No.59 - Spring 1987
NOTES FROM THE COMMITTEE
Sunday 11th January, 1987 was Annual General Meeting Day attended by
35 members despite it being the first day of a week of very bad
weather with heavy snow falls. The AGM. saw no surprises, the 1986
committee was given a vote of confidence to carry on into 1987. As
far as meetings are concerned, its carry on as normal at The
Corporation Brewery Taps on the lst and 3rd Tuesday of each month.
We've an existing programme planned for you during next year so come
along to the taps and bring a friend. Dave Whitlam is looking
forward to another tough year as Fixtures Secretary but the
continued success of trips relies on you, the member, supporting
Pennine Trips. In today's climate of B.R. and BREL. putting more and
more restrictions on visits and putting prices up and up; Dave
Whitlam needs all the support he can get, doing the most difficult
job on the committee.
The final of the Pennine Shield was held on Tuesday, 16th December
at the Corporation Brewery Taps with The Pennine team being at full
strength again winning the round but, unfortunately, not the Shield.
We came second over the four rounds to The Sheffield Transport
Group. A good time was had by all.
Finally, don't forget bring a friend along to the meetings or on the
trips and don't forget to tell them membership is, only £2.50 per
Welcome to the Spring edition of Trans Pennine. It is hoped that by
now the white stuff will have all gone and that it has not stopped
you getting out and about. Talking of getting about, I do not get
out as often as I would like, not least because of the cost of
travelling by rail these days. With no suitable railcard on the
market for the individual to pursue his interest and certainly no
cheap travel from the local area, it makes life difficult for the
rail enthusiast to travel any distance without taking out a second
mortgage. However, there are exceptions. British Rail Nottingham
Division still offer the modern day 'Merrymaker' offering reduced
fares to two destinations per month from Nottingham and Derby. In
December I took advantage of a £9 fare to Bath and October a £12
offer to Salisbury was taken advantage of. The only set back is that
usually one of the destinations is in the north of the country, thus
necessitating heading south to Derby to get a cheap fare ticket to,
say, Durham which was one of January's offers.
However, it is refreshing to find part of the British Rail system
that think of the paying customer. Why can't these kinds of offers
be made available from our local stations? Answers on a postcard
please to Ed.
STEAM ON THE CASTILLIAN PLATEAU
by Paul Slater
The longest train journey I ever made was to a students' camp in the
south of Spain in the summer of 1962; this was in the interval
between finishing at school and starting at university and was done
as part of my education, as Spanish was one of the subjects which I
The whole journey was a very interesting experience but the most
outstanding part of it from a railway enthusiast's viewpoint was
crossing the plateau of Castille, the high plain in the centre of
Spain. In 1962 this part of the main line from the French border to
Madrid was still steam-worked. The electric locomotive which had
hauled the express from the frontier town of Irun came off at the
junction station of Miranda de Ebre and when the train re-started,
smoke and noise were erupting from two huge steam locomotives at the
The train engine was an example of the Spanish Railways' largest and
most modern steam power, a 4-8-4 and the pilot was a 4-8-2. Both
locomotives had the mellow chime whistles which I found were almost
universal on Spanish steam engines and during my journey across the
Castillian plateau I heard the evocative sound many times. Like all
the larger Spanish steam locomotives the two on my train, eight
coupled and small-wheeled, were built for power rather than speed,
as befitted the railways of a rugged and mountainous country. At
that time, the only Spanish trains which could be called fast were
lightweight diesel-hauled expresses operating on a few routes.
The power of the two engines was needed to lift the heavy express up
the gradients at Pancorbo, where the line climbed out of the Ebro
valley on to the Castillian plateau. Part of the climb was in tunnel
and my fellow-passengers hurriedly closed the corridor windows as
acrid smoke from the hard-working locomotives poured in!
It was early afternoon when we began to cross the plateau and the
sun blazed down on the arid and rather featureless countryside. To
my eyes it looked almost like a desert and I found the heat in the
train oppressive; but there was no doubt that this was the real
Spain which I had been reading about at school for years and I would
not have wished to see it in any other way than from a steam train.
1 have never been to the popular coastal resorts in Spain so they
form no part of my memories of the country.
In the later afternoon the train stopped at a junction named Medina
Del Campo and here the express divided, part going off westwards to
Lisbon. The pilot engine was taken off and the 4-8-4 carried on
alone southwards with the Madrid portion.
After a time, the edge of a large thunder-cloud obscured the sun and
the heat lessened. I found this part of the journey very pleasant
and I spent most of it standing by an open window in the corridor,
watching the Castillian landscape slipping past. The country was
rising towards the Gredos mountains and the 4-8-4 plodded steadily
upgrade, a long trail of black smoke stretching away behind it.
At Avila, an ancient walled city high up in the mountains, an
electric locomotive took over for the final downhill stretch to
Madrid. I was able to observe the 4-8-4 closely as it backed into
the yard of the motive power depot against the station; unlike most
Spanish steam locomotives, which carried a plain black livery, it
Three weeks later, the camp ended and I returned to England. I left
Madrid on the night express to the French border, hauled by an
electric engine as far as Avila and then be steam. I was glad to be
on my way home but I enjoyed the ride and I found that my school
Spanish was good enough for me to be able to talk to the other
people in the compartment. At Medina del Campo the Lisbon portion
was attached and as the train re-started I looked from the window to
see steam and sparks from two locomotives shooting skywards.
I dozed in a corner seat, startled now and again by the sudden flash
of light from a locomotive's headlamp as a train passed in the other
direction. At one junction station a night express from Corunna, in
the far north-west of Spain, pulled in at the opposite platform and
I noticed that it was double-headed by a 4-6-2 and a 4-8-2.
With the coming of daylight I could see that my own train consisted
of 17 carriages and was hauled by a similar combination as before, a
4-8-2 and a 4-84. The pilot engine had a deep-toned whistle, like
our LMS engines and the train engine had the usual Spanish chime
whistle; the sound as the two locomotives whistled together in the
grey dawn was singularly mournful.
It was well into the morning when we reached Miranda de Ebro. An
electric locomotive was coupled on, I watched the two engines which
had brought us from Medina del Campo back into the shed yard and my
ride behind steam across the Castillian plateau was over.
THE DITCH FITTED FORD 44
(or Frozen Phots on the S & C)
by Bob Peach
There are those in the Pennine Railway Society (who shall remain
nameless BUT they do like the odd Class 50), who had the brilliant
idea of going on 'The Border City' railtour on Saturday March 24th
1984. Not to be outdone, I had an equally earth-shaking idea. I
would go and photograph the special on the Settle-Carlisle section
as it was billed as being 2 Class 40's over Ais Gill, which indeed
That Saturday was a typical day for March on the S & C, as Gerard
Smith, a figure not totally unknown at Pennine meetings, and I set
off in my car from his house in Rotherham. People who know us both
will be aware that I take stills and he takes both cine films and
The weather was bleak and snow (a dirty four-letter word!) was in
the air as we prepared to photograph the 0907 Leeds-Carlisle as it
came out of the Northern end of Blea Moor tunnel. Thermal garments
of any description would have been welcome. It really was brass
monkey weather! After a wait of
..... ooh, a long time, 45113 passed. Its passengers, looking so
their heated carriages, looking out at the view and staring at two
frozen looking objects on the hillside, clutching cameras 'us, not
hillside that is!).
Was this my idea? It was suggested that the Southbound working be
photographed at Dent station, the highest mainline station in
England. How does the Christmas Carol go . . . 'the snow lay deep
and crisp and even . . . 1 My feet were frozen.
Dent station signal box, though shut and with its lever frame ripped
out, still stood. Imposing, even if it afforded little shelter.
Would you believe it, the up train was late. Arrgh! Gerard's cine
cameras were freezing up and took some persuading to rattle into
It is bleak here at the best of times, lonely and isolated so when
another car came into the station 'Car Park' and emptied its
passengers in the 'North Pole' weather, I was, well, a little
Fellow photographers will appreciate the need to be 'STN' fitted on
outings such as this which Gerard and I were not. HOWEVER, would you
believe it. I knew these people and they did have an STN, from which
I gratefully extracted useful bits of gen'. Not only were the times
of 'The Border City, acquired but it explained their presence at
this outstation of Siberia.
They were, like Gerard and I, filling in, waiting for the 40's and
awaiting the passing of a Leicester-Carlisle ADEX: It was, would you
credit it, a 45/1. 137 actually.
What seemed like ages later there was still no sign of the
Carlisle-Leeds. With no visual aids, (signals), to warn of the
trains approach, we had to keep a constant watch for its approach.
50 mins late a rumble in the distance. At last. In driving snow,
much Strumming and the click of camera shutters, 47402 flashed past
on its way to Leeds.
Aren't car heaters wonderful. Driving in snow is bad enough but when
it flies horizontal . . . well. Down the hill, turn left, watch that
wall. Ooh, the hump in the road, up a gear, under Dent Head Viaduct,
round to the right, where's the road gone!!?
This is where I can unstuck or more precisely the car did. There we
were, Gerard and I in the car, in the ditch in the snow, Yo-ho
bloody ho! Possibly thanks to the snow, no damage was done to the
car. But it wouldn't leave the ditch. Thankfully, help wasn't far
away. After less than 15 minutes up drove a Ford Transit Van, filled
with kids from an outward bound school. A tow was offered and very
gratefully received. In no time, the car was back on the road. After
thanking these people it was full steam ahead for civalization, with
the heater on full. Not only to thaw us out but the cameras as well.
After all this activity it was decided that we would play safe and
head South to photograph 'The Border City'. At Ribblehead Viaduct
the snow had stopped. The immense stone structure of the Viaduct
stood out against the white blanket of snow as it has done for many
On towards Horton-in-Ribblesdale and semaphore signals, even if the
box was switched out. Dinner was taken at this bleak outpost of
civilisation. Sandwiches and coffee, filling and warming. Then with
scarf's wrapped round and gloves firmly pulled on and 'Gerard's.
cine cameras thawed out, we chose out locations for the two forties.
We had the station to ourselves. Makes a change from photting a
kettle tour when Uncle Tom Cobbley and all (and his dog) turn up.
Put-put-put-put-put (sound of 2 hard working 401s). Gracefully,
round the bend (like Gerard and I for being out in that weather)
came 'The Border City, with its headboard. Click, grab the numbers,
40028 - 40086. The train could be heard a few minutes later, still
climbing hard up to Ribblehead.
Back to the car to warm up again. A breather now and a leisurely
drive in the rain to Stainforth, where 47402 was eventually
photographed on its way to Carlisle. Not 50 mins late either.
As light began to fail we moved over to Helwith Bridge and we got
photos just of 45113 with the 16.35 Carlisle-Leeds.
After such an eventful day I was glad to get home and really thaw
OVERNIGHT TO THE 'WEST COUNTRY'
PENNINE TRAVELLERS JOHN DEWING AND KEVIN GUY
11TH AND 12TH NOVEMBER 1986
On Tuesday evening 11th November 1986 we departed from our home city
of Kingston upon Hull on the 20.47 DMU. to Leeds. Here on a cold
night we had about an hour before joining out next train which was
the 22.25 Mail-Passenger train from York to Shrewsbury via
Stalybridge, Stockport and Crewe. Our train arrived at 22.50 and
left on time at 23.10, hauled by 47421 'The Brontes of Howarth' and
we travelled as far as Crewe, arriving on time at 01.16. Crewe, as
usual, was busy even at that time of the night, with Freight,
Sleeper and Mail Trains. We had time for a quick visit to the
buffet, before joining our next train, the 02.04 Crewe to Cardiff
via Shrewsbury and Hereford, hauled by, 47624 'Cyclops' which
arrived in Cardiff on time at 05.10.
On a wet, cold and dark morning Cardiff was busy! Double headed
Class 56, Coal Train 156037 Richard Trevithick' and 56040
'Oystermouth' and Class 37 hauled Freights along with Inter City 125
Units preparing to take out early morning trains to destinations
near and far.
It was now time to join our next train the 06.03 Cardiff to Bristol
Temple Meads, hauled by Class 33 33027 'Earl Mountbatten of Burma',
travelling via Newport and Severn Tunnel Junction to Bristol Temple
Meads, where we arrived on time at 07.02.
Bristol was unusually quiet, only station pilot 08950 on duty and
the odd Freight passing through, even 'Bath Road Depot' was sparse
Out next destination was Liskeard for the Brach line to Looe. We
should have departed from Bristol at 07.42. However, our first delay
was about to occur. Class 50, 50045 'Achilles' arrived some 15
minutes late due to engine failure. Alas, this loco was removed and
was replaced by 50048, 'Dauntless' and we finally left Bristol 40
minutes late, travC1ling on to Taunton via Weston Super Mare. Exeter
was reached 35 minutes down.
By now the sun was starting to break through after early morning
Frost and Mist in the West Country area as we crossed the 'Tamer'
over Bristol's Royal .Albert Bridge and out of Plymouth and Liskeard
was reached at 11.21 a.m., half an hour late
Regretfully, this delay was too much to make our pre-planned trip on
the Branch line to Looe so we revised our plans after consulting the
B.R. 'Bible'. Not before photographing 37175 with the daily Freight
at the Goods Depot at Liskeard.
We then headed back to Plymouth to visit the Branch line to
Gunnislake. 50012 'Benbow' hauling us on the 12.02 service to
Liverpool and Penzance. Plymouth was reached on time at 12.30 where
we had 11 hours for a liquid lunch break, with excellent traditional
Having obtained our tickets, we then boarded the 14.00 2 DMU. train
to Gunnislake via the Tamar Valley. Our DMU set off on time stopping
Devonport, Dockyard, Keyham, St. Budeaux Victoria Road and then
along single track throughout to Bere Ferrers and to Bere Alston
where we reversed and headed to Lalstock along to journey's end at
This journey was quite an experience especially on the single track
section between Bere Ferrers and Gunnislake, at time speeds were
reduced to 10 M.P.H. track with twists and turns. Compulsory stops
at unmanned/no gates, crossings, passing over viaducts amid splendid
scenery. However, we were most fortunate to have such a clean bright
and sunny day. After taking photographs at our final destinations.
We then made the return trip back to Plymouth on the 14.55 service
for the start of our long journey back home.
At Plymouth, we caught the 16.21 service to Bristol and Penzance
hauled by 50036 'Victorious' and alighted at Exeter.
Our next train on our journey and back home was our only 11251 ride
the 18.17 service to York which arrived some 15 minutes late. By now
we were rather fatigued and both of us managed to get some long lost
sleep on the long trip from Exeter to Doncaster.
We arrived in Doncaster on time and transferred to the DMU. service
for Hull which, surprise, surprise, had mechanical problems and left
15 minutes late.
Hull Paragon was eventually reached at 12.20 a.m. Thurs 10 minutes
late and 271 hours after leaving on Tuesday evening. 2
Although an exhausting and tiring trip (8491 miles) we both had a
most enjoyable outing, the highlight being the Branch Line ride to
Gunnislake - a trip to be recommended for Pennine members. A bonus
was that all our loco hauled travel was behind named locomotives.
ALL OUR YESTERDAYS SIGHTINGS FROM 20 YEARS AGO
LONDON MIDLAND REGION
On January 7th Class 4 4-6-0 NO, 75004 had to be assisted from
Welshpool to Shrewsbury by a BR Sulzer Type 2 with the 18.15
Aberystwyth-York Mail train.
On February 3rd the last steam locomotive to be overhauled at Crewe
Works was outshopped amidst an official send off; the loco concerned
being 'Britannia' Pacific 70013 'Oliver Cromwell'. Also at Crewe,
EE. Type 4 D302 which was involved in last year's collision at
Moore, was seen stripped of its engine and fittings and is not
expected to re-enter service. FOW SR 2,500 hp. Electric locos Nos.
E5014/4/6/7 were in the works for conversion to Electro diesels and
bore their new numbers E6100/1/2/3. Meanwhile, the five Metrovick
Type 2 Co-Bo's at Crewe Works, nos. D5704/9/10/3/5, were stripped of
engines and fittings and dispersed to various parts of the works.
BR Sulzer Type 2 D7667 (25317) was the 1000th diesel to be built at
Derby works and a commemorative plaque has been fixed to the side of
'Britannia' Pacific 70045 was unusually employed on a down express
passenger working between Leeds and Carlisle on January 2nd.
The former GWR main line between Paddington, Birmingham Snow Hill
and Chester ceased to be a through route from March 6th, when the
express service from Paddington became a semi-fast service
terminating at Birmingham New Street. The last through services
between Paddington and Birkenhead via Snow Hill were the 16.10 down
and the 21.40 up on March 5th.
On February 14th the 'Pines Express' arrived at Crewe behind Stanier
Class 8 No. 48205 hauling failed Brush 4 No. D1844 (47194).
The Women's International Hockey Match at Wembley on March 16th
brought no fewer than 16 special trains to the three Wembley
Two from Nottingham and one from Matlock were hauled by B.R. Sulzer
Type 4s D44, D77 (45004) and D16 (45016) respectively whilst those
from Sheffield Midland, Barnsley and Mexborough were worked by Brush
Type 4's D1542 (47430) D1546 (47016) and D1867 (47217) respectively.
Six trains ran to and from Wembley Stadium, five of which were Brush
Type 4 powered including D1928 (47251) to Weymouth, D1674 (47088) to
Exeter, D1735 (47142) to Worcester, D1933 (47255) to Bridgwater and
D1672 (47086) to Bristol. The last train from the stadium was worked
by a pair of Birmingham Type 2s D5385 and D5406 (27036 and 27042) to
The last steam duty from Shrewsbury depot was Class 5 No. 45116 with
the 14.10 Paddington-Birkenhead on March 5th. On the previous day
the last 'Cambrian Coast Express' was hauled by Class 4 No. 75033 in
the up direction 75021 in the down.
Steam monopolised relief trains between Manchester and Leeds over
Easter; On March 23rd Class 5 No. 44711 worked the 09.30
Manchester-Newcastle and returned from Leeds on the
Sunderland-Manchester relief. Class 5 No. 45092 took the 15.30
Manchester-Newcastle to Leeds the same day, returning with a West
Hartlepool-Manchester relief. However, the 'Black 51 did not perform
and a Brush Type 4 was attached at Mirfield.
Immingham Brush Type 4 D1548 (47433) was turned out by Gateshead to
power a Carlisle-Ipswich football special south from Newcastle
throughout and back on February 18th.
Although the surviving 'Jubilee' class locos were expected to be
withdrawn at the end of last year, at least two were active well
into January. No. 45694 worked a Bradford-Kings-Cross relief as far
as Wakefield on December 27th and both 45694 and 45739 were employed
on parcels trains on the Calder Valley line. 45697 worked a Neville
Hill-Red Bank ecs. train on December 28th.
Special freight workings in January brought unusual motive power to
the W.R. in the form of Sulzer Type 2 D7538 (25188) at Oxford on
January 12th, Brush Type 4 D1829 (47438) and EE. Type 4 D255 At
Newbury on January 17th and EE. Type 4 D294 the following day. On
two occasions, the same class appeared on passenger working during
the same period when D294 headed the 12.35 Birkenhead-Paddington and
17.05 Paddington- Wolverhampton back on December 23rd and D330 which
arrived at Paddington with the up 'Cambrian Coast Express' on
January 17th following the failure of a Brush Type 4 at Banbury.
The prototype Brush 'Falcon' D0280 was working between Bristol and
Paddington in March on a diagram covering the 09.15
Bristol-Paddington, 13.45 Paddington-Bristol, 17.45
Bristol-Paddington and 22.20 Paddington-Penzance postal as far as
From January 2nd Brush Type 4 diesels were diagrammed to work the up
and down 'Bournemouth Belle' express D1924 (47247), D1925 (47248)
and D1926 (47249) were all used in December last year and D1928
(47251) was seen in January.
On December 23rd Class 5 No. 45222 fresh from repair at Eastleigh
was employed on the 16.00 Salisbury-Basingstoke, before returning
north the following day.
A shortage of Type 4 diesel power has meant the revival of steam
power on freight trains to and from Feltham Yard. On February 21st
'West Country, Pacific 34018 and Standard 5 77014 worked up freight
services. 77014 again appeared two days later.
11. On January 24th the 21.15 Perth-Euston departed behind Sulzer
Type 2 D5054 (24054) and 'Britannia' No. 70032. Four 'Britannia*
Pacifics were noted at Ferryhill on January lst, nos. 70023/5/32/8
and nos. 70020/3/5/31/4/41/47 visited Aberdeen between January 30th
and February 25th, mainly on freight trains from Perth. On
February.10th, 70020 arrived at Aberdeen on the previous nights
23.00 Glasgow-Aberdeen, following a diesel failure.
On March 25th, the Scottish Region's Easter tour, loaded to 18
coaches, demanded double-heading throughout. From Edinburgh to
Carlisle and Carlisle to Perth it was powered by EE. Type 4 D368 and
Brush Type 4 D1973 (47272), From Aberdeen to Aviemore via Speyside
by BR Sulzer Type 2s D5127 and D5070 (24127 and 24070) with a third
Type 2 D5122 (24122) added for the trip over Druimuachdar summit to
Perth. Class A5 Pacific No. 60009 and Class 5 No. 44997 worked the
last stage of the journey to Edinburgh via Stirling.
PENNINE OBSERVERS' NOTES
Noted at Bristol Temple Meads on New Year's Eve were:50017 on the
10.00 to Weston Super Mare, 33035 in on the 08.10 Portsmouth-Cardiff
with 37431 out to South Wales, 33003 in on the 10.05
Cardiff-Portsmouth and 33035 out, 33033 in on the 11.00 terminator
from Taunton, 47603 in on the 09.50 Swansea-Portsmouth with 33059
out, 33022 in on the 08.30 Brighton-Cardiff and 47557 out, 33018 on
the 10.10 Portsmouth-Swansea, 33022 out on the 12.10
Cardiff-Portsmouth, 33004 in on the 11.10 Portsmouth-Bristol, 33003
on the 13.05 Cardiff-Portsmouth, 33020 on the 12.10
Portsmouth-Cardiff, 50020 on the 10.10 Penzance-Liverpool, 33019 in
on the 14.05 Cardiff-Portsmouth with 37431 working out. Finally the
Newcastle-Penzance was headed by 47659.
Noted at Doncaster on Sunday 14th December were 47447 on the 11.15
Kings Cross-Leeds, 47604 on the 12.34 Kings Cross-Leeds, 47560 on
the 09.50 Glasgow-Poole and 47656 on the 10.50 Penzance-Newcastle.
The following Sunday the 10.20 Edinburgh-Kings Gross relief was
headed by 47452 whilst the 12.35 Kings Cross-Leeds was headed by
47457. A Gleneagles to Kings Cross charter was headed by 47551 and
the 09.50 Glasgow-Poole by 47641.
Noted the same day at Sheffield were 47439 on the 16.58
York-Birmingham and 47446 on the 19.15 Birmingham-Leeds.
On Monday 22nd December the 19.38 Hull-Liverpool was unusually
headed by 47498 whilst 47599 headed the 15.20 Glasgow- Nottingham.
Later the same day 47467 was noted at Doncaster heading the 20.12
No sooner had his Christmas pudding settled and this very active
observer was out again noting 31283 heading the 10.30 Hull-Liverpool
into Sheffield on December 27th to be taken over by 47525. On the
same day, the 07.20 Harwich-Glasgow/Edinburgh was headed into
Sheffield by 47406 to be taken over by 47581.
Saturday 27th December was certainly a day for haulage fans because
the 17.45 Liverpool-Hull with 31431 ht the head ran out of fuel at
Sheffield where 31233 was attached. The 20.35 Hull-Manchester was
headed by 47525 whilst 31448 headed the 19.45 Liverpool-Cleethorpes
but was taken off at Doncaster again running out of fuel, to be
replaced by 47442.
The following day saw this observer back at Doncaster noting again
the 11.15 Kings Cross-Leeds headed by 47423, 47638 at the head of
the 15.04 York-Reading relief, 47478 on the 09.50 Glasgow-Poole,
47606 on a Bristol-York relief, 47439 on the 17.08 Hull-Liverpool,
47659 on the 10.50 Penzance - Newcastle and 47419 on the 20.12 Kings
Monday 29th December saw 47660 head a Scarborough-Kings Cross
charter with Pullman coaches nos. 128 'Beryl, 127 1Cheryll, 126
'Diane', 125 'Eileen', 124 1Frances', 123 'Grace', 122 'Helen', 121
1Julial, Car no. 335 and Railcoach 120. Also on this date 47404
headed the 20.12 Kings Cross-Aberdeen. The following day on 1 8.02
Kings Cross-Newcastle relief was noted at Doncaster with 47650 at
the head whilst the regularly sighted 20.12 Kings Cross-Aberdeen was
headed by 47410.
The following Sunday, 4th January, saw more reliefs on the East
Coast Main Line. 45110 made a welcome change from the ubiquitous
'Duffs' when it headed the 10.55 York-Cardiff relief while 47624
headed the 11.35 York-Plymouth, 47659 the 10.00 Newcastle-Penzance,
47522 the 10.40 Edinburgh-Kings Cross relief, 47430 the 12.05 Kings
Cross-Newcastle relief, 47588 the 12.35 Kings Cross-Leeds, 47620 the
15.04 York-Reading relief and finally 47452 on the 09.50
Noted at Worksop on January 17th were:- 08285, 20002/31/86/126,
37031, 56004/110. The snow caused problems on the Eastern also with
'Peat' 45144 heading into Hull on a DMU. service from Sheffield on
January 13th. Due to DMU. failures and shortages 45135 worked the
08.07 Hull-Leeds service on 23rd January. On Sunday 8th February
47617 'University of Stirling' (ED) was seen at Cottingham on a rail
train during p.way operations.
Again due to the bad weather in January, 47648 worked the 06.40
Hull-Liverpool on the 13th, whilst later the same day 45113 headed
the 14.45 Liverpool-Hull.
On February 5th, 45108 was noted heading a ballast train through
Rotherham whilst the following day 45136 was noted at Mexborough on
the Orgreave-Scunthorpe coke train.
Newly converted 31469 has seen service on the South Trans-Pennine
route working the 19.45 Liverpool-Cleethorpes on 7th February, and
the 06.40 Hull-Liverpool on 16th February.
The heavy snow in January which brought Kent virtually to a
standstill as far as road traffic was concerned did not quite have
the same dire effect on the rails although inevitably, extremely
long delays took place. The 14.07 Victoria-Horsham which usually
takes 55 minutes to reach its destination arrived at 18.55 on the
13th January. Most long haul services were powered by Class 33s and
4 VEP and 4 CEP sets instead of the usual electric unit sets.
Perhaps the highlight of winter of any region will turn out to be
the arrival of a service from Ashford behind'56001.
Other unusual arrivals at Horsham during the same period included a
Gatwick set hauled by 73133 and a couple of class 207s, nos.
207011/18. A notice at Horsham station stated that no fewer than 130
EMU sets were out of action with traction motors trouble because of
ice and snow.
Noted in the London area on 7th February were:33103, 50031 and 73107
at Waterloo with 33023 heading the 14.10 Waterloo-Salisbury and
50029 the 15.10 Waterloo-Exeter, whilst at Clapham Junction were
33210 on passenger, 33055/7 on p.way train, 33018 on vans and 73130
on a fertiliser train. Three intrepid Pennine punters ventured onto
the Southern on 31st January and were rewarded by a tour of South
London on the diverted Gatwick Express service. The following
sightings were made; 73134 at Victoria of the 09.45 Gatwick service,
73002/123 at Balham on an engineering train, 33013 at Redhill on a
freight, 73121 at Gatwick on the 10.35 to Victoria, 09006,
33030/1/209, 73001 at Norwood Jcn., 73132 at Clapham on the 11.15
Victoria-Gatwick, 33050/3/64/206 at Stewarts Lane and 73133 at
Victoria on the 11.30 to Gatwick. Later the same day 33212 was noted
at Clapham and 33201 was noted leaving Waterloo on the 17.10 to
Several Bournemouth-Waterloo semi-fast services are now loco-hauled.
Noted on such workings were 73116 on the 14.00 Bournemouth-Waterloo
on February 7th and 73104 on the 15.00 Bournemouth-Waterloo a week
later. Also on the 14th, 50049 failed at Waterloo prior to departure
with the 13.10 Exeter service, eventually leaving 15 minutes late
behind 33116 as far as Salisbury where 33204 was attached.
Unfortunately, Messrs. Caddick, Needham and Wesley had to leave the
train at Salisbury and cameras, timetables and everything else were
thrown in the air in frustration!!
Noted at Crewe works on 23rd November were the
56024/46/61/93/96/120, 85020/8/39, 86210/1/6/429/030/401,
81015, 84008, 85001.
The two barely recognisable wrecks of 86211 'City of Milton Keynes,
and 86429 'The Times', the Colwick disaster victims, were both
dumped in the scrapping area.
Noted at Bescot on 7th February were:- 08603/672/700/765/832/841,
47004/14/102/285/3231 356/436/632/654, 56009, 58008/4214.
Thanks go to Messrs. Barclay, Caddick, Whitlam, Dewing and Slater.
PENNINE QUIZ NO. 49
by P. Wesley
The Pennine Transport Museum Displays five locomotives each a
different class, each from a different railway company.
They are: Prince, Duke, Earl, Marques, Queenie (not in order)
Their numbers are: 1402, 8021, 3379, 5766, 7438 (not in order)
From the information below, work out the name, number and class of
each loco and which company they belong to.
1. Duke is an engine of the blaydon class, the same digit does not
2. Earl belongs to British Rail, its number does not end in number
nine, and it is not the Sanderson class engine, whose number does
not end in an even digit.
3. LNER. loco has no number seven in its number.
4. The Caddick class engines number begins with an odd digit, and
does not belong to the GWR.
5. The Skinner class number is 7439, it is not the marques and it
did not belong to the SR.
6. The Watts Class was unique to the LMS.
7. Prince bears the number 5766.
Best of luck.
PENNINE QUIZ NO. 48
I must apologise to all members who entered this quiz for two
errors. The first, a typing error, should have read 55F not SSF for
question 26, the second was unforgivably mine. Referring to question
45, two Austerities were named; 90773 'North British' and 90732
'Vulcan' and as most members who entered answered the first, when I
expected the latter, either answer was correct. Sorry, hope it
didn't affect the enjoyment in taking part.
There were 10 entries and the answers were as follows:
1. Brush 4 D1733. 2. USSR, 3. GWR 'King' 6000 'King George V', 4.
Evercreech Jen, 5. Bristol Bath Rd., 6. Stockport, 7. 27th Sept
1825, 8. 30th June 1841, 9. 30th April 1972, 10. 1862, 11. 30
September 1972, 12. 650 hp. 13. BRCW. D0260 'Lion', 14. 92220 and
5051, 15. Paddington, 16. D1023/1013, 17. 3949, 18. 5th Jan 1970,
19. Little Linford Hall, 20. 47435, 21. Preston Division, 22. E3009,
23. August 1972, 24. West Side Liverpool St. Pilot, 25. Ivatt 2MT
41272, .26. Bradford Hammerton St., 27. Market Place, 28. E3147, 29.
St. Vincent, 30. 70H, 31. Dart Valley, 32. Black 5 No. 4212, 33.
Trafford Park, 34. Western Marksman, 35. Sir Ralph Wedgwood, 36. The
Railway Children, 37. Caprotti; Valve Gear, 38. 33201, 39. 20228,
40. Titfield Thunderbolt, 41. Plymouth, 42. 1962, 43. 2554, 44.
Dunfermline, 45. 90732 'Vulcan' or 90774 'North British', 46. 70004
William Shakespeare, 47; 01389 48. Cross Fell, 49. 06, 50. B1, nos.
61000 - 61040 named after species of deer.
Winners were:- 1st N Bolland, 2nd E J Wright and 3rd J R
FIXTURES LIST No.2 1987
Saturday April 4 - FRODINGHAM 10.00 and IMMINGHAM 11.30
Meet Frodingham depot 09.55 Members £1.50,non members £2.00
Saturday April 25 - CREWE DIESEL DEPOT 14.00
Meet depot entrance 13.55 Members £1.75,nonmembers £2.00 Child
members 75p,Child non members £1.
(NOTE - WORKS UNAVAILABLE.)
Saturday May 10 SEVERN VALLEY RAILWAY
- WESTERN WEEKEND
Travel by preserved bus to Kidderminster. Bus will leave Doncaster
station, time to be announced later.
Wednesday July 1 - KEIGHLEY AND WORTH VALLEY RAILWAY
Evening tour of line and installations. Members £2,non
All bookings to me enclosing a S.A.E. Cheques/Postal orders to be
made out to Pennine Railway Society.
OTHER DATES FOR YOUR DIARY
Saturday May 30 - NORWICH CROWN POINT OPEN DAY
Sunday May 31 - COALVILLE OPEN DAY
Saturday June 6 - SHIREBROOK OPEN DAY
MEETINGS LIST No.2 1987
All Doncaster meetings are held at The Corporation Brewery Taps,
Cleveland Street, Doncaster, starting at 20.00.
Tuesday April 7. - Mr.J.Law - Slide show
Tuesday April 21. - Mr.P.Baker - Slide show
Tuesday May 5. - Mr.J.Davis - Slide show
Tuesday May19. - Mr.A.P.Williams -.Cine and Slide Show
Tuesday June 2. - Slide Quiz Prizes!
Tuesday June 16 . - Mr.D.Porter Slide show - Steam and Green
South Yorkshire Railway Photographic meetings are temporarily
suspended, due to alterations at the Grapes. Jack is present looking
for an alternative venue.
VISIT TO THORNABY TMD. SATURDAY 28th FEBRUARY 1987
I understand that a certain amount of friction was caused between
the group of Pennine members visiting Thornaby TMD. and the Depot
Supervisor as a result of some members wandering off to photograph a
locomotive before the visit had started. Bearing in mind the
excellent reputation the Pennine Railway Society has for the way its
members conduct themselves on visits and the potentially dangerous
hazards that exist not just In BR traction depots, but round railway
line, the committee feel that rather than single out Individual
members for criticism the following points should be made and used
as a guide to conduct on all future visits.
1) The Fixtures Secretary or his nominee, usually a committee
member, is in total charge of the visit on the behalf of the Pennine
Railway Society. The visit does not commence until the Fixtures
Secretary has arrived and reported personally to the Depot
Supervisor with the permit. Until that time the group of members
taking part In the visit should wait In the car park or entrance
area to the d4pot in an orderly close group.
2) The Depot Supervisor or nominated person on behalf of BR or BREL
has the right to refuse any visitors admission to the depot with or
without permits and to place any conditions he thinks fit on the
visit with regard to Health and Safety or work contingencies at the
depot on the day in question.
3) Whilst the members of the Pennine Railway. Society are
being shown round the depot they must keep in an orderly group and
follow any instructions given to them by the Fixtures Secretary or
4) Members should not wander off leaving the main party under any
circumstances. If they wish to photograph or see something away from
the main party, they should obtain permission from the Depot
Supervisor or the Fixtures Secretary, and should permission be
granted on returning to the party report back to the Depot
Supervisor and the Fixtures Secretary.
5) Members should not cross any running lines except by the official
walking routes, i.e. footbridges, wooden crossing etc.
6) Members should not pass between vehicles and locomotives stabled
close to each other.
In writing these notes it Is not the wish of the Committee to appear
pedantic about the situation but to be responsible and wish
to maintain the excellent reputation Pennine members have with BR
and BREL. bearing In mind the fact that permission for all visits to
BR installations is granted on the understanding that misbehaviour
could lead to withdrawal of all facilities to visit on BR and BREL.