THE MAGAZINE OF THE PENNINE RAILWAY
Lord Wins Seat on Council
The well-known publishing magnate Peter Fox, better known to many as
"The Lord", owner of Platform
Publishing has been elected to Sheffield City Council.
He was elected as Liberal Democrat member for Dore Ward, winning the
seat from the Conservatives (who only have 4 councillors In
Sheffield now and might be wiped out in 1996).
The Lord's success was in no small measure due to the support of our
Treasurer and his family who have demonstrated they will do
absolutely anything to keep out the Conservatives.
However, one of the Lord's employees, Pennine's own Bo Bo Bo
Barclay, a red hot socialist can keep his job as long as he doesn't
On 2 June
new UK passenger train speed record was set when 91031 "Sir Henry
Royce" with a
coach set reached 154mph on a downhill stretch between Grantham and
The guests only run, to publicise rail privatisation, left Newcastle
at 09.10 and arrived at Peterborough, 190 miles away, at 11.12.
For safety, staff were posted at unmanned crossings and expresses
travelling in the opposite direction were switched to slower tracks
to avoid a build up of air pressure as they passed.
Readers of the rapidly declining "Daily Mirror" will have been
surprised to read that the locomotive was called "Harry Royston".
Privatisation nonsense continues
unchecked. Platform staff on South Eastern Trains, whatever that is,
will have to wear red fezzes.
Whoever is responsible for this must have been a fan of the late
Tommy Cooper. Staff will soon get fed up of passengers shouting
"just like that".
On train catering crews (Travellers Fare staff to us) are getting
fed up of being called "Trolley Dollies" or "The Tart with the
Cart". Particularly the men.
When some of your committee were employed on these duties years ago
they were politely referred to as "bun runners".
Rail Ticket Message Gets Through
Passenger power has won the battle to retain the same number of
stations selling tickets to all destinations when the railways are
privatised. Rail regulator John Swift QC has caved In on his
original proposal to slash the number of through-ticketing stations
from the current 1300 to just 294.
Cambridge to Stansted Airport remains
in the timetable although it has not carried a single passenger for
over a year. The full service was introduced in 1991 but passenger
carryings averaged only 8 and was halted in
Only this train remains and is
known as the "Parliamentary Special". Withdrawal of the train could
only be done through the closure of line procedure, and if BR wanted
to reintroduce the service it could only be done through new
Defending his recent fares-capping sop to commuters in southern
England transport secretary Brian Mawhinney said higher subsidies
wouldn't be needed to meet rising costs because rail operators would
attract-more passengers onto the trains than BR Is now carrying.
However due to a shortage of stock and no prospect of any new stuff
to come, extra passengers physically can't get on the trains.
In fact, referring to chronic overcrowding on the Portsmouth to
Cardiff route on Fridays, Regional Railways manager Chris Gibb has
said he will be "seeking additional ways of suppressing demand*.
Pete Waterman, trainspotting pop entrepreneur, has now realised what
rail professional knew years ago: special trains aren't feasible
unless run on the margins of a business. But It's too late. Waterman
has his monopoly and the Government has his wad.
Waterman bought the InterCity special trains unit on April Fool's
Day and is a financial non-starter.
He has bought a pig in a poke. For instance he has rights to the
white elephant "land cruises to the' Scottish Highlands, 12 out of
14 of which have been cancelled.
New Ticket to Travel
Anglia Railways hopes to be the first BR splinter group to screw up
the standard range of rail tickets. It hopes to replace the popular
SuperSaver with one to be bought 24 hours in advance and valid on
To avoid a sudden fare Increase, all SuperSaver users would have to
make an additional journey to their nearest staffed station (not
many In rural Norfolk) before the date of travel.
St Albans station is run by Thameslink and is on the
London-Sheffield InterCity line. Locals at the station cannot get
timetables for London-Sheffield services as the InterCity.trains are
run by Midland Main Line division.
Midland Main Line says St Albans City is the responsibility of
Thameslink but Thameslink says it's not interested in providing
Information for Midland Main Line.
The useless rail regulator should act.
Shortage of Stock
Electric trains from St Albans Abbey are to be replaced by
DMU's because there are not enough
suitable trains for North London Railways to rub all its services.
Despite a nationwide shortage of rolling stock BR didn't ask for
quotes for any new trains In
As a consequence the ABB train making
factory at York is to close.
Determination to spend the minimum on rail infrastructure in
connection with the Channel Tunnel continues.
Originally Eurostars from the Worth would bypass London via a shunt
at Willesden.Now Railtrack has decided to send them through
Hampstead on the North London line. The Eurostars are wider than the
normal trains on that line so instead of spending petty cash on
clearing wider spaces only one Eurostar may be allowed on the North
London line at a time, so they won't smack Into each other as they
As predicted in this organ some time ago, Eurotunnel could go bust.
In fact this could happen in
as the Channel Tunnel project is in
danger of being overwhelmed by huge debts.
In fact interest charges on debts amounts to nearly £2 million per
As a last resort the Government could pass new legislation making
taxpayers bail out the project, providing running costs until
revenue picked up. The Government will not allow this major piece of
infrastructure go down the pan.
Tory Free For All
Once it was just British Rail. Now there will be 100 rail firms:-
passenger companies to run trains
national companies run trains
regional units maintain tracks and
companies run everything from freight
The target to sell the first
train operating units by April
is unlikely to be met. The Government
wants to float Railtrack on the Stock Exchange, but City
stockbrokers won't take the flotation seriously if the franchise
sale has stalled.
The Government is banking on the. proceeds of the Railtrack sale to
finance pre-election tax cuts.
It is understood that Manchester PTE has given notice of its
intention to discontinue their control of local rail services in its
area as a result if increased costs it would incur as a result of
More will be heard of this in the next few months and may prove to
be a major embarrassment to rail privatisation. Other PTE's may be
Consultants paid to forecast demand for new railway stations and
lines do not have a clue. They are masters of the underestimate.
Cathays station in Cardiff opened in
and reached its five-year target in the
first three months. Dyce, near Aberdeen, was predicted to generate
70,000 annual journeys eventually - but it generated 340,000 in its
first year. Twice as many people as expected used the Bathgate line,
near Edinburgh, and In
the new East Garforth station near Leeds was four times busier than
Now, Bulwell, near Nottingham, has attracted more than three times
the predicted custom.
How many communities are without a rail service because gross
underestimates of demand make new stations appear unfeasible.
Tony Blur, new Labour leader has ordered a U-turn In Labour policy
on the railways after they are privatised. He asked for plans to be
drawn up to get them back into public ownership only days after
playing down the prospect of a Labour Government returning them to
Bradford Let Down
Bradford Council paid £300,000 for a new station to ensure InterCity
services could continue to serve the city. InterCity now says It
cannot afford to provide services between Bradford and London as the
new electric wires are energised.
Welcome to the Summer edition of Trans Pennine. The
first task in this issue is to say thank you to everyone who has
contributed articles, quizzes and news. The response has been great
- please keep it up! The second task is to apologise for the late
running of the last magazine. We were hoping to be able to
distribute the bulk of the magazines at the second meeting in March,
however, problems at the printer meant that we were unable to do
that, so in order to save on postage costs, it was decided to
distribute it at the first April meeting, You may also have noticed
in the last issue an advert for a Model Railway exhibition. If you
are involved in organising a transport-related event, or if you have
any transport-related items that you would like to sell, I will be
glad to place a 'Small Ad' in the back of the magazine.
FROM THE COMMITTEE
I have received a letter from Toton Traction
Maintenance Depot stating that access to the depot has now ceased.
This is after receiving a booking form from them and me sending the
completed form back with the required cheque!
I have never received a reply from Tinsley Depot (or Railfreight
Distribution, the company that runs Tinsley) so I can only assume
that the policy is the same there.
If anybody knows of a British Rail establishment which does allow
visits, could they let me know.
I did not receive a reply to my letter to the Midland Railway in
Leeds, so I assume that they do not run special trains anymore.
To our Religious Adviser, the Reverend Andrew Watts
and his wife Helen, on the birth of their daughter Jenny Louise. The
Pennine's newest member popped into the world on May 11th and Uncle
Whitlam assures us that both Mother and Baby are fine - no news
about Dad though!
I am sure all members will join with the committee in sending best
1995 PENNINE SLIDE COMPETITION
The annual slide competition will be held on
Wednesday, October 4th at the Taps. Members are invited to submit up
to 4 slides, colour or monochrome, on a railway related subject. The
slides must be their own work and should not have been entered in
any previous Pennine competition. If anyone would like to enter, but
can't get to the Taps, send the slides to David Bladen, who will
enter them on their behalf As usual there will be cash prizes and
trophies for the winners.
by Paul Slater
The "Claymore" special departed from Fort William at eight o'clock
on the morning of Saturday October 22, 1994. It had been double
headed from Edinburgh the previous day by 37156 and 37221, but on
its southbound run on the Saturday it was steam hauled, with K1
2-6-0, No.2005 piloting "Black Five" 4-6-0 No. 44767 'George
Stephenson'. It was not yet properly light at departure time and the
two steam locomotives looked very impressive and atmospheric in the
semi-darkness at Fort William.
The morning grew brighter as the train began its journey, the two
engines audibly working hard against the gradient. Half-hidden in
cloud, Ben Nevis loomed up not far from the line and further off was
a whole panorama of mountains, looking very beautiful in the dawn.
The train stopped at Spean Bridge in order to pass the overnight car
sleeper from Euston to Fort William, and many of us got down on to
the platform. The sleeper was reported to be running late so it was
decided to pass it at Tulloch instead we got back on board! At Roy
Bridge, a station with only a single platform and no loop, the
"Claymore" stopped for the engines to be watered and despite a
shower of rain, many of us alighted and thronged a bridge carrying a
narrow lane across the track, to watch 2005 and 44767 hissing steam
as their tenders were refilled.
At the next station, Tulloch, we had a chance to alight again and
admire our two engines before 37401 ran into the loop with the
delayed sleeper, then the "Claymore" was off on its way south. It
was now full daylight and a number of spectators and photographers
were out by the line to see the "Claymore" begin the most
spectacular part of its journey. From Tulloch. the West Highland
line makes a long, steep climb up to Corrour, and here the two
engines were working strenuously, leaving a dense trail of smoke and
steam hanging in the air far behind them. At first the railway ran
by a wooded gorge, where the autumn foliage was most attractive, but
then it ascended into a bleak, moorland world, with magnificent
views of mountains and lakes. Hardly anyone was out to see the
train, as all this stretch of country is wilderness, with no houses
At Corrour - surely the loneliest and remotest station in the whole
country - we all got out and took up position on the moorland beside
the line to watch the "Claymore" do some photographic run pasts.
Three times the K1 and the "Black Five" backed their train to the
top of the steep gradient up from Tulloch and then came through
Tulloch station, accelerating hard. The moor was covered in autumnal
colouring, a damp, chilly wind blew, the engines thundered past, and
smoke and steam hung thickly in the mountain air. it was a memorable
For many miles south of Corrour the West Highland line runs through
the vast uninhabited expanse of Rannoch Moor, where the only signs
of life to be seen from the train were a few deer. Rannoch station,
in the middle of nowhere with one or two houses near it, made a
little oasis; the "Claymore" stopped here and waited for some time
to pass a Glasgow - Mallaig Sprinter, so many of us alighted and
some people - like me walked to a footpath crossing some way up the
line, for a different view of our train. Then we were back on board
and the "Claymore" was on its way again, the steam from the engines
rolling away across the beautiful but desolate landscape.
At last the country became a little less harsh. The line ran
downhill through a wood of old pine trees, forests of dark-green fir
and pale-orange larch began to clothe the slopes of the mountains,
and cars could be seen in the distance, on the main road from Fort
William via Glencoe. We ran into Bridge of Orchy station, where
there were crowds of people on the platform and on the adjacent
From Bridge of Orchy the line climbs steeply to County March summit,
along a ledge cut into the side of Ben Dorain, round the famous
Horseshoe Curve with its two lattice viaducts, then up along more
slopes to run close beside the main road. Many spectators had chosen
this stretch of line on which to see the "Claymore" and the main
road was lined with parked cars. Our two engines laboured noisily,
pouring out great clouds of black smoke, and we passengers waved
cheerily to all those who had come to watch us pass by. Once over
the summit, it was downhill to Tyndrum and Crianlarich, where there
was a lengthy water stop. We all got out. for the first time since
we left Fort William, the sun shone, and for the Scottish Highlands
in late October, the air struck warm.
South of Crianlarich the scenery, although still mountainous, became
more lush and wooded, with many trees growing beside the line. There
were views down to Loch Lomond and Loch Long, and our two engines
toiled up to the last major summit on the West Highland, Glen
Douglas, laying a smoke screen above the forest. Then it was
downhill to Garelochead, where we passed a northbound Sprinter, and
on into Helensburgh, with views of the Firth of Clyde. At
Helensburgh Upper station there was a lengthy stop while the tenders
of the locomotives were refilled with coal as well as water. The
coaling operation was amusing to watch. A large lorry loaded with
sacks of coal was parked on a bridge over the line, then the engines
were carefully positioned beneath it, each in turn, while the
contents of the sacks were emptied down an improvise chute made out
of bins with the bottoms removed.
On the move again, the "Claymore" soon came to Craigendoran Junction
and the end of the West Highland line. Our course now lay along the
electrified line by the north shore of the Clyde, with orange
multiple-units on the various Glasgow suburban services passing
frequently. We halted again at Cowlairs East Junction, near the
closed engine-shed at Eastfield, for our thirsty locomotives to be
watered once more, and then we were off through the outskirts of
Glasgow and into open country, speed rising to an exhilarating
canter on the fairly level and straight main line towards Edinburgh.
The mountains of the Highlands had now been left behind, but away to
the north, the Campsie Fells could be seen in the golden, late
Evening mist was rising when the "Claymore" halted outside Dalmeny
and then moved slowly into the loop for yet another water stop; then
we were off across the Forth Bridge and running by the shore of the
firth towards Kircaldy. Darkness came down before our final water
stop, at Townhill, near Dunfermline; the "Claymore" was parked in a
loop, with Sprinters on the frequent Fife circular from Edinburgh
hurrying past. It is very rarely that I travel on a steam train at
night nowadays, and I enjoyed watching the steam from the
"Claymore"'s two engines wreathing around street-lamps and mixing
with patches of fog in the darkness during the last part of that
day's journey. The locomotives whistled continuously as we slowly
crossed back over the Forth Bridge, the structure was floodlit and
the train must have made a magnificent and very nostalgic sight
steaming along the spider's web of huge girders. Speed rose on the
final few miles to Edinburgh. I had been sitting for a long time, so
went and stood by an open window, looking out at the steam drifting
across the foggy suburban streets and listening to the engines
whistling their progress into the city, perhaps with a note of
triumph at having completed their long day's journey. Edinburgh
Castle rose up through the mist and murk and then the train was
crossing the maze of pointwork into the station.
Next morning - well wined, dined rested and breakfasted - we watched
2005 and 44767 - the "Black Five" now leading - backing down on to
the "Claymore", the stock of which had been brought into the station
by 37156 and 37221 again. Departure was at 11 o'clock; after the 8
o'clock start from Fort William the previous morning, I had been
glad of a lie-in today, helped by the extra hour provided by
altering the clocks at the end of British Summer Time.
Speed quickly rose once we had left Edinburgh and although the
dramatic scenery of the West Highland line was now far behind, the
hurrying dash along the East Coast Main Line to the first water stop
of the day at Berwick-on-Tweed was one of the highlights of the
weekend. I got the impression that the engines were being driven as
fast as they could go. the vigorous exhaust beats from the chimneys
carried clearly. and although we slowed down a little on the climb
from Cockburnspath up to Grantshouse, for most of the way the train
kept up a furious pace. Many people were out to watch us - the
stretch of line on the cliff tops near the border with England being
a favoured location, where the train could be seen against the
backdrop of the North Sea - and we were kept busy waving at
spectators standing in fields and motorists and bus-drivers racing
the train on the parallel AI main road.
Beyond Berwick-on-Tweed, progress was much slower, as there were
many southbound expresses on the main fine which needed to overtake
us. A High Speed Train on a cross-country service passed us while we
stood in Berwick station, we were held at the southern end of the
Royal Border Bridge at Tweedmouth for 91014 to propel a Kings Cross
express slowly past us on the wrong line, we were parked in the loop
at Belford for some time to allow two more High Speed Trains to
overtake us, and just after Alnmouth we were looped again, this time
for 91022 at the rear of a southbound express.
At last, well after our scheduled time because of the sidetracking,
we arrived at Morpeth. There was another stop for water here, and
this was expected to be a lengthy one, as it was necessary for us
all to alight and the empty stock of the "Claymore" to be shunted
back into a siding alongside the Bedlington branch before the
engines could uncouple, run forward and manoeuvre their way into the
overgrown yard, where the watering operation could take place clear
of the main line. I enjoyed the chance to have an extended break
from travelling and watch the engines going to and fro until they
were finally at the watering point. On the main line, 37156 and
37221 appeared yet again, running south with two support coaches and
then, some time later, returning north light-engine., there were
several High Speed Trains passing through the station, and 91009,
91010, 91015 and 91031 on Kings Cross expresses.
The watering took even longer than the timetable had allowed, but at
last, by now very late indeed, the "Claymore" pulled away from
Morpeth and hurried in the gathering dusk down the main line to
Newcastle, where a jazz band was playing to greet us. The two steam
locomotives were uncoupled, 47582 hauled the train away in to the
night towards London, and it was the close of an unforgettable
Pennine Quiz No.82
Thank you to our Ossett member for setting this quiz! Answers to the
editor by 26 August, please!
1) Which loco has recently been named 'Plymouth -
Spirit of Discovery'?
2) What was the driving-wheel diameter, in feet and
inches, of D604 'Cossack'?
3) Which pre-grouping railway company styled itself
'The Premier Line'?
4) Who designed York railway station ?
5) Name class 92, 92026.
6) Who built the four-wheel rail buses, Nos. Sc79965
to Sc79969 ?
7) Besides E3055, which other class 82 did not
receive a TOPS number ?
8) On what date were freight services withdrawn from
the Garsdale - Hawes branch 9
9) Who was the Locomotive Superintendent (CME) to the London,
Brighton and South Coast Railway from 1847 to 1869 ?
10) What made 'Britannia' No.70047 different from
all the other 'Britannia's'?
11) Which railway installation carries the code M'?
12) In which country would you find the Guayaquil
and Quito Railway ?
13) What is the name of the shade of black used in
the Waterman Railways livery ?
14) Who named class 442 5-WES unit No.2418 'Wessex
15) Who designed Huddersfield station ?
16) Its LNWR number was 986, its LMS number was 5953 - what was its
17) How many gallons of water did a British Railways standard BR2
tender hold ?
18) Name SNU loco No. 22401.
19) What was the maximum tractive effort, in lbf of the North
Eastern class ES 1 electric Bo-Bo
20) What name was first carried by 'Jubilee' No. 45633 ?
21) Which railway site has the code 'DP'?
22) What was the number of the first AC electric locomotive to
receive a name ?
23) Who provided the nameplates for the loco in question 22 ?
24) Before withdrawal for preservation, what was Jubilee' No. 45593
Kolhapur's last scheduled working ?
25) Where was the highest tram terminus in Britain?
Pennine Quiz No.81 the answers!
4) Lord Rutherford of Nelson
9) Gordon Highlander
10) Lytham St Annes
12) City of Sheffield
14) Western Australia
19) Civil Service Rifleman
21) Windward Islands
23) Hardy or Hydra
24) Irish Free State
A spot of editorial sackcloth and ashes is in order, I think!
There were two hiccups in the quiz - firstly, I missed an 'E' out of
question 4 and secondly there were two possible answers to
question 23 - mea culpa!
Despite these added problems, there were three all-correct entries
and as is usual, the names went into a hat.
First out was P Gardner, second out was I Shenton, third out was M
Congratulations to the winners and thank you to everyone who entered
- especially those who pointed out the mistakes!
A Classic Crompton Crankex
by Chris Tyas
The date was Friday, 31st March 1995. The train was
IZ33 - the18.08 London Victoria to Inverness, better known as "The
Skirl of the Bagpipes" railtour and the locos were to be 33109 and
33116. Crompton's to Inverness!
Having arrived at Victoria with plenty of time to spare, (about
three hours!) I went to check out the class 73's on the Gatwick
Expresses. Whilst on the Gatwick platform, I noticed 73101 arriving
with the VSOE Pullman, so it was round to platform two to photograph
it, then it was time to adjourn to the pub (the Stage Door) with
Paul Micklethwaite and Andy Jessop.
The stock for the tour was already in when we arrived back at
Victoria, and as we wandered to the front, the two tour locos
arrived from Stewarts Lane. Both were in immaculate condition,
having been repainted inside and out, and they looked a picture,
gleaming in the early evening sun.
At 18.08 we departed from Victoria, to the sound of bagpipes from
the lone piper on the platform, and the train went via Stewarts
Lane, Longhedge and Latchmere Junctions to Kensington Olympia. At
Mitre Bridge we were signalled down the wrong line, heading towards
Acton Wells and the Great Western Main Line! When we finally set
back to Mitre Bridge, we were given the correct road to Willesden
Junction and the West Coast Main Line, and on to our first pick-up
point at Watford Junction.
After leaving Watford, we were put on the slow line then, in the
Tring area, the train started passing InterCity services on the fast
line. I don't know what the problem was on the Main Line, but I
found it very amusing that our ageing, supposedly life-expired 33's
were passing these express locos on the other line. What is more
amusing is that only one actually managed to catch us before we
turned off for Northampton. The next port of call was Nuneaton, then
on towards Crewe for our last pick-up. A 30 minute break at Preston
enabled the stock to be watered and the buffet trolleys replenished,
then it was off North, with the hard climb over Shap Summit, to
After the crew-change at Carlisle, word had come through from the
locos that we had actually crested Shap at 75 mph. There followed a
spirited run to the next crew change at Mossend Yard, where the
train stopped alongside two scrap class 26 locos. One of the railmen
working in the yard looked bemused at the sight of our two locos
maybe he thought that they were class 26's which had been
At Perth, there was a stop of two and a half hours - not much use at
three in the morning! -so it was time for some 'shuteye'. We left at
05.30, heading along the Highland Main Line to Aviemore, where we
were signalled on to the Speyside Railway, and on to Boat of Garten,
for fifty minutes to take photos and look round the station shop.
The Speyside Railway's class 27, D5394 (ex 27106 / 27050) was
attached to our train, however. it was discovered that there was a
split in the air hose on the loco. A quick decision was taken to
send the loco to Aviemore, where it was turned on the turntable,
managing to get back to Boat of Garten in time for our booked
departure. When we got back to Aviemore, the 27 was detached and the
two 33's propelled the train into the platform, where the 27 had
been lined up alongside the railway's class 26, 26002. After more
photos and a look around the station shop, the 33's propelled the
train back on to the Highland Main Line, for a fast run to
Inverness, where we arrived a few minutes early. More photos were
taken to record this historic event, which a lot of people said
would never happen. Doubting Herberts! Then it was off into town for
a good breakfast and a few beers in the Phoenix to celebrate!
Back at the station, the locos had been shunt released and the stock
had been cleaned and watered ready for the journey home. Yet more
photos were taken of the locos before we left at 12.25. We headed
down the Highland Main Line to Perth, for a quick crew-change, then
on to Mossend Yard and Carlisle, for another good run over Shap. A
few passengers were hoping to get off at Preston as we were supposed
to have a crew-change but we ran straight through to Crewe. Arrival
at Euston was some 20 minutes early, where even more photos were
taken, among the celebrations of a historic railtour.
What the Papers say!
Over the last couple of months, the papers have maintained their
scepticism towards rail privatisation, however, they have also had
other targets in the proposed industrial action on the railways, Sir
Bob Reid's rather large bonus and the closure of ABB's York works.
April's incident in which a Eurostar set fouled the catenary and the
Scottish Judiciary's refusal to let BR withdraw the Fort William
sleeper have also received a great deal of attention, and even the
humble baggage trolley has not escaped. Reproduced below are various
articles and cartoons - thanks as usual to the columnists,
cartoonists and newspapers concerned.
Trying to use Southport station (I0s)
Privatisation has led to a number of changes for
users of Southport station. The station serves two destinations:
Liverpool, with trains provided by Merseyrail Electrics, and
Manchester, with trains from Regional Railways. It is owned by
Railtrack but leased to Merseyrail which is responsible for it.
To passengers, the first indication of the change was the separation
of the platforms and entrances. Platforms 1 to 4 are assigned to
Merseyrail while 5 and 6 are for RR trains. A barrier has been
erected to separate the two groups of platforms and the Regional
Railways passengers have now been blocked from using the main
station concourse and have to enter via a back way. Platform 4,
however, cannot be used by Merseyrail trains since it is not
Some RR services are provided using locomotive hauled stock. When
the train is prepared for the return journey, the locomotives now
have to go through a much more complicated shunting procedure
because they are no longer able to use platform 3 for this
While there are Merseyrail staff on the station, RR has decided to
"de-staff' their part of the station, and RR passengers cannot ask
for help from the Merseyrail staff who will refuse to provide
information on the grounds that RR should look after its own
Delays and cancellations are also caused when there are minor
problems with RR trains because of unavailability of staff. Minor
hitches used to be handled by local fitters who primarily worked for
Merseyrail but now any attention, however small, must await the
arrival of personnel from RR base at Wigan, up to an hour's journey
I've lost my trainpipes! (Daily Star 12/5/95)
A horrified train driver watched as his trousers
flew out of the cab window. He had taken them off as the cab of the
Sprinter began to swelter in hot sunshine.
But they were suddenly sucked out by the slipstream. He had to radio
ahead to colleagues on the Shrewsbury to Aberystwyth line to
hurriedly find him a new pair.
Off their trolleys (Simon Calder, Independent,
Rail travellers await the new timetable which comes
into effect at the end of May, with trepidation - rumours are rife
about cuts in services. But even if the train you want to catch has
not been axed in preparation for rail privatisation, Dorothy Bishop
of Cambridge warns against turning up with any baggage.
"British Rail has introduced a system akin to the one in
supermarkets, where you pay to release the trolley but get your coin
returned when you put it back. However, they miss three crucial
differences. At a supermarket (a) you start off without any baggage
and so have hands free to fiddle around looking for coins; (b) you
are not in a desperate hurry to catch a train; and most crucially
(c) you naturally return to the point where you picked up your
Ms Bishop points out that the logistics of getting your money back
are unmanageable for rail travellers. "Either you have to abandon
the trolley at some trolley incarceration point halfway up the
platform and hock your luggage the remainder of the way, or you find
a carriage and leave the trolley on the platform while you sort your
bags out - running the risk that someone will steal the trolley
while you do this, or make off with your luggage, or occupy your
seat while you roam off to some remote spot to reclaim your trolley
Rail travellers, it seems, have voted with their shoulders. "At
every station I see serried ranks of unused trolleys, ignored by
groaning passengers grappling with heavy suitcases. The nation's
backs cannot stand much more of this."
Signal Failures (Private Eye)
One businessman who has stopped organising special trains because
Railtrack's extortionate access charges make it too expensive has
calculated that if equivalent charges applied to road transport,
coach operators would have to pay road duty of £1,095,000 a year for
Indeed, such is the distortion of conditions applying to rail and
road that the road tax for ten coaches for a whole year is
about the same as the track access charge for a single 500 seater
train for one day.
A widely predicted symptom of BR's fragmentation is typified by the
situation at St Albans City station which is run by Thameslink.
Although it is on the InterCity line from London to Derby and
Sheffield, locals can no longer get timetables at the station for
trains to those cities because the InterCity trains are run by the
Midland Main Line division. Midland Main Line says St Albans City is
the responsibility of Thameslink, but Thameslink says it's not
interested in providing information for Midland Main Line.
The useless rail regulator, employed to knock together the heads of
puerile shadow franchises like these two, says the issue is a matter
for the BR board - which says timetables are available free by post.
Electric trains from St Albans other station, Abbey, are to be
replaced by 1960s diesels because there aren't enough suitable
trains for North London Railways to run all its services. Despite
this and other obvious shortages of rolling stock, BR didn't ask for
quotes for any new trains in 1994 (a year in which Germany ordered
new trains worth £5 billion) and ABB, one of the last major train
builders in Britain has said a "substantial rundown" of its
factories is inevitable.
Spirits on the line (Simon Calder, Independent)
The prospect of a pre-privatisation cut in sleeper services on the
West Highland Line has inspired a lot of media coverage. One reader
who has benefited is Chris Cox of West London. He says, "Unusual
things happen to me on sleepers. Once someone died; another time a
sleepwalker came in wheeling a bicycle. So I wasn't surprised to
find, on my latest overnight journey to Scotland, a film crew poised
in the bar."
Since Mr Cox was the only customer in the bar at the time, the
producer asked, "Could we film you opening a bottle or two" and
added, "the drinks are on us."
"They were miniatures of Scotch, which I always have problems
opening," Mr Cox said. "So this operation required at least seven
bottles before I got it right. They asked if I would still be in the
bar after Watford, and went off to interview the driver. "
The crew returned eventually and filmed an interview with Mr Cox,
which for some reason was cut from the finished item. With an array
of opened bottles in front of him, Mr Cox nobly did his bit to
prevent wastage. 'I eventually got to bed at 5.45am, 15 minutes
later the train arrived."
Whatever cuts in services the new BR timetable brings, be grateful
you do not rely upon the Trans Siberian railway to get to work.
Every even-numbered day, a train sets off on the week-long haul to
Hang on, you may be thinking, what happens at the ends of months
such as May, where the 31st is immediately followed by the 1st -
both odd-numbered. Surely they do not adhere to the even-number
policy? That, in fact, is exactly what they do, leaving passengers
stranded for 24 more hours.
So you want to catch a train that doesn't officially exist?
As the rail network is split into 25 "train
operating companies", "rival companies are increasingly leaving
information about each other's trains off their timetables. Nick
Salmon wanted to travel from Leeds to Newcastle one morning
and consulted the Regional Railways' TransPennine Express timetable.
He found no obviously through train starting around 7am. He had
vaguely heard of a 7.10 am. He rang the station and they confirmed
its existence. But why wasn't it in the timetable?
"Different train operating companies," they said.
Mr Salmon points out that the TransPennine timetable includes some
InterCity trains but these appear to complement, rather than compete
with, Regional Railways. Although the timetable is not
comprehensive, it fails to explain this and does not say that there
are other trains between, say, Leeds and Newcastle.
Other readers have pointed out examples of "invisible" trains, which
are run by InterCity but not mentioned as BR does not want them to
be used as local trains. For example, Sarah Hosking of Whitchurch
says she often catches the 6.25am Euston to Crewe and colleagues
join her at Watford. However, she was concerned that the train was
not advertised as stopping at Watford and enquired. She was told
that, yes, the train stopped at Watford but they did not want people
to travel on it to Watford from Euston.
Damien Knight points out that just after 7pm every evening, an
almost empty InterCity train from Glasgow pulls into Gatwick Airport
station on the way to Brighton. He says, "The direction board is
blank. The Tannoy announces 'Do not join this train' and, virtually
empty, it glides on non-stop to Brighton." Meanwhile, passengers for
Brighton stand waiting for the often-delayed Thameslink stopping
Signal Failures (Private Eye)
Information on local services out of London's Paddington Station
has disappeared from the station concourses main display, now
devoted to InterCity services. BR says it can only put up a limited
timetable display because Paddington Station is a listed building.
Presumably it doesn't want frills like timetables disturbing the
aesthetics of such Brunel masterpieces as Burger King, Tie Rack,
John Menzies and the Paddington Bear gift stall.
And finally, to put that "record-breaking" run into
perspective, courtesy of the Independent:
by Paul Slater
On a dark, blustery January morning, the 08.23 Eurostar to Paris
departed from Waterloo International Terminal, and I was off on my
first trip through the newly-opened Channel Tunnel. At first very
dubious, even cynical, about the new tunnel, I had gradually become
more interested in it as it slowly became a reality and I learned
more about the railway operations side of it. When regular passenger
services through the tunnel began, linking London and Paris non-stop
with the new Eurostar trains, I was determined to go on one, and I
made a telephone booking to take advantage of the reduced fares
being offered during the initial trial period. It had meant an
overnight stay in London, an early breakfast before daylight, and a
journey to Waterloo on almost deserted tube trains; after minimal
check-in procedures and a short wait in the International Terminal -
looking more like an airport than a railway station - boarding
began, and I got my first look at a Eurostar. They are twice the
length of conventional High Speed Trains, consisting of eighteen
carriages with a futuristically-streamlined electric locomotive at
each end, and are finished in an attractive livery of yellow and
white. Internally, the second class accommodation proved to be
reasonably spacious and comfortable, very new and clean, but not
The first part of the journey gave no hint of the high speeds which
the Eurostars are easily capable of doing. Commuter trains from
Waterloo easily overtook the 08.23 to Paris as it move cautiously
along past Vauxhall. A newly-built flyover took the Eurostar up and
across the main line at Battersea to join the route from Victoria to
Folkestone and Dover, the traditional route for boat trains to
France. A double-track line used by stopping trains, this gave no
opportunity for speed either, and progress was annoyingly sedate.
"Come on, put your foot down!", said a witty passenger behind me,
echoing my own sentiments; but until the controversial new
high-speed link through east London is approved, the Eurostars must
crawl among the bust suburban services.
Announcements made by the train manager over the loudspeakers, in
French and English, punctuated our slow journey, as did backchat
between the passengers and the young lady with the food and drinks
trolley; the Eurostar has two buffet-bars, but I did not bother
going in search of them, Somewhere on the outskirts of London there
were jolts and bangs from under the train. "We've got a flat tyre!
", was the comment from behind me. We continued on our way, the Kent
countryside looked wintry and waterlogged, and clouds and rain
filled the windswept sky. "I hope the Channel's calm today!",
someone said; I mentally agreed, and then realised that it was a
Beyond Tonbridge speed increased. I saw numerous oasthouses beside
the line. We passed through Ashford and I think I saw the one place
where the Eurostars run over an old-fashioned level-crossing, with
manually operated gates. Then the brakes came on, and the Eurostar
ground to a halt. "we have a technical problem", said the train
manager and we groaned and jeered. The young lady with the trolley
came in for more stick: "Shall we be here long?", "Does this often
happen" The train manager spoke again; "We have a problem with
train synchronisation", is what I think he said, but his strong
French accent made me unsure whether I had heard him correctly. We
were stuck there for several minutes more, then began to move, and
we crept gingerly along for a few miles. By the time we came to the
tunnel terminal at Cheriton, we were up to something approaching a
reasonable speed. I saw freight yards with many wagons and
locomotives, both British and French, and two of the double-deck
car-carrying Shuttle trains. "We are about to enter the Channel
Tunnel", said our train manager, "we shall be in it for twenty
minutes". The multiple tracks from the terminal converged, the sides
of cuttings rose beyond the mesh fences used to screen, and we were
in the tunnel.
The Channel Tunnel was in one sense the high spot of the trip, and
in another - very literal - sense, its low point. In fact I found it
neither exciting nor frightening, and I had to remind myself of the
novelty and significance of those twenty minutes out of the
daylight. I took the opportunity to inspect the Eurostar's toilet
facilities - quite nice, and finished in a tasteful shade of green,
but not exactly palatial - and then stood for a minute by the
carriage door so that I could see the succession of dim lamps in the
tunnel whizzing past. I went back to my seat; several of the
passengers seemed to be asleep and indeed the steady ride through
the darkness, with the muffled sound of the Eurostar's engines
rebounding off the sides of the tunnel, was quite soporific. I would
say that the Channel Tunnel, although longer than any other tunnel I
have ever been through, is less claustrophobic than many, and does
not have the noisy, enclosed feel of the London tubes.
Suddenly. with none of the gradually increasing light that I am used
to at lower speeds at the end of conventional double-track rail
tunnels, the Eurostar burst out into the open , doing about ninety
miles per hour. 'Welcome to France", said the train manager and told
us to adjust our watches. Away to the left were the tunnel terminal
at Santa and the towers of Calais, but the Eurostar curved to the
right, and on a brand-new high-speed track hurried on towards Lille
and the Belgian frontier, going faster and faster. The sun shone,
and I looked out at a gently rolling landscape similar to eastern
England, but with subtle differences in the architecture of the
houses, the shape of the church spires and the style of the numerous
old windmill towers.
Before long, the train manager told us that we had reached our top
speed, an incredible one hundred and eighty-six miles per hour.
Apart from a slight slowing down as we passed through the outskirts
of Lille - sidings, junctions, an underground station and a yard
full of TGV's hurtled past - we kept up this pace almost to the
outskirts of Paris. I found the ride a most exhilarating experience;
the train seemed to fly across the countryside, a strong
south-westerly headwind sending low ragged clouds streaming past us,
and I fancied that we swooped and soared over the hills and viaducts
and sharply tilted curves. Every now and then probably where the
gradient changed - I would have a slight sensation as of a ship on a
light swell or an aeroplane changing its altitude; amazingly, on
this specially-built track, at nearly two hundred miles per hour,
the Eurostar seemed to be roller coasting, and I relished the
feeling. For mile after mile we ran alongside a busy motorway, and I
saw lorries bearing names in all the languages of Western Europe.
Near Lille a road sign in Flemish caused me a momentary feeling of
disorientation, but on the motorway the signposts were for Paris. I
saw military cemeteries and signs referring to the Great War and the
Somme. On the adjacent track TGV's dashed past in the other
direction, but there were no conventional trains to be seen, and
hardly any sidings or junctions.
At last speed slackened. We joined the old main line from Calais,
and ran on into the outskirts of Paris. The train manager was most
apologetic that our arrival at Gare du Nord would be ten minutes
late - presumably because of the "technical problem" at Ashford. I
looked out at suburbs and factories, stations and railway yards, and
decided what I would do during the five hours before the departure
of the 17.09 Eurostar to London Waterloo. In fact I had a meal, went
to see the Eiffel Tower, and managed some railway photography at two
of the main termini.
The Eurostar terminal at the Gare du Nord is smaller than the one at
Waterloo, and although it has its own entrance, it is closely
adjacent to the main station and feels like a part of it. The 17.09
departure meant that I had an hour or so on the train before
complete darkness came down. The trolley attendants remembered me
from the outward journey; I had checked the number and it was the
same train. Although the darkness took away some of the pleasure
from the return journey, I still enjoyed the high-speed ride through
France and the novelty of the passage through the Channel Tunnel.
The last part of the journey, from Tonbridge in through the suburbs
of London, seemed tediously slow.
I reserve judgement on whether the Channel Tunnel is economically
and politically a good thing or not; time will tell whether it
proves to be a valuable linking a modem transport network or a
colossal white elephant. For myself, I love sea crossings, and for
holidays and other pleasure journeys I think that I shall continue
to use the ferries. That said, the Channel Tunnel is an amazing
achievement and a quick and convenient link to France, and I am glad
to have been through it. It is the single most significant railway
development in this country in my lifetime, and I could not have
ignored it; and for an enthusiast for train journeys, a ride on a
Eurostar in full flight was not to be missed.
Pennine Observers Notes
A bumper bundle of sightings!
On March 4th, the following were noted at Barriby Lane
91003 14.30 Kings Cross - Leeds
91008 15.05 Leeds - Kings Cross
91012 16.05 Leeds - Kings Cross
91017 16,00 Kings Cross - Edinburgh
91021 1500 Kings Cross - Glasgow
and 58013 on an oil train.
In Lincoln on March 9th 60013 and 60053 were noted heading oil
trains whilst on the 15th, 60013 was again on an oil train and 60054
headed a diverted Immingham - Scunthorpe iron ore train.
Noted at Hull have been, March 2nd - 37517. March 12th - 47701 with
a Rail UK Hull Edinburgh charter, the empty stock having been
brought in by 47747; March 15th - 37698.
The 14.18 York - Poole was headed by 47843 on March 11th, whilst
your editor, on a trip to Newcastle Airport on the 21st of March,
saw the following:
47762 at Doncaster, hauling the 06.38 Derby York, with 47757
stabled, 91028 at York, in charge of the 06.00 Kings Cross -
Edinburgh along with 47758/761 stabled, 37350 on a northbound
freight working and 60064 heading northbound hoppers at Ferryhill,
56111 at Birtley Town in charge of a northbound MGR and finally at
Newcastle, 47747/768/784 stabled and 90027 at the head of a rake of
various stock being used as a mobile 'Flora and Fauna Exhibition'
train. The return trip was care of 43109 + 43112 which operated the
19.05 Newcastle - Kings Cross.
The 23rd of March saw 47359 passing light-engine through Doncaster,
whilst on the 25th at Peterborough, 08528/529, 31165/541/552/563,
56051/123, 58031/042/048/050 were all stabled.
Services between Leeds and Harrogate were suspended on March 25th,
due to the derailment outside Leeds of 143086, which along with
156486, was operating the 10.49 Leeds - Carlisle. It would seem that
one of the Pacer's front wheels shattered then parted company with
the axle. The Sprinter was detached and proceeded to Carlisle after
a delay of an hour. A replacement bus service was provided between
Horsforth and Leeds.
At Lincoln on March 29th, 37706+37885 headed an oil train, and at
Doncaster that day, 90024 was noted in charge of the 10. 10 Kings
Cross - Leeds. This loco was also noted on the 17.05 Leeds Kings
Cross on 1st of April. On 31st of March, 37892 was noted running
light engine through Doncaster station.
National Power's class 59, 59201 seems to have been more active
lately, with the Tunstead - Drax limestone train being reported
passing through Doncaster on the 16th, 23rd and 31st of March. We
shall have to wait and see if this machine is laid-up for the
summer, as has been reported in the national railway press.
At Broad Fen Lane Crossing Claypole, on the 1st of April, the
following ECML workings were observed:
91008 15.30 Kings Cross - Leeds
91009 15.00 Kings Cross - Glasgow 91010 16.05 Leeds - Kings Cross
91013 12.00 Edinburgh - Kings Cross 91016 15.05 Leeds - Kings Cross
91026 14.30 Kings Cross - Leeds 91031 16.00 Kings Cross - Edinburgh
and 37885 on a northbound Cargowagon train.
The FA Cup semi-finals on 9th of April saw a couple of football
specials at Leeds Station. 158906 was added to the 16,40 service to
Liverpool and 91030 plus a Mark 4 set worked to Kings Cross.
The following day, a member who spent 6 hours at Burton Salmon noted
09014 hauling 'cripple' wagons, 37344+ 'dead' 60031, 37716, 47375,
56045/111, 60038/052 on steel workings, 56039/080/087/088/
092/094/095/098/100, 60002/027/032/067 on coal workings, 60067 on an
oil working and 56034 on the Peterborough - Heck 'Plasmoor' empties.
Noted at Barnby Lane Crossing Claypole, in April 22nd were:
91003 15.05 Leeds - Kings Cross 91015 14.05 Leeds - Kings Cross
91023 12.00 Edinburgh - Kings Cross 91025 14.30 Kings Cross - Leeds
91031 15,00 Kings Cross - Glasgow
37886 on a Cargowagon train and 58038 on an oil train.
A member visiting Immingham on 24th of April noted 08466/632,
37331/886, 47276/676, 56012/035/051/84 and 60013. This was followed
by a four-hour session at Barnetby (complete with semaphores), which
produced: - 37706/711/883, 56006/086/102/109,
60003/021/025/026/051/054, and 153325/333 on Newark - Grimsby
Stourton Freightliner Terminal on the following day saw:08745
terminal pilot, 47033 on a Leeds - Southampton Freightliner,
47397+47398 on a Wilton-Leeds-Felixstowe Freightliner and 60014 on
an oil train to Hunslet East.
A further visit (only 3 hours, this time!) to Burton Salmon on 28th
of April produced 56021/034/078/087/089/098, 58008 on South Milford
- Bolsover coal workings, 47210/375, 56045 on steel workings,
47385+47389 on the Wilton-Leeds-Felixstowe Freightliner and 47772
ECML workings observed at Barkston, near Grantham, on April 29th
included: 91002 15.05 Leeds - Kings Cross 91015 13.30 Kings Cross -
Leeds 91026 14.05 Leeds - Kings Cross 91028 12.00 Edinburgh - Kings
Cross 91029 15.00 Kings Cross - Glasgow and 37140 on an oil train.
60008 and 60026 were noted passing through Lincoln on May 2nd with
oil trains whilst on May 5th, 37883 headed a Cargowagon train
through the city, followed by 60070 on an oil train. Collecting oil
tanks at Gainsborough on 15th of May was 37884, with 37713, in
LoadHaul livery, performed the same task on May 18th. Also noted
later on those days, at Lincoln, were (15th) 60028 on an oil train
and (18th) 37710 on a Cargowagon train and 60053 on an oil train.
The following sightings were mostly made at Doncaster or Sheffield
during April and May.: -
47826 06.38 Derby - York
90024 07.15 Leeds - Kings Cross
90016 16.33 Kings Cross - Glasgow parcels
47761 18.20 Leeds - Kings Cross parcels
90024 1735 Kings Cross ~ Leeds
31466,47789, 58007 in the Rail Maintenance sidings
47568 06.38 Derby - York
47738 14.44 Lowfell - Plymouth parcels
47762 14.10 Glasgow- Kings Cross parcels
47845 17.25 Derby - York
47817 16.30 St. Pancras - Sheffield, replacing the usual HST
47827 15,50 Exeter - Sheffield
101653 (51428+54358) 20.27 Sheffield-Manchester Piccadilly
47827 09.43 York - Exeter
A4 60007 Stockport - Newcastle charter
47845 11.43 York - Poole
90019 17.30 Kings Cross - Leeds
90021 19.00 Kings Cross - Newcastle
90019 15.55 Newcastle - Kings Cross
47704 17.30 Lowfell - Bristol TM parcels
47787 14. 10 Glasgow - Kings Cross parcels
90022 20.15 Leeds - Kings Cross
308136 20.33 Doncaster - Leeds
308136.07.25 Doncaster - Leeds
47849 06.3 8 Derby - York
47760 1730 Lowfell - Bristol TM parcels
101678 (51210+53746) 20.27 Sheffield
90019 20.30 Leeds - Kings Cross
47762 20.16 Kings Cross - Lowfell parcels
47701 20.24 Lowfell - Bristol TM parcels
47782 20.49 Lowfell - Kings Cross parcels
47705 17.42 Bristol TM - Lowfell parcels
47727 21.29 Bradford - Kings Cross parcels
308136 22.30 Doncaster - Leeds
47828 17.25 York - Derby
90019 16.20 Leeds - Kings Cross
90024 18.15 Leeds - Kings Cross
90018 16.33 Kings Cross - Glasgow parcels
47787 18.20 Leeds - Kings Cross parcels
47780 17.30 Lowfell - Bristol TM parcels
101681 (51506+51228) 20.27 Sheffield-Manchester Piccadilly
37408/414/704, 86218 in the Rail Maintenance sidings, 47476
'rescue' engine 47826 11.43 York-Poole 47766 14.1Glasgow -Kings
Cross parcels 47847 on a test train
47828 09.43 York -Exeter
47848 11.43 York - Poole
47701/769/782 at York stabling point
47789 on a test train
Because of engineering work between Doncaster and Wakefield, the
following services were operated by HST'S rather than electrics, and
were diverted via Askern, Knottingley and Wakefield Kirkgate: 08.30
Kings Cross - Leeds, 43117+43039 08.40 Leeds - Kings Cross,
43112+43095 12.45 Leeds - Kings Cross, 43118+43096
On Knottingley depot were 56011/088,
47743 14.10 Glasgow -Kings Cross parcels
90024 18,50 Kings Cross -Leeds
47701/702/732 on York stabling point
47476+91002 06.00 York - Kings Cross. Due to a derailment between
Doncaster and Retford, this service was diverted via Lincoln,
rejoining the ECML at Newark.
47820 14.44 Lowfell - Plymouth parcels
90024 07.00 Kings Cross - Leeds
47981 06.38 Derby - York. This loco, which is ex-47364 had been
pressed into service after loco failures had left Derby without any
47/8s. The train departed Doncaster some 23 minutes late.
47736 14.10 Glasgow -Kings Cross parcels
47774 Leamington Spa - Harrogate charter
47827 09.43 York - Exeter
47846 11.43 York - Poole
47849 17.25 York -Derby
47777 Linlithgow - Sheffield charter, 47790 hauled the return
47826 14.20 York - Poole
47843 21.20 York -Derby
47828 06.38 Derby -York
91014 07.15 Leeds - Kings Cross
47736 20.16 Kings Cross - Lowfell parcels
47474 17.43 Bristol TM - Lowfell parcels
47341 06.38 Derby - York
91026 07.15 Leeds - Kings Cross
47848 17.25 York - Derby
20905+20906 heading south at 17.57
90020 16,33 Kings Cross - Glasgow parcels
90022 16.50 Newcastle - Kings Cross
47763 18.20 Leeds - Kings Cross parcels
47778 17,30 Lowfell - Bristol TM parcels
47765 14.10 Glasgow - Kings Cross parcels
47840 06.38 Derby - York
91018 07.15 Leeds - Kings Cross
47818 17.25 York - Derby
90022 16.20 Kings Cross - Leeds
90018 16.33 Kings Cross - Glasgow parcels
47757 18.20 Leeds - Kings Cross parcels
47736 17.30 Lowfell - Bristol TM parcels
47716 14.10 Glasgow - Kings Cross parcels
47840 06.38 Derby - York
91018 07.15 Leeds - Kings Cross
47710 14,44 Lowfell - Plymouth parcels
90018 16.33 Kings Cross - Glasgow parcels
47762 18.20 Leeds - Kings Cross parcels
47778 17.30 Lowfell - Bristol TM parcels
47709 14.10 Glasgow - Kings Cross parcels
47584+91016 'dead' Doncaster - Heaton ECS
47805 17.25 York - Derby
47818 15.50 Exeter - Sheffield
47701 17.30 Lowfell - Bristol TM parcels
47709,20.16 Kings Cross - Lowfell parcels
47778 17.43 Bristol TM - Lowfell parcels
47711 21.29 Bradford - Kings Cross
91005 06.15 Leeds - Kings Cross
91012 06.00 Newcastle - Kings Cross
91016 07,00 Leeds - Kings Cross
47840 06.38 Derby - York 47789 Test train to Tyne Yard
91002 07.15 Leeds - Kings Cross additional
91028 06.00 Kings Cross - Edinburgh
91018 07.45 Leeds - Kings Cross additional
91027 07.00 Newcastle - Kings Cross
91021 07.00 Kings Cross - Glasgow
90022 08.35 Leeds - Kings Cross additional
90019 Durham - Kings Cross charter
91030 08.00 Newcastle - Kings Cross
91015 Harrogate - Kings Cross -train started at Leeds, replacing
47791 Henley-in-Arden - Malton charter
47772 Leeds - Wembley charter
47766 Kings Cross - Chesterfield charter
47818 11.43 York - Poole
47807 17.25 York - Derby
47780 Scarborough - Worcester charter Due to a power failure caused
by Yorkshire Electricity workmen cutting through cables, Doncaster
station was without power for most of the day. Because the Post
Office lifts were out of action, 47584 shunted parcels van 92369, to
move mail from one platform to another!
May 2nd The weed-killing train was stabled in West Yard, consisting
of 20903+20905, together with wagons 99907/09/10/18/60/61/62
47841 17.25 York - Derby
L840 (53311/22) 19.15 Sheffield - Manchester-Piccadilly
101679 (51224/533) 20.27 Sheffield - Manchester-Piccadilly
47744 17.30 Lowfell - Bristol TM parcels
47814 15.50 Exeter - Sheffield
47774 06.20 Sheffield - Glasgow charter
Noted at the closed Holbeck depot were condemned locos 47448/458/515
101655(51428/4662) 17.15 Sheffield - Manchester-Piccadilly
47787 17.15 Lowfell - Plymouth parcels
47738 14.10 Glasgow- Kings Cross parcels
47841 06.38 Derby-York
47818 17.25 York-Derby
101679 (51533/224) 20.27 Sheffield - Manchester-Piccadilly
47767 17.30 Lowfell - Bristol TM parcels
47758 14.44 Lowfell - Plymouth parcels
47828 17.25 York - Derby
101664(54061/1442) 20.27 Sheffield - Manchester-Piccadilly
47778 17.30 Lowfell - Bristol TM parcels
47849 15.50 Exeter - Sheffield
47850 14.20 York - Poole
90023 17.10 Kings Cross - Leeds
47849 21.20 York-Derby
The 15.40 Leeds - Kings Cross arrived at Doncaster some 70 minutes
late due to loco failure at Bentley. 90024 was on the front of the
train, 91015 was on the rear, both had failed. 47784 assisted to
Doncaster where the train was terminated.
47805 06.38 Derby - York
47849 17.25 York -Derby
47524 17.30 Lowfell - Bristol parcels
Noted at Immingham on May 13th were 08388/401/445/466/632/665,
Noted on March 2nd were 37414 on the 16.55 Holyhead - Birmingham
international and 37407 on a Crewe - Holyhead service. The following
day at Liverpool Lime Street were 31432/439/455, 47806/829, 86205,
47052/200/201/241/322 were at Saltley on March 12th whilst at
Stafford, the same evening, were 47398, 60006, 86102/103/247,
On the 15th, 37425 was in charge of the 05.25 Crewe - Birmingham
International, whilst the following day saw 47835 hauling 'The
Statesman' charter from Manchester to Cheltenham, for the race
meeting there. Also that day, at Liverpool Lime Street, were
31455/465, 47817/844, 86102/ 244, 87020/023, 90006/009/012.
The 06.43 Wolverhampton - Plymouth was hauled by 47812 on the 28th
of March; 47828 was in charge on the 29th. The 07.17 Manchester
Piccadilly to Brighton on the 31st was in the care of47844.
Into April now, and on the 8th 08697, 31149, 58044, 60071/075/083
were noted on the depot at Leicester. The 19th saw 37420 working the
03.16 Holyhead - Birmingham International and 31432 on the 09.32
Crewe - Holyhead. At Liverpool Lime Street on the 20th were
31421/455/465, 86208/226, 90011. Later that day, 31432 worked the
16.04 Preston - Liverpool and 31421 headed the 17.52 Liverpool -
Fun and games in North Wales on the 22nd of April, as 37422 which
had been hauling the 09.46 Birmingham International - Holyhead was
taken off and replaced by 37407'BIackpool Tower'. Also noted were
37420 on the 11.55 Holyhead - Crewe, 37425 on the 14,24 Crewe -
Holyhead and 37418 on the 13.30 Holyhead - Manchester Victoria.
By the time these notes are read, EMU 305403 should have been
withdrawn, so its appearance on the 17.35 Manchester Piccadilly -
Hazel Grove, amidst a procession of new class 323 units, was
A member who spent nearly six hours in the Stafford area on May 3rd
noted the following:
Passenger workings 37407, 47817/830/849/853,
Mail 47741 Tonbridge - Glasgow, Light Engine 47206+92009
going north, the 92 was due to go on display at the NRM at the end
Freight: 47114/147/291/295/3 05, 56019/029 60006 86610+86638,
86603+86622, 90142+147/135/142 Our correspondent missed several
movements by moving to different vantage points between Stafford
station and Norton Bridge junction, however his favourite spot was
the Stafford Arms public house, which overlooks the north end of the
station and where a good selection of real ales from Titanic Brewery
can be obtained at reasonable prices. (Editors note: some of the
sightings may be inaccurate as the writing appears to have gone
rather wobbly!! Only kidding, Ian!!)
Noted on Carlisle stabling point on May 6th were
In the North West on VE day (that's May 8th for those who may have
been on another planet recently!), and also incidentally the last
day of class 31 haulage, 31432 hauled the 09,45 Manchester
Piccadilly - Blackpool , 31421 was on the 12.16 Blackpool -
Liverpool and 31410/455 were stabled at Liverpool Lime Street. Your
membership secretary also reports a magnificent sight on Blackpool
Promenade, this being 'Balloon' double-deck tram 703, looking
resplendent in 1940's wartime green livery. And here was me thinking
he'd seen Uncle Whitlam in shorts!
Noted at Euston the same day were 86239/261/ 430,87020.
Noted at Clapham High Street on March 25th were73128+73132 on a
special working. Also that day, Stewarts Lane had 33020/033/103,
60043 73110 and Hither Green had 33023/202, 73106/133.
On 27th of March 73206/207/208/209/211/212/ 235 were noted at
Victoria operating Gatwick Expresses whilst noted at Waterloo on May
8th, were Eurostars 3209/12/18/20 and "Drain" stock 65506/07/09/10,
Noted at Exeter depot between March 27th and 29th were
08756, 37141/258, 47225/228/832/971/ 973. 37668+37671 were noted on
the 27th with an Exeter - Plymouth freight working, whilst 37407
operated the 08.40 Weymouth - Bristol.
Sightings at Newport on the 28th and 29th were, 09001/008,
37012/072/137/146/178/213/411/797/ 903, 47225/326/344, 56060,
On 31st of March, 37010/037/072/264/799 were seen at Didcot, 08460,
37012/046, 47217/218 were at Swindon, 47822 was noted at Reading
with the 09.20 Brighton - Glasgow and 37351 was noted hauling a rake
of LT stock. Eurostars noted at North Pole depot that day were
In the sidings at Westbury on April 14th were 09101, 37042, 59003,
60099, whilst at Didcot on May 6th, 47237/291 were working freights,
08904, 37010/042/114/174/798, 47146/283, 60086/088 were stabled.
On the 3rd of March 37251+37683 were noted on an overnight
Edinburgh - Inverness working, whilst 47532 was noted in charge of
an Edinburgh - Aberdeen train, replacing the booked 37s.
On the 13th of March, the overnight Edinburgh Inverness service was
worked by 37510+37685 and the overnight Edinburgh - Aberdeen was
worked by 37201+37294. 37714 was sighted at Dundee on a freight and
37099 at Larbert, also in charge of a freight train.
The 14th of March saw 37201/294/893 at Aberdeen, 37111+37250 on the
overnight Aberdeen - Edinburgh, which was taken forward to London by
87019, and 37409 on the overnight Fort William - Edinburgh.
More overnight workings were observed on the 17th of April, with3 73
5 1+3 7 5 10 on the Edinburgh - Aberdeen and 37240+37685 on the
Edinburgh Inverness. The following night saw the Aberdeen Inverness
train worked by 37240+37685 and the Inverness - Edinburgh worked by
3 7510+3 73 5 1.
Saturday 6th of May saw a group of Pennine punters become "Green
Party" followers for the day, as they put all their political
differences aside on the Kirklees Green Express' from Sheffield to
Glasgow Central, hauled by 47774. Then, by courtesy of a Strathclyde
Area Day Travelcard, the splendid station at Wemyss Bay was visited
on EMU 303028. A splendid thrash on a Clydeside 2000 Leyland Leopard
bus (VW893T - Beast!) took the party onto Gourock, where another
vintage beast, 303019, took the delirious punters back to Glasgow.
Whilst all this hysteria was going on, another member decided to
visit Motherwell depot, where the following were
In steam on the K&WVR on 25th of March was 75078, whilst on
April 1st, 1054, 45596, 48431, 75078, 78022 and DMU 50928/51565 were
noted, Whether the DMU was steaming is not recorded!
The GCR's Spring Diesel Gala on 31/3-2/4 had (Class 44) D4 'Great
Gable', (Class 20) D8098, (Class 25) D7659, (Class 55) D9019 'Royal
Highland Fusilier' and DMU 51622/59276/51616. (It also had Ian 'MFI
Jones fast asleep behind the Deltic, but that's another story!)
The SVR's Spring Steam Gala on 9th April had the following 'kettles'
in operation:-GWR 5700-class 5764/7714, LMS-5MT 2968, LMS-317 47383,
BR 4MT 60079. Other locos viewed, but not in operation were: Diesels
50044, D5410, 50031, D821, D3022, D2957: Steam WD 2-10-0 600
'Gordon': DMU 52064/59250/51941/51935.
Noted operating on the Bo'ness and Kinneil Railway on the 17th of
April were NCB No. 19 and 673 'Maude'
The WSR's Enthusiast's Weekend, 8th of May, had the following in
action: DMU 51852/59678/51887 51485/56121, D7017, D1035, GWR 'Manor'
7828, GWR 5101-class 4160, GWR 4500-class, 4561, S13JR 83
The editor would like to thank Andy Barclay, Tony
Caddick, John Dewing, Ken King, Steve Payne, Ian Shenton, Paul
Slater and Chris Tyas for their comprehensive contributions to
The next edition of Trans Pennine is due out in September. Please
have all contributions to the editor by August 26th please.
Dates for your diary
July 1-2: Worth Valley Diesel Weekend
July 21-23: Midland Railway Centre Diesel Weekend
August 6: North Staffordshire Diesel Day August 7/8/10/11:
Gloucestershire & Warwickshire Diesel Week
August 12: Worth Valley Shunter Evening August 27-28: Crewe Railfair
September 2-1 National Railway Museum Diesel Day
September 23-24: Bodmin & Wenford Diesel Weekend
September 23-24: Bo'ness & Kinneil Diesel Weekend
September 29-October 1: West Somerset Railway October 1: Northampton
& Lamport Railway Diesel Gala
October 7-8: Peak Rail Diesel Weekend
October 7-8: Great Central Heavy Freight Weekend
October 14-15: Midland Railway Centre Diesel Spectacular
October 21-22: Llangollen Railway
October 28: Shackerstone Railway Diesel Day
November 11 - 12: Gloucestershire& Warwickshire Railway Gala
The Gloucestershire & Warwickshire Railway and the Bodmin & Wenford
Railway have stated they will be operating diesels on most Saturdays
during the summer.
NOTE: The information above is provided in
good faith to members. The Pennine Railway Society cannot be held
responsible should any of the events be cancelled. Members are
advised to check with the railway concerned before setting out on a
Sandtoft 'Gathering' has a new venue, with a rail
The gathering this year is to be split between two
sites, the Museum itself and the "Seven Lakes" Leisure Park at
Ealand, adjacent to Crowle railway station, on the Cleethorpes to
Doncaster and Sheffield line. The two sites will be linked by a
fast, frequent and free bus service - a circular tour out of
Sandtoft via Belton village, returning from Ealand via Dirtness. The
free bus service from Doncaster will still operate regularly from
10am and the availability of Crowle railway station will allow
visitors to vary their choice of where to start the day.
The following trains will call at Crowle on Sunday
09.00 Sheffield (09.39 Doncaster) to Cleethorpes calls at Crowle
12.14 Sheffield (12.53 Doncaster ) to Cleethorpes calls at Crowle at
16.18 Manchester Airport (18.03 Sheffield, 18.34 Doncaster) calls at
Crowle 18.52 - giving a return service to Scunthorpe,
Barnetby, Habrough, Grimsby and Cleethorpes.
09.36 Cleethorpes (09.43 Grimsby, 10.16 Scunthorpe) to Sheffield
calls at Crowle at 10.26
12.40 Cleethorpes (12.47 Grimsby, 13.20 Scunthorpe) calls at Crowle
17.57 Cleethorpes (18.04 Grimsby, 18.39 Scunthorpe) calls at Crowle
at 18.47, giving a return service to Doncaster and Sheffield.
(Extracted from Sandtoft Transport Centre press
release - Again, please confirm nearer the time!
SOCIAL EVENINGS - JUNE TO OCTOBER
Our social Programme at the Corporation Brewery Taps, Doncaster
continues apace. We meet on the first and third WEDNESDAY of every
month. Everyone is welcome, members and non-members.
Meetings start at 20.00hrs.
WEDNESDAYS AT EIGHT - DON'T BE LATE
BE THERE - DON'T BE SQUARE
Our Summer fayre is shown below.
Wednesday 21 June - Members slides
Wednesday 5 July - Slide show (guest to be announced)
Wednesday 19 July - Andy Dalby - slide show
Wednesday 2 August - Slide show (guest to be announced)
Wednesday 16 August - Slide show (guest to be announced)
September - John Thompson - slide show
Wednesday 20 September - Steve Gay (of Dore Loco Group fame) slide
Wednesday-4 October - Pennine Slide Competition. Bring along
of your best slides which you have not
entered in a Pennine competition previously. To be judged by a
Trophies and cash prizes to winners. Free entry.
If anyone wishes to present a show, or knows someone who would like
to, please get in touch with me.
There might be a pint In it.
Thanks - Robin Skinner.