalby Class 142 at Mauds Bridge working the 14.17
Scunthorpe – Lincoln on 18 February 2006
Copies of the
slides can be found printed in this magazine.
Congratulations to the winners, and thanks to all who entered and to
Tony for judging.
We are pleased
to report on a successful Society visit on 2 September 2006 to the
rail system at Scunthorpe Steels. Upwards of 25 members and friends
enjoyed the visit, although the weather might have been kinder.
Particular thanks to Andy Dalby for the hard work he put in which
ensured the success of the visit.
Also thanks to our friends from FAST Tours (Felix and Sheffield
Transport) who supplied the preserved vehicle to take us from
Doncaster to Scunthorpe (and back!) and to our old friend, driver
Ian (MFI) Wilson.
At the end of
September 2006 Eurostar achieved best ever punctuality performance
with 98% of trains on time.
For the month of September as a whole 95.9% of trains reached their
destination on time. There were 11 days in the month when Eurostar
reached 100% punctuality, with every single train arriving at its
destination on schedule.
Passenger numbers soared during this period as a result of
continuing disruption to air travel.
Eurostar has won the title “World’s Leading Rail Service” for the
last 9 years at the World Travel Awards.
on Ice at St Pancras
London – Paris trains will start rolling out of a revamped St
Pancras Station on 14 November 2007 when St Pancras takes over from
Waterloo as the capital’s Eurostar link.
The station facilities will include a gastropub and Farmer’s
Market. Passengers will also be able to enjoy a glass of bubbly at
Europe’s longest champagne bar.
the first sub-four hour journey from Glasgow to London. The Virgin
Trains Pendolino made the 401 mile journey in 3hrs 55mins, knocking
19mins off the record set in the early 1980s by the ill-fated APT.
The train left Glasgow Central at 12.37 arriving London Euston at
16.32. Before setting off the train was officially named Heaven’s
Angels by Nick Pigott of Railway Magazine.
Heaven’s Angels is the name of the Virgin-supported charity which is
receiving more than £30,000 as a result of the landmark journey.
This will go to provision of motorbikes for the delivery of
healthcare in Africa.
been awarded a fresh contract to run services on its South West
Trains franchise. The South Western Network will be made up of two
existing franchises, South West Trains and Island Line, both of
which are currently run by Stagecoach.
For the East Midlands franchise, Arriva, FirstGroup, National
Express and Stagecoach are on the shortlist.
The Cross Country franchise will be contested by Arriva, FirstGroup,
National Express and Virgin Rail Group.
The only contenders for the West Midlands franchise are Govia and a
Serco Group / NedRailways joint venture after MTR Corp pulled out.
Two new tram lines in
Nottingham have been given Government approval; running from the
city centre to Clifton and to Chilwell & Beeston. Construction is
set to start in 2010 with trams running in 2013.
The Chilwell and Beeston route will go from the rail station to the
south west of the city. The Clifton route will go from the railway
station to the South of the City
4 – Heathrow
to Heathrow Airport’s terminal 4 have resumed after 20 months of
work to extend the line. A section of the Piccadilly Line closed in
January 2005 while a junction was built to connect the rail link to
the new terminal five building.
Passengers can now travel via Tube from Hatton Cross to terminal 4.
This is an important milestone in the project to extend the line to
shortest line has reopened after 5 months, following a major upgrade
of track and equipment.
The Waterloo and City line has 2 stops and carries an average of
37,000 commuters a day. The line’s opening was delayed from 1
September 2006, for which Metronet will be fined.
Trains are newly re-furbished and have been painted in London
Underground’s distinctive red, white and blue livery.
stalwart Geoff Bambrough (President) asks if any members, like him,
remember one of the most unusual services to operate on a British
railway – the service operated from Waterloo to Brookwood
Necropolis, near Woking. The railway conveyed the deceased and
their accompanying mourners to Brookwood Necropolis, at one time the
largest cemetery in the world.
The service ceased shortly after World War II. There were two
stations on the Brookwood Necropolis Railway, one for Anglicans, one
for Non-Conformists. Even after death class distinctions were made
with 1st, 2nd or 3rd class coffin tickets available. There were
licensed premises at the stations serving spirits.
A new Fourth edition book by John M Clarke has been printed by
Oakwood Press. Expect to see a copy as a raffle prize at a social
After two well
contested rounds, the Pennine Railway Society lost to the Dore Loco
Society in this year’s Shield.
by Paul Slater
is the title of a novel by Raymond Williams. Once, in a
questionnaire, I listed it as one of my three favourite novels, and
there is no doubt that when I read it in the middle or late 1960s it
made a great impression on me. To a certain extent
autobiographical, it tells of a boy growing up in a Welsh border
village, below the Black Mountains in what was Monmouthshire. The
boy’s father is a signalman, and the novel describes his work on the
railway as well as his hobbies, his friends, his marriage, and the
world of the people in the village. The story begins after the
First World and ends in the l950s, with the boy - now an-academic in
London, with a wife and a young family - having to go back to his
home village when his father becomes seriously ill. At the end of
the novel, the father has died, and his son says goodbye to the
village and returns to his life in London.
“Border Country” can be enjoyed as a social and political novel, and
the General Strike of 1926 and its consequences form one of the
book’s main themes, but I enjoyed it as a novel about railways -
there seemed to be very few of those - as a regional novel set in an
attractive countryside, and as a novel about growing up, leaving
home, then going back and remembering. The setting of “Border
Country” - Abergavenny and the valley to the north where the main
road and railway line from South Wales climb to pass between the
Black Mountains and the isolated hill of Skirrid Fawr - was a piece
of country I had never visited, and it became one of those places
which I knew well from reading without ever having set foot there.
In due course I read two other novels by Raymond Williams, and as
part of my librarianship studies I had to read sections of two of
Williams’s political books, “Culture and Society” and “The Long
Revolution”, but I did not like them nearly as much as “Border
On days out with my parents, I did eventually glimpse the attractive
countryside which is the setting for “Border Country”. When the
railway line through Abergavenny began to be used on a fairly
regular basis by steam specials, I thought of an interesting idea
for an excursion with both railway and literary appeal and on a
chilly February day in 1983 I was at Abergavenny to see two of the
Severn Valley Railway’s engines, 2-6-4T no. 80079 and 2-6-0 no.
43106, hauling the “Welsh Marches Pullman”. I had already seen the
special on its southbound run at Craven Arms in Shropshire, with
4-6-0 no. 4930 “Hagley Hall” doing run-pasts. Quite early in the
story of “Border Country”, the main characters remarked on how the
main road through their valley was being widened and straightened,
and was starting to take traffic from the railway; in 1983 the new
Abergavenny by-pass gave me a splendid vantage-point. At that time
33s were used on the regular trains along the Welsh border line, and
I saw 33044 on the 13.00 Shrewsbury-Cardiff and 33025 “Sultan” on
the 15.10 Cardiff-Crewe before 80079 and 43106 arrived. I watched
the engines doing run-pasts, then drove to another lay-by further up
the by-pass; soon 80079 and 43106 came by, climbing noisily with
much smoke and steam into the fringes of the Black Mountains. The
only locomotive which is identified in “Border Country” is the one
hauling the train bringing the boy’s father to start work as a
signalman at the village station, and there is a very attractive
description of “Clytha Court” - its name on “a grimy brass-lettered
arc” - working hard on the long gradient and sending up a great
plume of steam. I think “Clytha Court” is a fictitious name, but
some Great Western “Saint” class 4-6-0s had similar ones.
Banking engines were commonly used on goods trains in steam days on
the line north of Abergavenny, and the central incident in the
General Strike episode of “Border Country” concerns just such a
goods train and its banker. I watched 80079 and 43106 climb into
the hills, then set off after them in my car; for a few minutes I
could see the smoke and steam of the special ahead, then it topped
the climb and drew away from me, and I continued on my way to
Ludlow, where I was staying. My map showed the remains of two
stations on this stretch of line, Llanvihangel and Pandy; either
could have been the basis for Glynmawr, the station in “Border
Country”, but both had been closed for some years and I did not
bother going in search of them.
Just over a year after I had seen the “Welsh Marches Pullman” at
Abergavenny, I climbed Skirrid Fawr, and on a beautiful warm sunny
Easter Monday I looked down at the landscape of “Border Country”
from the summit of what appears in the novel under the name “the
Holy Mountain”. The young hero of “Border Country” sometimes
climbed the hills around his valley to enjoy the magnificent views,
and I felt a definite sympathy with him that day. Far below, a 33
slowly climbed the gradient out of Abergavenny with a northbound
Soon after our marriage, Chris and I fell into the habit of reading
our favourite books aloud in instalments at the end of the evening.
When I chose “Border Country” as my “book at bedtime”, it was
interesting to see how its appeal had stood up to the passing of
time. I still enjoyed it as a railway novel, I still loved the
descriptions of the countryside and the life of the villagers, hut
the business of growing up and returning home with nostalgia did not
come across so strongly, and the political and social aspects of the
story, and the relationships between the characters, were much more
noticeable. The relationship between father and son, and the
intensely moving account of the father’s final illness and death,
had rather passed me by at the first reading, but now seemed much
I read in the newspapers of the death of Raymond Williams. The
obituaries concentrated on his sociological and political writings,
his Marxist-influenced thinking and his involvement with student
protest, but it is “Border Country” with which I associate him.
In 1996, while in Crewe for the weekend, I took the opportunity to
take a train ride all the way down the Welsh border line, which I
had never travelled south of Hereford. Much of that line passes
through pleasant countryside, but the most attractive part of the
whole journey is the stretch north of Abergavenny, the Border
country of which Raymond Williams had written. I noted the first
distinctively Welsh-looking cottage beside the line, and admired the
views of the Black Mountains. Returning some hours later, I sat on
the other side of the train, and looked out at the hills of the
border lit by the sunshine of a beautiful June evening. I realised
that the two-car class 158 unit was definitely climbing north of
Abergavenny, and I thought of the steam goods trains and their
bankers. Trees had grown up along the by-pass, and I did not
recognise my vantage-point for the “Welsh Marches Pullman” in 1983,
but I could clearly see the summit of Skirrid Fawr where I had stood
the following Easter and looked down at the Border country. I saw
traditional signal boxes and semaphores still in use at several
places along that line, but between Abergavenny and Pontrilas: there
are none; I could see no trace of a station that could have been Glynmawr or a signalbox which might have been the one where the
boy’s father in the novel worked. As the train gathered speed on
the downgrade towards the border with Herefordshire, I looked back
across the fields to Skirrid Fawr, and thought of a man whose
writing about this stretch of countryside with its peop1e and its
railway had once captivated me.
A Christmas Post Ghost Story
by Chris Tyas
was December 1967 and Rowland Hill a student at the local art school
had managed to get himself a job with the post office. Working at
Grantchester station loading and unloading the mail from the trains,
he had been working with Patrick and Jessie for almost a month but
tonight was his last as tomorrow was Christmas Eve and there were no
mail trains running.
Grantchester had two through lines with a barrow crossing at the
eastern end of the station. It had been a horrible miserable day
with mist and rain but now as it had got dark the mist had turned to
heavy fog. Patrick and Jessie had left Rowland to unload the up
train to London, as the down train from London which was running
late was also due in on the other platform at the same time; Patrick
had said that he would have the kettle on for a brew by the time he
The up train arrived and Rowland opened the van door to find it was
overflowing with mailbags. He was just beginning to worry how he
was going to get it all unloaded by himself without delaying the
train, when he heard a young lady’s voice asking if he needed some
help. So between them they managed to get all the bags unloaded in
time for the train to depart at the booked time. Rowland could not
understand why he had not seen her before so he asked her name every
body calls me Penny she replied.
Rowland decided it would be a good idea to take one of the loaded
barrows over to the other platform on is way back to the cabin for a
brew of tea, he set off along the platform pulling the barrow behind
him and was just about to go down the ramp to the crossing when
Penny stopped him pulling him back from the ramp. Then about 15
seconds later an express passed through on the down line, had he not
stopped when he did he would have been on the crossing with the
He had not heard the train coming as the up train he had been
unloading was still in the platform having been delayed with a
leaking vacuum hose. After the up train had gone he decided it was
safe to cross to the other platform so set off pulling the barrow
behind him but he could not see Penny anywhere about.
He headed for the cabin expecting to find Penny there having a brew,
but the only people in the cabin was Patrick and Jessie. Rowland
asked where the young girl had gone, what girl they asked the only
people on duty tonight are us three. Rowland related the story of
how Penny had saved him from sudden death under the wheels of the
down express, to which they looked at each other and in unison said,
“That would be Penny Black”.
Then they told him the story of how a young girl who had been
working on the station many years ago had failed to hear the express
coming on the opposite line and walked on to the crossing being hit
by the oncoming train.
Pensioners Week Out on a Train
by Retired of Woodlesford
the 21st of September 2006, I reached the ripe old age of 60, and
had decided to retire. One thing I had promised myself on retiring
was to do an “All line Rail Rover”. So off I went to Wakefield
Westgate station to purchase a Senior Rail Card, and a Rover ticket,
I purchased a first class 7-Day ticket starting 24th
Therefore, after lunch on the Sunday I set off to Leeds station for
a train to London Kings Cross, I caught the 14:40 finding a single
seat the train set off on time being pushed by 91115. Arrived
Doncaster on time to be told that we would be held for a train from
Newcastle, which was carrying passengers for intermediate stations
to London from a cancelled train. I decided to change trains onto
the non-stop first mistake, the train was full and standing even
after the passengers for the stopping had alighted, managed to find
a seat in a corner.
Arrived in London at 17:05 in plenty of time for my next part of my
tour, so had a look at the new St .Pancras station. I can see why
Midland Mainline have improved there timings journeys must be at
least ½ mile shorter, saw two sets of Meridians and HST set. Walked
the short distance to Euston and waited for the Caledonian sleeper
to Dundee, the train was made up 12 sleeper coaches 2 lounge cars
and 2 seating coaches, and hauled by 90024 painted in Caledonian
sleeper colours, this was the first time it had hauled a sleeper in
its new coat. I found my seat in the seating coach of the Aberdeen
portion and waited for departure time. An on time departure of
20:00 was made. The first stop was Watford Junction, we seemed to
have long stop, found that 90024 had a brake problem and would be
taken off at Crewe.
After the Watford stop I decided to visit the lounge bar and have
supper the bar was very busy almost every seat taken, seemed very
continental, movable tables and chairs. After Stafford we took the
Stoke line, and then onto Crewe. Here the loco was changed for
90031 and 57312 for the diversion via Manchester and Bolton to
Preston, at Preston the diesel was removed now it was sleep time for
the journey onto Edinburgh. At 04:20 the train arrived in Edinburgh
a 67 was put on the rear which took the Highland section away and
67001 came onto the rear of the Aberdeen section, and departed at
04:45, when crossing the Firth of Forth the spotlights of the rail
bridge were covered in fog very eerie, the crossing over the Tay was
different clear skies the lights of Dundee twinkling in the
distance. Arrived in Dundee at 05:50 and caught the first train
towards Edinburgh, this being the 06:16 haulage 158720/723. I
alighted at Haymarket at 07:45 and observed the rush hour period
until 09:30, then boarded a GNER service to Glasgow Central arriving
Decided to do a few trips on the local services travelled to Paisley
Gilmour Street passing Shields Road depot on arrival Paisley went
into the town Wetherspoons at the station entrance had pint and some
lunch, travelled back to Glasgow, booked a seat on night sleeper to
London. Then went to the Low Level platforms caught train to
Hyndland, and then onto Dalmuir, retuning back to Glasgow via
Yoker. Had a stroll around Glasgow and onto Queen Street station,
caught the train to Bishopbriggs to see the resurrected Eastfield
depot a lot smaller than the previous one. More observations at
Queen Street followed by a visit to the nearby Wetherspoons in
Vincent Street. Walked back to Central for more observations,
before going for a night cap at Wetherspoons on the West side of
Central, and then boarding the night sleeper to Euston. The stock
consisting of five sleepers, lounge car, and seating coach hauled by
90034. At Carstairs the Edinburgh section joined on, and set off
south stopping at Carlisle and diverted past Bescot and alighted at
Watford Junction, and waited for the train to Clapham Junction due
to depart 07:18. This arrived and departed on time and was full and
standing by the time it reached Clapham Junction. Observed the
commute to and from London until 09:30 and then boarded train for
Waterloo, and then a fast service to Portsmouth Harbour. On
arrival, I went for walk round the historical and modern warships my
favourite being Nelsons Victory; also the modern Illustrious was in
for a refit. Returned to station and boarded a West Coast Way
service to Brighton this stops at most of the towns along the coast
and into Brighton. The station as changed little over the years the
only modern equipment being the automatic ticket barriers. Walked
down to the promenade and beach to see if there was anything left of
the West pier, there is still a small amount of twisted metal in the
sea how long this will last is anybody’s guess. Strolled back to
the station keeping a wary eye behind to see if I was being tailed,
caught an East Coast Way service to Ashford the haulage being a two
car Class 171 turbo very scenic route especially around Beachy
This was a new part of the country for me never being around here
before, plenty of open country between Hastings and Ashford, all
sheep and apples. New station at Ashford now named International
now able to change to Eurostar for onward travel to Europe. Boarded
train for Charing Cross, train empty for the run to London. On
arrival at Charing Cross caught tube to Euston, plan here was to
travel to Holyhead. The monitors showing train being prepared, so
walked along the barriers the now normality of Pendolinos and one
sleeper train for the Highlands and North East Scotland.
Announcement sounded train for Holyhead now ready for boarding on
platform 14 so walked along barriers to 14 and found the train to
Holyhead to be a four car Voyager, a quick thought I could not sleep
on this along the North Wales coast. So, I boarded and had my
supper, consulted the timetable and found that there was a following
service to Carlisle. Boarded the last first class coach, found it
very cramped do not know what it is like in standard class, must be
less room, so tucked into supper No 2. Alighted at Carlisle not
many people about, half a dozen freight observers at the platform
ends found it bit cool for this so waited near the station exit
where it was warmer. Quiet busy coal and Intermodals through the
station the sleeper arrived at 01:40 the seated coach nearly full
managed to find a seat and settled down for the journey to Euston.
Looking through the darkness I noticed that the train had taken a
detour through Bescot yard and a safe arrival at Euston. Rather
than pay the £3.00 fare on the underground to London Bridge, I
decided to walk to Kings Cross Thameslink and catch a Thameslink,
not knowing trains do not go to London Bridge until later in the
morning, so alighted at Blackfriars, no trains to London Bridge from
here. So I made the short walk to Cannon Street, plenty of trains
to London Bridge. Observed what was left of the rush hour after
which travelled to Waterloo, Clapham Junction, Victoria and onto
Liverpool Street. I had not travelled to Norwich from London
before; in fact the last time I was at Norwich was 29th
July 1981 on the £2 Eastern Region Day Rover. So I boarded the
loco-hauled service 90013. On arrival at Norwich I noticed that
traction depot had been moved and a Morrisons supermarket in its
place. Norwich station is very neat and tidy, purchased refreshments
for the return to Liverpool Street. On arrival in London I was
feeling very tired having not slept well since Saturday night
decided to have a night at home caught the 18:00 from King Cross to
Leeds and home 21:30.
Now Thursday morning after a good nights sleep on 06:00 bus to Leeds
and first available train to Kings Cross. On arrival at station
checked departure board, one due to depart at 06:40, only stops
twice Wakefield and Newark, so boarded train found a good seat near
front, waited for trolley to come along and ordered a light
breakfast munching away nicely through Doncaster, Retford and the
stop at Newark, approaching Grantham the train began to slow,
thought there maybe a late running train ahead, came to stop at the
platform in Grantham. After a few minutes the dreaded “bing bong”,
this train as been terminated here due to overhead line damage north
of Kings Cross. The train I was on was to be turned round and used
as a northbound service and a following southbound service would be
stopped for onward travel to Peterborough and maybe coach forward.
There were two other options travel to Nottingham and forward with
Midland Mainline or to Ely and forward to Liverpool Street. I
checked the station monitor and noticed there was a Central train to
Norwich, and would connect with a train at Ely for Cambridge and
onto Liverpool Street. I think I took the wrong option, although
there were good connections it seemed to take ages, it was 12:10
before I arrived in London. My plan was to travel around Kent today
Dover, Ramsgate, and Folkestone but had lost over three hours, so I
made my way to London Bridge to see where I could get to. On
arrival I found there was a service to Ashford the same journey I
had made on Tuesday evening, on arrival at Ashford checked the
station monitors to see where I could go to there was only Ramsgate
and back to Victoria, as I needed to be at Paddington for 18:00. So
boarded train to Ramsgate this was a new area of the UK for me,
through Canterbury and onto Ramsgate here there was a connection to
Victoria. Boarded the Victoria train, and set of towards
Broadstairs and onto Margate, after Margate there is a lot of open
country with old touring caravans in the fields all with extensions
built on looks like some old shanty town. Passed through Chatham
this looked to be an interesting place regarding the naval history.
On arrival at Victoria I went to the underground to start the next
leg of my journey, which was to start at Paddington.
Underground in chaos, no Circle Line trains, so had to use the
District Line to Earls Court and back out to Paddington. On arrival
at Paddington checked the monitors for the next train to Exeter, one
due to depart 18:00 from platform 1, this was “The Golden Hind” to
Penzance. Boarded train and found a single facing seat, train soon
full and standing for the return commute to Reading unable to get to
bar so many people in gangways and around service area. On
departure from Reading the train was virtually empty so could move
around at ease. Arrived at Exeter more or less on time and caught a
local train to Dawlish. Now very dark made my way to the Exeter Bar
in the narrow street just of the main street, quiet in here so
returned to the station and caught the next train to Newton Abbot
and called into the Railway Inn along side the station. After a
drink, I was feeling a bit peckish. The street down to the town
centre from outside the pub for about half a mile on both sides has
restaurants and take aways but there was not one serving English
food so caught the next train to Plymouth. On arrival at Plymouth I
purchased a sandwich and pie from a late opening Spar shop on the
station, went onto the platform and ate my supper waiting for the
night sleeper to arrive from Penzance and onto Paddington. Whilst
waiting three Voyagers one HST and one Class 180 terminated and a
local service to Par and one to Exeter departed. The sleeper
arrived at 23:40 57605 hauling one first-class buffet car, one first
class seating, one standard class seating, and three sleeping
coaches. Train departed at 23:55 the seating coach lighting was bit
bright for sleeping so had to use my ScotRail eye mask. The other
annoying thing was the onboard announcements at each station. The
journey was by the normal route to Taunton, the next stations I
noticed were Swindon and Didcot before our stop at Reading. Then
onto the final destination of Paddington, which we arrived at the
unearthly time of 05:05.
Whilst waiting for the first class lounge to open at 05: 30 I
observed the arrival of early morning trains three twin sets Class
180s and 57602 to remove empty sleeper when the passengers had
left. When the first class lounge opened, I went for my breakfast,
cereal, warm croissants fruit juice, and coffee. Fully refreshed I
decided to go by bus to the next leg of my journey this being from
Kings Cross. Leaving Paddington I headed east along Praed Street
until I found a bus stop for Kings Cross after about half a mile I
came across one. The electronic departure board displayed one to
arrive in three minuets so purchased my ticket from the machine at
the bus stand. (Bus drivers do not take money.) The bus arrived on
time, on the way the bus pulled into Euston station having plenty of
time I decided to hop off and spend a short time observing the
commute into Euston. After which I made the short trip to Kings
Cross on foot to catch “The 10 O’clock”, to Edinburgh or as the
travelling public refer to as “The Flying Scotsman”. This had been
one of my wishes from being a small boy stood on Doncaster station
to travel on this train although no longer non-stop. The platform
staff still refer to this train as such as I overheard one to that
it would leave from platform three so I sauntered forward to take a
pick of the unreserved seats. I found a seat at a single table made
my self comfortable for the departure. At 10:00 the train departed,
the train manager announced that we were on “The Flying Scotsman”
and would make the following stops Peterborough, York, Darlington,
Newcastle, and finally arriving at Edinburgh Waverley at 14:30. The
journey was very relaxing the Peterborough stop went by travelled
through a thunderstorm north of Grantham. Retford passed by and the
next thing I noticed out of the window were the cooling towers of
the derelict Thorpe Marsh power station. I had missed the fly
through Doncaster to make up for the miss I opened a can. After the
York stop the train was running at bit slow we were losing time. By
the time we reached Newcastle we were 15 minuets late no chance of
making this up, the cause being a late running Voyager. When we
left Newcastle, we were still following the Voyager and further 15
minuets were lost making a 30 minuet late arrival into Edinburgh.
At Edinburgh I spent some time at the platform end and had a couple
of drinks in the bar before catching the 17:00 Voyager back to
Leeds. The departure from Edinburgh was around ten minuets late
this was announced, due to a late running GNER ahead. This had been
made up by the time we reached Newcastle an uneventful journey onto
Leeds and so to bed. Saturday morning arrived final day, restricted
to journey limits due to family commitments. Caught train to Leeds
from Woodlesford intending to travel on first new Class 185 from
Leeds. This turned out to be the 10:00 to Newcastle alighted at
York and then onto Doncaster and boarded Manchester train this being
another Class 185. The route between Sheffield and Manchester was a
new line for me very scenic route an on time arrival achieved. The
next leg of my journey was to one of the North West’s favourite
The Station Buffet at Stalybridge. Very popular this Saturday
lunchtime sat at table on the platform had a couple pints and a
Ploughman’s very pleasant hour in the late summer sunshine caught my
last train of my tour back to Leeds and home. A total of 4173 miles
1st Class at just
under 9p a mile.
by Andy Dalby
report into the Community Railfest held in Darlington and the
surrounding area on Saturday 23rd and Sunday 24th September 2006
Location - Shildon.
display at Locomotion, the NRM at Shildon was class 9F 92203 Black
Prince, 3700 class 3440 City of Truro and an Aveling and Porter
converted traction engine Blue Circle. The steam loco and brake van
shuttle service between the NRM and Hackworth museum was an 0-4-0
saddle tank loco built in 1886 by R Heath, Biddulph Ironworks Stoke
-on -Trent, number 6, on loan from the Foxfield Railway. Also on
display outside were the usual selection of industrial locomotives
and other pieces of resident museum stock including 03090. Road
transport were represented by a Leyland tractor unit and trailer in
"Binns" advertising livery, a Dennis tractor unit with flat-bed
trailer advertising a vehicle restoration company and a Star" Flyer"
lorry carrying period furniture. Inside the NRM were the normal
museum exhibits and a selection of sales stands and preserved
railway stalls, the usual thing at railway exhibitions.
Location - North Road, Darlington.
The North Road station museum was open to the public, on display
were class A2 60532 Blue Peter, J27(x NER P3) 2392, NER class 1001
1275 and the original Locomotion No 1. Some of the staff were in
period costume. Also open to the public were the Darlington Railway
Preservation Society's workshop housing partially restored 2MT
78018, the NELPG workshops displaying J72 69023 once again partly
restored and the A1 Locomotive Ltd workshop with new class A1 60160
Tornado under construction. The loco is on its wheels, the side
rods are in the process of being fitted. The smoke-box and cab
frame are fitted and the boiler is sat on the floor waiting its turn
Location - Darlington Bank Top Station (and nearby Jarvis yard).
On display in platform 3 were 185127, 66717 with hidden nameplates
and 156461 in Northern train advertising livery. In the Jarvis yard
were 56301, D9009 and 45112. One item that was visible but not on
display was a Wickham's trolley!
Various corporate stalls representing Virgin, GNER etc were situated
on the area between platforms 3 and 4.
On both days a preserved bus service ran between Bank Top and North
Road stations, on Sunday Cleveland Transit 544, a Dennis Lo-Line and
a Bristol single decker were being used.
Charter Trains and additional services to and from Darlington.
87022 with 87028 dead inside worked a Kings Cross to Darlington Blue
Pullman service, the ECS going to Heaton. 87028 had failed in Kings
Cross with an E.T.S fault.
Class A4 60009 worked a King Cross to Darlington charter; then the
ECS went to the freight line at the rear of North Road station for
watering, the loco ran to the triangle at Hartburn Junction to be
turned. The ECS for the return trip was late departing from North
Road by about 20 minutes.
31452 and 31128 worked a Darlington to Redmire charter on both
days. These were advertised to run to Boulby, but differences
between Hertfordshire Railtours and Cleveland Potash Ltd meant a
change of destination.
156469 in Northern trains advertising livery (Leeds to Sheffield
fast service) ran additional trains from Darlington to Bishop
Auckland on both days.
The steam charters that were booked to run on both days to
destinations like Shildon, Crag Hall, Saltburn and Hartlepool were
cancelled before the event took place. Class 4MT 76079 was the
After last years event at Norwich which saw locos like D1023 and
the Class 84 from NRM York on display my hope were high for
something similar. As it was only half the promised exhibits turned
up, nothing at all from EWS, Virgin or the NRM. Two locos left the
display on Sunday, one in the morning, and one in the afternoon so
any late comers didn’t have much to look at.
Disappointing would be a good word.
I managed to see some people I have not seen for many a year, then I
bumped into people like John and Jimmy Mitton, and saw a few Pennine
members i.e. TC, CT and CT.
One good thing to come out of the weekend was I scored a new class
31 for haulage, 31128! It was worth going to after all.!!
(Beer and Bashing Abroad)
Most of us consider the 80’s as the heyday of bashing in Britain.
Indeed at many Pennine slide shows we hark back to days of BR blue
or large logo liveries, of merrymakers and of waiting at Sheffield
on a Saturday morning for someone with a TOPS report (no mobiles in
those days). I for one am grateful for what I managed to do,
although I wish I had managed more. However the 90’s saw a huge
decline in the number of loco hauled services, a few lingered on to
the early 2000’s but with the exception of 91s on the east coast and
90s on Liverpool St to Norwich services there is little to go at.
Many bashers packed in, others concentrated on photography and a few
moved on to other forms of transport (buses & aircraft I get, but
Some of us, however, could not get the bashing out of our system,
indeed at times it is like a drug and we need a regular fix. Most
of us had dabbled a little abroad in the late 80’s and it seemed
obvious that certain countries would become the focus of our
attention. The following therefore is an account of my bashing
abroad trips over the years. For those of you with continental
experience I make no apologies for the NED moves, as my primary
concern is to get in as many new engines as I can. For those
without, let’s hope it gives you a taste of some fine locos in some
In early 1989 Roy, a friend from my days in Brighton rang me and
asked the following question: “What are you doing for your holidays
this year?” The obvious answer was bashing, I’d split up with my
girlfriend around Christmas and so hadn’t planned to take a proper
holiday. “How would you like two weeks in Portugal and only have to
pay for the flight?” It turned out another one of his mates had a
villa near Faro which he wasn’t going to be using for a month. So
on Saturday 29th April 1989 we flew Gatwick to Faro on British
Caledonian Boeing 757 G-BPEA. The majority of the holiday was of
the Beach, Pool, Restaurant and nightclub type, but we had Roy’s
mates car to get around in and I had taken my continental free
passes for Portugal. I only did moves on 3 days but it gave me a
taste of CP the Portuguese railways.
4th May 1989
CP 1224 Faro to Tunes on the 1025 Vila Real to Tunes service.
CP 1801 Tunes to Vila Real dos Santos Guardina on the 0905 Barriero
to Vila Real service
CP 1801 Vila Real dos Santos Guardina to Albufiera on the 1645 Vila
Real to Barriero service.
CP 1501 Albufiera to Faro on the 18.45 Tunes to Vila Real service.
The 1200s were small diesel locos not very powerful, nicknamed
sewing machines. The 1800s were derived from British Class 50s.
Built by English Electric they look very similar to the 50s except
they are slightly wider and shorter. They have the unmistakable
sound of the 50s. Only 10 were built. The 1500s were quite simply
beasts. Built by ALCO in the USA they were noisy and claggy.
Most of all 3 classes have now been scrapped although at least 2
1800s are preserved.
Tuesday 9th May 1989
Car to Portimao
CP 1206 Portimao to Estombar Lagoa on the 1620 Lagos to Tunes
CP 1212 Estombar Lagoa to Mexilhoeira Grande on the 1335 Vila Real
to Lagos service
CP 1208 Mexilhoeira Grande to Tunes on the 1720 Lagos to Tunes
CP 1803 Tunes to Tavira on the 1845 Tunes to Vila Real service
CP 1213 Tavira to Faro on the 1930 Vila Real to Tunes service
All of the above services are now sadly operated by DMU. The
services between Faro and Lisboa have now gone over to electric
Friday 12th May 1989
Car to Vila Real
CP 1807 Vila Real dos Santos Guardina to Faro on the 1645 Vila Real
to Barriero service
We flew back on Saturday 14th May 1989 on Monarch Airlines Boeing
After the holiday I vowed that I would return to Portugal with
bashing friends (Roy not being a railway enthusiast) as soon as I
could, however it turned out to be 4 years until my next visit as I
discovered I loved the next country I visited.
Some of my 31 bashing mates had decided to go over to Ireland at
the end of the year. I joined them and discovered what I was
With one exception all of the Irish loco classes in use were built
by GM (General Motors) of the USA. Class 121 being single cab small
diesels, classes 141 and 181 being double cab small diesels and
class 071 being at that time the powerful large GM diesels.
Northern Ireland Railways had 3 of these locos which worked cross
boarder services too. The non GM class was the “A” class (001 to
060) built by Metropolitan Vickers at Duckinfield works,
Manchester. Although some of these locos had already been
withdrawn, plenty were still about and these were the locos to
chase. Oh and by the way there were no DMUs in the Republic of
Ireland at the time so, with the exception of the DART EMUs around
Dublin everything was loco hauled. All locos had belonged to IE
(Iarnrod Eireann or Irish Railways).
Sunday 26th November 1989
We flew Manchester to Dublin on British Airways BAE111 G-BJRT.
After a bus ride into Dublin from the airport I was introduced to
Proper Irish Guinness in Grainger's bar near Connolly station. It
was to become a regular feature of the trip.
168+188 Dublin Connolly to Dundalk on the 1500 Dublin to Belfast
167+157 Dundalk to Dublin Connolly on the 1500 Belfast to Dublin
016 Dublin Connolly to Wicklow on the 1805 Dublin to Rosslare
131 Wicklow to Dublin Connolly on the 1800 Rosslare to Dublin
We then checked into our digs near to Heuston station and then had
some more Guinness at Ryan's bar opposite the station.
Monday 27th November 1989We
had a pre-arranged trip around Ireland’s main loco works at
Inchicore in Dublin. We had a show around and then basically had
free run of the works to take photos. This was a normal working
Monday morning, you wouldn’t have had a prayer of doing that in
Britain then, let alone now. After the trip more bashing was done.
153 Dublin Connolly to Donabate on the 1509 Dublin Pearce to Mosney
132 Donabate to Dublin Connolly on the 1503 Drogheda to Dublin
027 Dublin Connolly to Sherries on the 1632 Dublin Connolly to
131 Skerries to Dublin Connolly on the 1700 Drogheda to Dublin
191 Dublin Connolly to Bray on the 1830 Dublin Connolly to Rosslare
Another bar visited near Bray station, I was really developing a
taste for the Guinness.
016 Bray to Dublin Connolly on the 1800 Rosslare to Dublin Connolly
Back to Ryan's bar. Early on PK Williams one of the Manchester
bashers ordered a round of chasers – Bushmills Irish Whisky. I
still drink it occasionally but it was a very heavy session.
Tuesday 28th November 1989
Despite having a mother of a hangover I managed to drag myself out
071 Dublin Heuston to Mallow on the 0840 Dublin Heuston to Tralee
054 Mallow to Cork on the 1122 Mallow to Cork service.
174 Cork to Cobh on the 1300 Cork to Cobh service
174 Cobh to Cork on the 1345 Cobh to Cork service
Lunch and a pint of Murphy's was had in Cork station buffet. The
crests of various European railways adorned the buffet walls.
134 Cork to Mallow on the 1500 Cork to Dublin Heuston service
018 Mallow to Cork on the 1610 Mallow to Cork service
072 Cork to Thurles on the 1730 Cork to Dublin Heuston service
078 Thurles to Mallow on the 1825 Dublin Heuston to Tralee service
003 Mallow to Cork on the 2045 Mallow to Cork service
Another different stout was tried in a bar opposite the station –
Beamish, a little rougher than the others so I didn’t have much.
Wednesday 29th November 1989
055 Cork to Cobh on the 0900 Cork to Cobh service.
055 Cobh to Cork on the 0935 Cobh to Cork service.
058 Cork to Mallow on the 1040 Cork to Mallow service.
An hour at Mallow at 11am, a pint of Murphy's at the Roundabout bar
outside the station.
085 Mallow to Limerick Junction on the 1135 Cork to Dublin Heuston
176 Limerick Junction to Limerick on the 1248 Limerick Junction to
176 Limerick to Limerick Junction on the 1520 Limerick to Limerick
142 Limerick Junction to Waterford on the 1535 Limerick to Rosslare
007 Waterford to Kildare on the 1820 Waterford to Dublin Heuston
087 Kildare to Limerick Junction on the 2050 Dublin Heuston to Cork
161 Limerick Junction to Limerick on the 1940 Rosslare to Limerick
The Railway Hotel was our chosen drinking venue. I have visited
whenever I have been to Ireland.
Thursday 30th November 1989
Boylans Guesthouse. In Ireland breakfast is the main meal of the day
and at the time Boylans provided one of the best on the planet. If
you normally skip breakfast or just make do with something small you
would not cope with the size that these were. On my last visit
things had been somewhat scaled down.
072 Limerick to Ballybrophy on the 0830 Limerick to Dublin Heuston
079 Ballybrophy to Mallow on the 0840 Dublin Heuston to Tralee
150 Mallow to Cork on the 1122 Mallow to Cork service.
021 Cork to Cobh on the 1300 Cork to Cobh service.
021 Cobh to Cork on the 1345 Cobh to Cork service.
077 Cork to Limerick Junction on the 1445 Cork to Dublin Heuston
072 Limerick Junction to Mallow on the 1440 Dublin Heuston to Cork
071 Mallow to Thurles on the 1730 Cork to Dublin Heuston service.
052 Thurles to Limerick Junction on the 1745 Dublin Heuston to
Limerick Junction service.
164 Limerick Junction to Limerick on the 2048 Limerick Junction to
Railway Hotel again for the remainder of the evening.
Friday 1st December 1989
145 Limerick to Ballybrophy on the 0750 Limerick to Ballybrophy
077 Ballybrophy to Thurles on the 0840 Dublin Heuston to Tralee
082 Thurles to Port Arlington on the 0900 Cork to Dublin Heuston
084 Port Arlington to Athlone on the 1100 Dublin Heuston to Galway
076 Athlone to Kildare on the 1135 Galway to Dublin Heuston service.
073 Kildare to Dublin Heuston on the 1135 Cork to Dublin Heuston
056 Dublin Heuston to Athy on the 1505 Dublin Heuston to Waterford
071 Athy to Kildare on the 1520 Waterford to Dublin Heuston service.
052 Kildare to Port Arlington on the 1700 Dublin Heuston to Ballina
073 Port Arlington to Thurles on the 1745 Dublin Heuston to Tralee
083 Thurles to Limerick Junction on the 1850 Dublin Heuston to Cork
163 Limerick Junction to Limerick on the 2048 Limerick Junction to
No beer moves done on this evening.
Saturday 2nd December 1989
176 Limerick to Limerick Junction on the 0800 Limerick to Limerick
079 Limerick Junction to Dublin Heuston on the 0740 Cork to Dublin
129+126 Dublin Connolly to Mullingar on the 1340 Dublin Connolly to
152+153 Mullingar to Dublin Connolly on the 1335 Sligo to Dublin
086 Dublin Heuston to Thurles on the 1740 Dublin Heuston to Limerick
079 Thurles to Dublin Heuston on the 1850 Cork to Dublin Heuston
Visited Ryan's bar for a last night of Guinness.
Sunday 3rd December 1989
Flew back from Dublin to Manchester on British Airways BAE111 G-BGKG.
Overall the trip had been fantastic and both the bashing and the
drinking had been good. Being with bashers who had done Ireland
before was handy as they knew the form and the moves. I knew I
would be back there very soon.
THE GOODS TRAIN
This poem appeared in “The Week in Verse” by Martin Newell in the
Sunday Express on 10 September; and the introduction was “In a week
when it’s been announced that a huge increase in the use of goods
trains will rid motorways of 12,000 lorries per day…”.
Her undercarriage thunders low
Above a rusty ragweed track
A freight train out of Felixstowe
A full mile long she’ll rumble back
And having smelt the Suffolk sea
The long flat fields that clad the fens
She’ll grumble into Midlands yards
“It’s on the cards, it’s on the cards.”
With sea containers, iron ore
And pine to stack a timber store
Or minerals and merchandise
Egyptian spuds, Basmati Rice
And all her network none the worse
For Dr Beeching’s creaking curse
She’ll whistle at the Midlands moon:
“Returning soon, returning soon!”
She pauses in a passing-loop
To let the Intercity through
While somewhere near a chicken coop
A cockerel queries “What’s to do?”
When dawn comes over, slouching by
To drape itself across the sky
She sends the waiting day a text;
“Nuneaton next. Nuneaton next.”
Impatient till the journey ends
With stations packed,
A whiff of steel and diesel blends
With coffee, bagels, aftershave
They’re in a daze - or dozing there
Till mournful on the Midlands air
She wails to say she’s coming through
“Heart of England - much to do!”
Pennine Observer Notes
Recent sightings at Doncaster have been:
Aug 21 92019
Aug 22 33103 and 92027
Aug 23 90039 and 92013
Aug 24 47828
Aug 25 47810 and 92022
Aug 28 92019
Aug 29 66227 + 60073 on 6D43 Jarrow - Lindsey
empty oils, 47703, 55022 and 92012
Aug 30 47709 and 47832
Sep 4 37059, 92004 and 92015
Sep 5 92036 and 92042
Sep 6 57008 in Hexthorpe Yard
Sep 7 60021 on 6D43, 91129 on failed HST
Sep 9 47703, 47709 and 92026
Sep 11 37029, 60073 on 6D43 and 60017 on 6E77
Westerleigh - Port Clarence empty red oil
Sep12 37029 and 60076 on 6D43
Sep 13 37029 and 92001
Sep 14 92026
Sep 15 20311, 47826 and 47851
Sep 17 47826 and 47851
Sep 18 37406 and 92016
Sep 19 20311, 37406, 60058 on 6D43 and 92017
Sep 20 31128, 31454, 37406 on 6D18 Belmont -
Kirk Sandall and 92012
Sep 21 31128 and 31454
Sep 22 31128, 31452, 33202, 45112, 47826,
47851, 55009 and 92024
Sep 26 60002 on 6D11 Lackenby - Scunthorpe
Sep 29 92003
Sep 30 37606 and 37620
Oct 1 92008
Oct 3 60084 on 6D13 Drax - Lindsey empty oils, 60051 on 6D11 and92036
Oct 6 92009
Oct 8 37038
Oct 9 37608, 37612, 40145, 47245, 55022, 87022 and 60090 on 6D11
Oct 11 37608 and 37612
Oct 12 47818
Oct 13 37608, 37612 and 60097 on 6D11
Oct 14 92001
Oct 17 92036
Oct 18 33025 and 33029
Oct 19 47712 and 92034
Oct 20 47826,
47851, 60094 on 6D11, 87022 and 92012
Oct 21 60017 on oil train, 60094 on 6N30
Scunthorpe - Lackenby
slab and 60043 dragging 60020, 60018
and 60017 on 0H05 Immingham - Doncaster light
Oct 24 92015
Oct 26 43121 and 43157 into Wabtec, 47826,
47828, 47854, 82106 and 82109
Oct 27 92022
Oct 28 08594/669/819, 33202, 60041/060,
Oct 29 92012
Oct 31 92022
Nov 3 92013
Nov 5 31233, 31285, 60049 on engineers train to
Decoy Yard and 60063 on ballast empties to
Nov 7 92037
Nov 9 92005
Nov 10 92042
Nov 12 37417 on Baildon Tunnel - Decoy Yard
empty rail carrier wagons and 60039 on ballast empties to Decoy Yard
Nov 13 37417, 37607, 37610 and 92012
Nov 14 92041
Nov 15 92036
Nov 16 92042
Nov 17 92016
Nov 20 92039
Recent sightings at Hykeham have been:
Sep 4 60065 and 66618 on oil trains 66092 on coal train, 66714 on container trains,
Sep 13 66544 on ballast train at Pyewipe
Oct 16 66166 on coal train 67022 light engine
Recent sightings at Lincoln have been:
Oct 6 66113 on coal train, 66602 on oil train
Oct 18 66222 and 66528 on coal trains 60031 and 66183 on coal trains
Other recent sightings have been:
Aug 24 66211 at Langworth
Aug 29 60020 at Holton Le Moor
Sep 9 66199 on steel train, 66210 and 66246 on
coal trains, 66501 on container
train and 67016 light engine at
Sep 19 60038 at Hull
Sep 30 60065
and 66222 on coal trains and 60097 on steel train at Temple Hirst Junction 66148 on coal train at Hensall
Oct 7 66044 and 66080 on coal trains at
Gainsborough Central 67021 light engine at Sutton on Trent
Oct 14 66503 on container train at Scrooby
Oct 24 60018 at Newark
Oct 29 60029 on 6N72 Scunthorpe to Lackenby
at Joan Croft LC
Oct 30 66701 at Saxilby
Locos seen at Hull working the Tilcon Aggregates Train from Skipton
have been 66040 (Aug 18), 60090 (Sep 7) and 60041 (Oct 1).
Locos noted at Peterborough on 8 September were 66160, 66187, 66221,
66708 and 66719. Two days later 66187, 66228 and 66711 were seen.
Locos seen at Peterborough on 6 October were 60014, 66137, 66172,
66703, 66708, 66715, 66712, 66717, 66715, 66721, 66722 and 66719.
Locos noted at Ipswich on 21 October were 66503, 66541, 66537,
57010, 47370, 86610, 86639 and 90047.
The 08.50 Sunday’s only GNER northbound departure from Doncaster has
been diverted via Wakefield and Leeds since 17 September and has
therefore required a diesel loco as far as York. Locos noted on the
service have been 67022 (Sep 17, Sep 24, Oct 1, Oct 29, Nov 5),
67021 (Oct 8), 67025 (Oct 15, Oct 22), 67018 (Nov 12, Nov 19), 67002
(Nov 26) and 67026 (Dec 3).
Locos seen at Toton on 30 September were 08703, 66181, 66043, 67002,
60056, 60024, 60096, 60091, 60005, 60011, 60081, 66184, 67014 and
Locos noted at Craigentinny on 10 October were 08472, 57601, 08615
and 66135, with 67016 at Edinburgh.
Seen at Edinburgh Waverley on 24 October were 67001, 90018,
156430/432/435/458, 158708/709/714/715/729/738/739, 170394/402/403/426/427/429/430/433/450/451/456-458/460 and
Also seen were 08472 and 33207 on Craigentinny
Depot and 322481 and 322482 were on the Edinburgh to North Berwick
Locos noted on 9 September were 73206 and 73208 at Tonbridge, 92016
at Ashford, 66174 at Gravesend and 66074, 66075, 66146, 66212,
92003, 92013, 92015, 92017, 92034 and 92037 at Dollands Moor.
Locos seen at Acton on 10 September were 59204, 66026 and 66201.
57316 was noted running light engine through Exeter St. Davids on 21
Railtours and Charter Trains
Locos seen working on railtours and charters have been:
Aug 18 (DRS staff special to York) 37069, 20310,
37038 and 20312
Aug 19 (1Z47 05.47 Norwich - Whitby) 47709/703
(1Z32 Peterborough - Appleby) 57601
Aug 26 (1Z59 07.30 Southend - York) 47712/832
(The Rutland Renegade) 20306/309/314
Sep 1 (Scarborough Spa Express) 30777 Sir Lamiel
Sep 2 Blue Pullman from Kings Cross) 47712
(1Z47 Norwich - Scarborough) 47709/703
(1Z62 Kings Cross - Scarborough) 6233
(The Medway Ports Tour) 66026 and 66201
(1Z32 Birmingham Int. - Durham OENB) 67012
(Tees Rail Again Railtour) 66061 and 37406
Sep 23 (1Z40
08.18 Kings Cross - Darlington) 87022 and 87028 (dead inside)
(1Z49 06:25 Kings Cross - Darlington)
(Darlington - Redmire shuttle) 31452/128
Sep 24 (Darlington - Redmire shuttle)
Sep 30 (1Z43 Cleethorpes - Carlisle)
(Grid-Arising) 60002, 60028, 56302, 66043 and 67005
(08.18 Kings Cross - Durham Blue Pullman) 47712
Oct 9 (1Z25 Edinburgh to Kings Cross) 40145,
55022 and 47245
Oct 14 (1Z31 05.05 Norwich - Carlisle via
Copy Pit) 47703 and 47709
(1Z62 06.47 Kings Cross - Carlisle) 47245and 47854
Oct 15 (Whitby - Glaisdale shuttle) 37248
Oct 18 (Mid-Wales & Cambrian Coast Land
Cruise) 33025 and 33029
Oct 21 (06.00 Doncaster - Bournemouth
charter) 47826 and 47851
(Sandblower) 66068, 60034, 57012, 92003
Oct 28 (1Z70 05.02 Ashford - Keighley via
York) 67012 and 67002
(1Z27 07.30 Ealing Broadway - Hull) 66093 and 66071
(1Z47 08.05 Norwich - York OENB) 67014 and 67023
(Edwalton Equinox) 67016, D7629, 60013
Locos on display at the Swindon Railway Festival on 16 September
were 50033, 813, 2516, 4073 “Caerphilly Castle”, 6000 “King George
V”, 7325, 9400 and replica broad gauge “North Star”.
Steam loco 30075 was working trains on the East Somerset Railway on
23 September and 39 was shunting the stock.
Locos used at the North Yorkshire Moors Steam Gala on 1 October were
No 29, 825, 80135, 75029, 60007 and 53809; 49395 and 30926 both
Locos working at the Nene Valley Diesel gala on 7 October were D306,
31271, 20066, D9516, D9520 and D9523, 56003 and 56057. 03112 failed
after working the day before.
Locos used at the Ribble Steam Railway Diesel Gala on 7 October
D2595, D2148 and the Indus Diesel Shunter.
Locos working at the Keighley and Worth Valley Steam Gala on 14
October were 957, 41241, 45690, 47279 and 80002; with 30777 failing.
Locos used at the Barrow Hill Steam Gala on 22 October were 45690,
68009, 4936, 2000, 7822 and 4953.
Locos working at the East Lancs Steam Gala on 29 October were 71000,
80135, 45407, 47324, 44422 and 45690.
Pennine Meetings 2007
All meetings are held at The Salutation Inn, South Parade, Doncaster
starting at 20.00 on 1st and 3rd Wednesday of each month.
Wednesday 3rd January 2007
Sunday 7th January 2007
ANNUAL GENERAL MEETING
12noon SALUTATION INN
Wednesday 17th January 2007
Wednesday 7th February 2007
Martin Bromley -
‘Go East Young Man’ - A
Train Journey from Sheffield to Norwich
Wednesday 21st February 2007
Wednesday 7th March 2007
MEMBERS SLIDE COMPETITION
Wednesday 21st March 2007
Ken Grainger -
‘GW Broad Gauge’
Wednesday 4th April 2007
Wednesday 18th April 2007
Pennine Quiz No. 126
Name the types of locos or units that were given the nicknames that
1. Aardvark (or Ant-Eater)
2. Austin Sevens
3. Baby Deltic
4. Baby Warship
6. Bendy Bus (or Bouncy Castles)
7. Black Five
9. Blue Trains
11. Bones (or Egg Timers)
15. Combine Harvesters
20. Drain Cleaners
21. Dub Dees
23. Dusty Bin
25. Flower Pots
Pennine Quiz No. 125
1. AOCL – Automatic Open Crossing Local controlled
2. BHESS – Barrow Hill Engine Shed Society
3. CWR – Continuous Welded Rail
4. DTCO – Driving Trailer Composite Open
5. ERTMS – European Rail Traffic Management System
6. FOC – Freight Operating Company
7. GUV – General Utility Vehicle or General User Van
8. HSTRC – High Speed Track Recording Car
9. IECC – Integrated Electronic Control Centre
10. JLE – Jubilee Line Extension
12. LRO – Light Railway Order
13. MLST – Main Line Steam Trust
14. NPCCS – Non Passenger Carrying Coaching Stock
15. OLE – Overhead Line Equipment
16. PCV – Propelling Control Vehicle
17. PPP – Public Private Partnership
18. RAIB – Rail Accident & Investigation Board
19. SSI – Solid State Interlocking signalling
20. TASS – Tilt Authorisation and Speed Supervision System
21. TRFK – Trailer Refreshment First Kitchen
22. VCT – Vintage Carriages Trust
23. WLLR – Welshpool & Llanfair Light Railway
24. WYPTA – West Yorkshire Passenger Transport Authority
25. YEC – Yorkshire Engine Company
Pennine Quiz No. 125
1st Malcolm Bell
2nd Ian Shenton
3rd Ken King
would like to thank the following for their generous contributions
to this issue: Tony Caddick, Andy Dalby, John Dewing, Phil Lowis,
Steve Payne, John Sanderson, Retired of Woodlesford, Robin Skinner,
Paul Slater, Tosca, Chris Tyas and TJ.
The Spring 2007 Issue of Trans Pennine is due for publication on
21st March. Would contributors please let the coordinator have
their information by Wednesday 21st February - THANK YOU. Remember,
you can email your contributions to