THE MAGAZINE OF THE PENNINE RAILWAY
The Committee of the PENNINE RAILWAY SOCIETY join together to wish
all our members and their families a very happy Christmas and a
Prosperous New Year, and we thank you all for your support and
friendship in "1995.
With this magazine you will find a renewal of membership form.
Unfortunately, we too have been hit by increased costs and it is
withreluctance that vie have had to increase membership fees for
There is always a time when we can no longer absorb increased costs.
This is one such occasion. This increase will, however, ensure the
stability of the Society. It may interest members that our annual
fee in 1985 was £2.50. We will strive to continue to give members
value for money we remain a non-profit making society and all monies
received are used for the benefit of members in one form or another.
Once again, all members in rejoining the Society will receive a FREE
1996 Pennine Railway Society pocket diary.
The Committee would like to thank you all for your support in 1995,
and sincerely hope you will rejoin with us in 1996,
The Society's AGM will be held on Sunday 14 January
in the Corporation Brewery Taps, Doncaster. The AGM will
start at 12 noon. This is the opportunity for you, the members, to
have a say In the running of the Society.
"We will be "all ears".
In our FREE
Pennine Railway Society diary there is a most unfortunate
The name of our Magazine Editor is shown as David BLADES. This was
not deliberate (honestly).
We do apologise with lumbering David with the nickname of the
appalling bottom of the table fifth-rate (generous) "football" team,
will soon pass, David, which is more than their
No More Leaves on The Line
In the south, leaves on the line are a thing of the past. However
passengers on BR South Eastern now endure "adhesion _problems"
whilst on South Central there is "wheel slippagec".
BR Axes Summer
In another cost-cutting trick, BR is slashing its
summer timetable to
weeks and 100's of services used by day trippers and
holiday makers will be chopped.
BR has cut
weeks off the summer timetable. In
summer will be 2 June to 21 September.
No More Late Trains?
BR is increasing recovery time in timetables to avoid paying
compensation for late trains. A London-Penzance train has an
minutes between St Erth, the penultimate stop, and
Railtrack say recovery times are built in because it's thought
sensible. It could save us some money.
GWR Has Secret Fares Increase
Great Western Railways put up fares by
on 24 September
without any public announcement as a result of
"commercial judgement", and "not connected with the imminent
privatisation of the line".
GWR's PR Manager, Knowles Mitchell (nice Tory name) said "';We have
fulfilled our statutory duty by telling the local rail users'
committee. But we are a commercial company, and we have no
obligation to tell anyone else. The supermarkets don't shout from
the rooftops when they put up the price of Coca Cola".
Where do they find these people. Where have all the experienced
railwaymen gone - all those with a true love for railways?
The Early Years
Youngsters discussing the merits of forming a
railway society. Here at Heaton Norris Jcn. Stockport we see our now
Treasurer, John, (4th from the right) thumbing through his wallet,
out of sight of the camera; the bum on the right is our now
Chairman, Robin; we see a fully folicled Tony Caddick next to the
far end on the fence (as usual). Geoff Bambrough is out of shot
having a quick drag.
A "Black 5" steams serenely past almost unnoticed. Then our
Treasurer shouts "Let's buy it".
Alterations to The Globe
After a very welcome stay of execution, The Globe Inn, Howard
Street, Sheffield, is to temporarily close for what brewery magnates
call *major renovation". The Globe closes on 10 December and will
reopen probably in March
For many years The Globe has been a popular meeting place
for rail enthusiasts, and the destruction of a fine inn will mark.
the end of a long era. The Pub's small cosy rooms will be knocked
out and blandness will replace it.
The customers to a one opposed such wilful damage. However
these days it is the brewery which is always right. Farewell The
Rail Sell-Off in Chaos
Rail privatisation plans are in chaos after the "Save Our Railways"
Group won permission to seek a Judicial review after arguing that
would Illegally cut services. They claimed that proposed new
timetables drawn up by the franchising director cut some train
services - by
half, breaking Government promises to Parliament that service levels
in the commercially run system would be based on existing
Catering Arm Sold
BR's catering arm, "On Board Services" has been cold for £11.5m. to
its, management. The buyout is backed 60-40 by Candover, a venture
capital company, and the Bank. of Scotland, with the seven-member
management team putting up an undisclosed amount to fund expansion
and improvement to service.
UK train catering operations will be beefed Up with an airline style
service, there will be growth in the opening of retail outlets in
the 33 railway stations where It has currently food preparation
areas, and will bid for business on Europe's high-speed trains.
The sale puts to rest fears among traditionalists that the company
would be sold to rival bidder Rail Gourmet which was rumoured to
believe scrapping English breakfasts would be a sound cost-cutting
Losses Won't Sink Chunnel
The debt-ridden Channel Tunnel is losing £2.5m per day but there are
no fears for Its future. Eurotunnel owes its banks £8bn and lost
£464.5m in the first 6 months of the year.
Interest payments alone were £2m per day until banks agreed to
suspend these payments. The Anglo-French consortium's co-chairman,
Sir Alastair Morton said "There is not a person alive who
suggests that the tunnel will close. We have a concession to run the
tunnel for another 57 years".
Boxing Day Present,
LTS Rail which serves London and Essex has announced "an extensive"
Boxing Day service. Services will also be provided by Gatwick
Express, Thameslink, and in Strathclyde. The Underground and
Docklands Railway will also operate.
New Commuter Service in Far North
ScotRail has announced that a new morning service from Tain to
Inverness will commence during 1996.
ScotRail also maintain that the rerouting of Thurso trains via Wick
adding 30 minutes to the journey from Inverness is necessary because
there is not enough passengers to justify the two separate trains
which previously ran over the last few miles from Georgemas
New Airport Service
From June 1996 Regional Railways North West will run a
Crewe-Manchester service calling at Manchester Airport. Formed of
Class 323 units and calling at Wilmslow, Manchester Airport and then
all stations to Manchester Piccadilly it will use the newly
completed spur which allows trains to reach the airport from
Paving the Way
Demolition gangs have swung into action for the start of work on a
1l00m Channel Tunnel rail link scheme. Brondesbury, Brondesbury
Park, Kensal Rise and Finchley Road and Frognal are having their
platforms lowered so Eurostar trains can run through.
Work on installing new overhead power lines and signalling has also
started. When it is completed next year, passengers for the north of
England and Scotland will be able to travel direct to the Continent
via the Channel Tunnel.
NOTES FROM THE COMMITTEE
Welcome to the Winter edition of Trans Pennine!
Those of you who are wise in the ways of the world will know that there are two
laws we live by. The first of these laws is Murphy's, which states that if
anything can go wrong, it will, and the second is Sod's, which states that when
something does go wrong, it will happen to you. These laws were spectacularly
proven last month when no sooner had the last magazine been printed, than the
dates of the Pennine Shield changed! This was beyond anybody's control - the
Dore Loco Group had to find a new venue at very short notice when the Bridge
Hotel in Rotherham closed. At least we haven't got Railtrack sorting the
fixtures list! (On a personal note, I shall be very sorry to see the Bridge go
as it was one of the finest boozers in the town). Apart from that, not much from
me this time - I can hear the hoorays already! I would like to thank everyone
who has contributed to the magazine this year - it has certainly made my job
much easier - and as usual, make a plea for continuing contributions. It just
remains for me to wish you and your families a very happy festive season.
The Pennine Railway Society's AGM will be held at the Corporation Brewery Taps
on Sunday 14th January, commencing at 12.00. The meeting gives you, the members,
an opportunity to have your say on how the society is run and we would ask you
to come along if you can. The present committee members are all willing to
continue, however, we would like to remind you that any member can stand for any
committee position. It is also felt that we need an extra person to act as a
'meetings member'. This is because there have been a couple of occasions this
year when none of the regular committee have been able to be at the start of a
meeting, in order to set up the equipment. Understandably, this has caused some
concern to the guests! We are therefore seeking someone who is regularly able to
be at the start of meetings, and who is willing to set up the projector and
screen. If you can help, please contact any committee member and if you have any
topics for the AGM agenda, please contact Robin Skinner before January 12.
It is the time of year when we invite all members to renew their membership and
you will find a renewal form at the back of the magazine. The subscription for
1996 is £4 - rising costs have forced us to increase last year's level by 50p>
however, we would like to remind members that this is the first increase for
three years and that all money is ploughed back into the society e.g. Trans
Pennine, diaries and quiz prizes. If you do wish to renew, please send your form
and money to Tony Caddick.
Finally, the committee would like to thank Nfike Preston at the
'Taps' for making the concert room available to us, and all members
for their continued support. Have a Happy Christmas and a prosperous
THE PENNINE SLIDE CONTEST 1995.
Prior to the start of this years slide contest, Paul Slater was told that as the
judge, he would make three people happy and upset everyone else! As things
turned out, (Murphy again!) Paul made two people very happy - Tony Smith scooped
the first prize with a shot of 'Britannia' 70000 at Chesterfield, Chris
Nicholson got second and third prizes with shots of a Pacer near Scarborough and
a 60 at Elsham, and everyone else, for once, seemed happy with the choices!
Congratulations to the winners and thanks to Paul for judging.
The Great Central Railway in Wales today.
a journey from Bidston to Wrexham Central.
by Stephen Gay
7he following article has been compiled to commemorate 100 years of the
railway between Bidston and Wrexham Central, the final section opening between
Bidston and Hawarden Bridge on 16th March 1896. The story is about a journey 100
years on, and historical facts and figures, together with an illustrated
slide-show, will be presented to the Sheffield branch of the GCRS on Thursday
141h March 1996. Hopefully, presenting the article and show in this
way will make both a little more interesting, about a line that doesn't receive
much coverage and is a forgotten backwater of the GCR system
Tucked away in the middle of the current Great Britain passenger timetable, we
find Table 101, the Bidston - Wrexham line, with a diagram that provides
fourteen services each way Monday to Saturday, and the all too common
skeleton/bus replacement arrangement for Sunday.
We start our journey at the windswept island platform affair of
Bidston station, a place located in the middle of nowhere,
surrounded by marshland, with the constant drone of the nearby
Departing from Bidston (one of only three stations staffed
part-time, the others being Shotton and Wrexham General) we branch
left at Dee Junction, leaving the West Kirby branch. Apart from the
above mentioned stations, tickets must be purchased on the train
from the guard, who makes his first appearance. Chester crews
operate all the services on a two-shift system and, at the time of
writing, Newton Heath-based single-car class 153s and two-car class
142s are diagrammed to work all services, Occasionally the three-car
class 101 green liveried 'heritage' unit puts in a rare appearance
on days, I must add, when I'm not out photographing!
Our journey is 27.1/2miles long and double-track throughout to
Wrexham General North Junction. We are travelling on the up-line,
passing the proposed site of Beechwood station and running alongside
the busy M53 motorway, before our first station stop at Upton. After
picking up a handful of Shotton shoppers, we are on our way again,
passing the site of another proposed station, Woodchurch, which
would be developed as a major park-and-ride and bus/rail interchange
location, adjacent to junction 3 of the M53. Merseyrail PTE is
currently examining options for electrification to Woodchurch and,
in the long term, to Shotton.
Speeding along, looking out for the closed Storeton Station, we
pass under the Bebington to Barnston road bridge, but no trace of
the old station survives - definitely closer investigation required
at a later date.
6.1/4 miles from Bidston, we arrive at Heswall station, which is
located high-up. Access to the all-wood platforms is by ramps and
just two bus shelter type waiting-rooms protect against the
elements.. Leaving Heswall, we make the short 2.1/2 mile sprint to
the next station, Neston, my favourite of the whole line. The
station is situated only a stone throw from the town centre and,
like Heswall, is located high-up on wooden platforms. It has the
added attraction, from an enthusiast's point of view, of retaining
all its station buildings, plus the bonus of a subway. Underneath
the up platform buildings, fenced-off and full of dust and cobwebs,
stands the old booking-hall which still retains a few small
window-hatches and which reminds me of the days when you had to bend
down to ask for your ticket, at the same time, having a
nosy-round and your eye catching the warm glow from the Romesse
stove - happy days! A delightful station, and let's hope that the
"For Sale" sign, with planning consent for restaurant use, helps
preserve these superb historical buildings.
Shortly after leaving Neston, we pass over the old GWR/LNWR Joint
Hooton to West Kirby trackbed, which is now used as the 'Wirral Way'
long-distance footpath. In sight of the misty Dee estuary we speed
along, then through a deep cutting passing the closed Burton
station, with its platforms still visible and up station buildings
surviving as part of a garden centre. Bursting out of the cutting,
the line is now surrounded by marshland and is full of bird life. I
can recommend a pleasant walk around, but take care near the MoD
With the Shotton steelworks in our sight, we pass the Shotton Paper
Mill branch, where access is gained by the Shotwick ground frame.
The single line branch still has traffic, but this is timetabled to
work at night. Then shortly after, on the left, we pass the now
closed Deeside titanium sidings and, looking right again, Birkenhead
sidings followed shortly by the busy Dee Marsh sidings, full of
empty bolster-wagons, a couple of 08 shunters, and Portacabins full
of BR staff playing 'Three Card Brag'- well it is 12.50,
Onwards past Dee Marsh signal-box, which is of Great Central
Railway origin, then our train takes a tight curve to the right,
past reception sidings for the BSC Coating and Finishing Mill.
Looking left we see the rusting, weed riddled, overgrown but still
intact line towards Mickle Trafford Junction.
Approaching Hawarden Bridge station, the driver slows down to pass
through the deserted-looking halt. Only seven trains a day now call
here, at peak times Monday to Saturday, due to work force cutbacks
at Shotton Steelworks. And so over the River Dee on the Hawarden
Bridge, clattering our way across and disturbing the nesting
pigeons. We are well and truly in Wales now!
Across on the right, the old GCR trackbed curves away down to the
Connah's Quay, then over the North Wales main line, looking down to
Shotton Low Level with a few passengers waiting for trains to
Chester, Rhyl and beyond.
Our service now arrives at Shotton High Level, high above the town
and the bustling weekday crowds. A brick-built open waiting-room
with a couple of forms are the facilities on the up platform and, on
the down side, a modern, lesser spotted booking office which is
staffed by one person from 0700 - 1500, six days a week. Both the
platforms are concrete-slab affairs.
Leaving Shotton, the next part of the journey is a steep curving
climb of 1 in 53 to Hawarden station, reminding me of a journey over
the South Devon banks of Dainton and Rattery. Looking back, the
climb offers superb views of the Deeside area; at the same time I'm
looking for trackbed remains of the long-gone 'Aston Hall Tramway'.
The permanent way levels out at Hawarden and, as we arrive, a class
56 loaded with steel from South Wales cuts off for its descent to
Deeside. The station still retains its footbridge but all the
station buildings have been demolished, apart from a small cabin on
the up-platform - presumably a permanent way store. Retired-persons'
homes overlook the station and our unit starts a further climb on
its way to Buckley.
Passing Hawarden golf course, the driver warns a group of
platelayers of our approach, just as a golfer prepares to tee off.
The driver receives a * * * * * signal back, the golfer thinking the
signal the gesture was made to him! After seeing the funny side of
that incident, we then curve left and arrive at Buckley and see that
the downside station buildings are still standing, now used by the
'Timber Products Co. Ltd.', with the hole that was once was filled
by a clock, still visible. Both platforms have been shortened and
the up-platform buildings demolished, a sign of the times!
Departing from Buckley, a short climb to Buckley Junction where
the line levels out, then on the right a clump of trees shows the
course of the former 'Buckley Railway' down to Connah's Quay.
Descending, our train picks up speed again, passing the rail-severed
Penyfford Castle cement works on the right, and onward down through
the closed Hope station, with both platforms intact but no trace of
Hope Low Level station (LNWR) due to landfill of the site.
We then arrive at a desperate looking Penyfford station, just a
shadow of its former self, even the signal box is modem, but the
short spur at the North end off the down line, gives the place a
sense of importance, if only for the stabling of engineers' trains.
Leaving Penyfford, the train still descending and travelling
through open countryside, with fine views of Hope Mountain to the
right, we shortly arrive at Hope station. The name says it all, for
what facilities are here for the public! A station with a very long
approach and also new houses being built in the once active little
With a short half mile sprint, we're at our next station CaergwrIe
and, to my amazement, located on the up-platform is the original
brick waiting shelter in fine condition. The station was originally
called CaergwrIe Castle, after the castle built by Edward 1 on top
of the wooded hill directly to the west of the station. The castle
is now ruined but is still worth a visit.
Departing from the former spa village, the train proceeds to the
third of three closely-spaced stations, Cefn-y-bedd (Welsh for
"beyond the grave") and the downside station buildings survive for
the use of a printing firm and, like at Buckley, the station clock
is missing. Will it ever turn up at the railway auctions in
Sheffield? One never knows.
Leaving Cefn-y-bedd station, we cross a fine stone viaduct high
above the River Cegidog and the line, now climbing, runs along a
hillside with fine views eastward towards the Cheshire Plain.
Onwards, speeding past the former Ffrwd Junction and the old branch
to various colliery sites, then with the brakes applied our train
slows and we arrive at Gwersyllt station. Apart from brick shelters
full of graffiti, not much to see here, the station buildings long
Shortly after leaving Gwersyllt the line makes a short dip, which
was to pass under the former GWR lime from Wheatsheaf Junction, but
all that is left today is the bridge abutments. Then onwards past
the triangular junction of Brymbo, with each spur still visible,
past the site of Rhosddu Halt and eventually to Wrexham General
North Junction. We join the now single-line from Saltney Junction,
Chester, then take the crossover on to the single line to Wrexham
Exchange and arrive at the former GCR station. These days, this one
platform affair is part of the former GWR Wrexham General station,
and numbered Platform Four.
The final part of the journey requires the driver or guard to
contact the signalman at Croes Newydd North Fork signal-box, for
permission to proceed to Wrexham Central station. After the 'Right
Away' we depart, screeching round the tight curves passing under the
main line to Shrewsbury, past the Wrexham lager brewery and into the
single-platform bus-shelter affair they today call Wrexham Central!
So finishes our journey of 27.1/2miles and, like so many branch
lines today, Table 101 has seen better days. We have travelled
through two countries and three counties, with so much of interest
in such a short distance. As I stand on the deserted Wrexham Central
platform listening to two motorists arguing over a car parking space
which was, like so many places, part of the station at one time, I
look down the old Cambrian Railway trackbed and wonder whether GC
engines ever reached Welshpool, Machynlleth or even Aberystwyth. Did
Finally, I'm grateful to Denise Herring, my much travelled,
treasured companion, proof-reader and chief critic, and my good
friend, GCRS member Ken Grainger, for transforming my notes into a
super manuscript. To you both, thanks very much.
The Pennine Quiz
by John Dewing
It's Christmas Day afternoon, you've eaten too much, the Queen's speech was
its usual anodyne self, the 21st repeat of a James Bond film is on
the telly, and the pubs are shut - what are you going to do? Might I
suggest the Pennine Christmas Quiz? Forty questions to exercise mind
and also body as you rush upstairs for the reference books. What's
that? Oh, you've just remembered you haven't seen the James Bond
film before. Well, never mind, the closing date is February 21st.
1) Who designed London St Pancras station roof?
2) Where were the first escalators introduced on the
3) When was the Tay Bridge disaster?
4) Which TV personality re-opened the London Transport
5) Name 47567
6) When did Barnby Dun station close?
7) How long is the preserved Severn Valley Railway?
8) How long is Morley Tunnel?
9) On which branch-line would you find Swale station?
10) What name was originally allocated to 'Patriot' 45509, but
11) Between which two stations did the 'Highwayman` run?
12) When was the 24-hour clock introduced by all regions for
the public timetable?
13) On which route was the GWR's first diesel railcar
14) Give the original number of the class 83 locomotive bought
by Pete Waterman
15) Which preserved railway station featured in 'The Life and
Times of Henry Pratt?
16) In which year was 10800 brought into service?
17) Name LMS locomotive 46108
18) Give the date of the last diesel-hauled run of the 'Hull
19) Give the water capacity of the tender of steam locomotive
20) Give the name of steam locomotive 62420
21) What was the previous name of the 'Waverley Express'?
22) Give the date of the opening of the Dingwall to
Stromeferry section of the Kyle line
23) Who named 37418?
24) Give the number of the 'Sprinter? unit involved in the
collision with a HST at Newton Abbot station
25) Where was 90003 named?
26) What was the original name of Botanic Gardens station?
27) Which electric locomotive set a new record for travel
between Manchester Piccadilly and London Euston?
28) Name AI 60144
29) Which were the first and last steam locomotives to be cut
up by Albert Draper and Sons, Hull?
30) Give the date of the Lewisham rail disaster
31) Give the length of Springs Tunnel
32) Near which station would you find Dr Day's Junction?
33) On which date did the line to Butlins Holiday Camp
at Filey open?
34) Name the new station opened recently between Derby
35) Who named DW 150257?
36) Give the closure date of the Melton Constable to
Sheringham line to goods services
37) What was the date of the start of sleeper services between
London Kings Cross and Perth?
38) Which was the first locomotive to be tested on the Rugby
39) When did the Swansea and Mumbles Tramway close?
40) How many arches does Harringworth Viaduct have?
Pennine Quiz No 83
I tried to buy my ticket at Clapham Junction, my nearest station,
and again found myself going through the "are you sure there isn't a
train from Waterloo" routine. "Look love," said the ticket clerk
wearily, "there is a train at 10.45 but train is more expensive than
the one from Paddington, and there's only one, so what happens if
you miss it? You go to Paddington, right? All in all it's better to
go to Paddington in the first place." Well, yes, it is if you live
in West London, but not when you are one stop away from Waterloo.
And it is the Waterloo train that is cheaper.
1) Jimmy Savile
2) Thora Hird
3) Robbie Coltrane
4) Brian Blessed
5) Simon Rattle
6) Brian Johnstone
7) Tom Watt
8) Andrew Lloyd Webber
9) Bob Champion
10) Ken Dodd
11) Stuart Hall
12) Catherine Zeta Jones
13) Paul Nicholas
14) lan Carmichael
15) Mike Harding
16) Miles Kington
17) Ludovic Kennedy
18) Clement Freud
19) Sophie Lawrence
20) Johnny Morris
21) Huw Wheldon
22) Phil Redmond
23) Ted Dexter
24) Kathy Rochford
Joint winners were lan Shenton and M Bell, with John Dewing taking
runner's-up prize. Well done gentlemen! Thanks again to Ken King for
setting the quiz.
What the Papers say!
Christmas is a traditional time for ghost stories. The following
article, taken from the 'Independent' is about that well-known
spooky phenomena on BR, namely ghost trains.
WHERE IS EVERYBODY?
The 10. 45 from Waterloo can carry 700 passengers. Most days it
takes around four. Charlotte Packer boards the ghost train to
Platform 19 at Waterloo station was silent. Although the train for
Cardiff, via Bath and Bristol, would leave in 15 minutes, it was
completely deserted. We walked its length, peering into empty
carriage after empty carriage, looking for signs of life - or simply
a sign that it was the right train. Near the front we spotted three
figures in a smoking car. Fellow passengers? No, they were the
driver, senior-conductor and steward having a quick fag-break.
A few minutes later there was a flurry of activity: five passengers
appeared. They each took a carriage. This was travelling in style.
Why bother with first class when you can have an entire standard
class coach to yourself? Although it could carry around 700 people,
the 10.45 pulled out of Waterloo with seven passengers.
In fact this is what the 10.45 has done daily since the service
started just over a year ago. The train is primarily a link to the
West Country and Wales for Eurostar passengers, but for south
Londoners it is a convenient alternative to Paddington. Or at least
it would be if people knew about it: British Rail chooses to keep
this service under its hat. Consequently the 10.45 has become a
"ghost train": empty carriages rattle non-stop to Bath, where a few
local people get on for the short hop to Bristol.
I discovered the service earlier in the year when a friend told me
about her bizarre encounter with a British Rail official who let
slip that the service existed and then back-tracked, insisting he'd
made a mistake. My own enquiries prompted similar responses.
Recorded timetables and all information for Bristol trains relate to
Paddington. Call Waterloo itself
and the chances are you will get more of the same. When I made
general enquiries about trains to Bristol I was always told to go to
Paddington. I tried a different tack and said I'd heard a rumour
about a 10.45 to Bristol. "That's a Cardiff train. Waterloo trains
don't go to Bristol." Three phone calls later, someone admitted that
the Cardiff train did indeed stop at Bristol.
Given the difficulties we experienced tracking down the service
and buying tickets, it was a wonder that there were any passengers
at all. "This is good," the driver said. "On an average day we take
about four people as far as Bath, sometimes we are completely
My companion and I made ourselves comfortable in coach B, while in
coach C Shirley Moorhouse and Tina Metcalfe, who had just switched
trains at Waterloo, were marvelling at the convenience and
strangeness of it. 'We have both come in from Kent and were dreading
the business of crossing London on the Underground. When I went to
my local station in Ashford they simply gave me a ticket and said I
could go from Waterloo, but the station at Sandling gave Shirley a
completely different ticket, although she asked for the same train.
Ita Gibbs had discovered the 10.45 by phoning customer services
to ask for the best way to get to Bristol from Wandsworth. She was
on yet another ticket. Customer services told me it would cost
£18.50 as a cheap day return, but at Wandsworth they were going to
refuse to sell me the ticket, saying it wasn't valid. However, I
insisted. I mean, if customer services gave me the information it
must be right."
In fact customer services were wrong, as were the ticket offices at
Waterloo and Sandling. It transpired that only two of the seven
passengers had been sold the correct tickets. The rest of us were
really meant to be on a Regional Railways service which takes
forever and goes via Salisbury and Warminster. Technically, our
train only had two passengers.
In the buffet car the steward admitted business was slack. "I'm
lucky if I make 10 cups of coffee in a day." Does he ever get bored
or lonely? "Oh, no. I find plenty to keep myself occupied," he said,
as he re-polished some glasses.
Further on in first class, Andrew Gallaway, a merchant banker, was
preparing for a meeting. 'My secretary booked the ticket and it was
by chance that the Waterloo train coincided with the time I wanted
to travel. As I work in the city it took only 10 minutes to get
here, whereas normally it's a real sweat to hack out to Paddington.
I'm surprised there aren't more people on the train."
Back in standard class, Anne Robinson said she was astonished to
see an InterCity waiting to take her to Bath. "I discovered the
Waterloo service by chance last time I went to Bath. I decided I'd
go from Waterloo as it's much more convenient for me."
It is not often that passengers eulogise about British Rail, but on
the Waterloo ghost train everyone thought the south London to
Cardiff run an excellent idea. The only complaints were reserved for
the lack of information about it and more than one passenger made
gloomy predictions about it probably being scrapped because of lack
of support. That seems unlikely. According to lan Body of the Great
Western Train Company. the service will remain. His main problem is
that he is able to provide only one train daily.
"We are traditionally a seller of trains to Paddington," he said,
"and when you offer just the one service it's difficult to convince
the market that you are serious. But the service is there because of
the Channel Tunnel, and we are committed to keeping it. It's clear
that as well as the Continental link there is a market in south
London that could be tapped."
The Tralee and Dingier Railway
(or, Number Five is alive!)
Like all other narrow-gauge lines in Ireland, the Tralee and Dingle
closed well before the days of railway preservation. The passenger
service and the regular goods service had been withdrawn between
Tralee and Dingle, and the branch to Castlegregory closed
completely, by the time L.T.C. Rolt described a journey over the
line in 195 I. He rode in the cab of one of the locomotives of a
double-headed cattle train. by this time, these trains, run in
connection with a monthly cattle fair at Dingle, were the line's
sole remaining traffic. It was a novel and exciting journey, even
hair-raising, and Rolfs description of the double-headed cattle
train negotiating the fearsome gradients, tight curves, crumbling
viaducts and frightening switchbacks of the 3-feet gauge line
through the mountains, makes fascinating reading.
by Paul Slater
The Tralee and Dingle was one of the most notable of the numerous narrow-gauge
lines that once operated in Ireland. It linked Tralee, the county town of Kerry,
with Dingle, known as the most westerly town in Europe, and situated near the
end of the Dingle peninsula, the most northerly and most mountainous of the long
fingers of land jutting out into the Atlantic in the far south-west of Ireland.
When Chris and I stayed for a few days in Tralee during our first
holiday together in Ireland, in 1991, we found that a short section
of the Tralee and Dingle was being rebuilt. Near the restored
windmill and visitor centre at Blennerville, by the seashore a few
miles to the west of Tralee, a length of track had been laid, old
coaches were awaiting repair, and I even found parts of a steam
locomotive outside a shed. We promised ourselves that we would
return in a few years, and see if the line had been re-opened by
then. On a drive to Dingle, we crossed the mountains on the main
road from Tralee, and high up at the summit of a pass we saw the
remains of a small railway bridge spanning a shallow cutting beside
the road. This looked like the course of the Tralee and Dingle
railway, but I could not believe that a steam train would have been
capable of climbing the pass up which I had just driven, the
gradient seemed too steep; however, on re-reading Rolt's account, I
learned that the line had indeed ascended the pass, on a four-mile
climb of between 1 in 25 and 1 in 30 that had made the two engines
of the cattle train, piled high with as much coal as they could
carry, labour at full power.
In 1994 we watched a television programme that described a rail
journey in Ireland from Derry to Kerry, featuring several steam
trains, and at the end of the film there was a brief sequence shot
on the Tralee and Dingle. A green tank engine was shown, hauling a
short passenger train, and we knew that the line had indeed
reopened. We agreed that we would try and get to see it next time we
were in Ireland.
Our next Irish holiday was in June 1995, and for
the middle part of it we stayed at Bantry in County Cork. The first
day excursion we made from Bantry was to Tralee to see the steam
train. It was a long drive, with a mountain pass to cross between
Kenmare and Killarney, but at last we were in Tralee. A signpost
with a picture of a steam locomotive directed us to a narrow-gauge
line, a level crossing, and a newly-built station adjacent to a
modem leisure centre. It was deserted, with no sign of life at all,
so we drove on to Blennerville, and as we approached the windmill we
saw first a cloud of steam and then the green locomotive shown in
the television programme. The Tralee and Dingle was restored and
running, and soon we were on the platform at Blennerville, ready to
ride on the next train to Tralee.
We got talking to the fireman, a former railwayman from Swindon now
living in Ireland and doing a paid job on the restored narrow-gauge
line. I recognised the distinctive shape of a Tralee and Dingle
2-6-2 from pictures I had seen of the original line, and the man
from Swindon confirmed that his charge, number five, was indeed
authentic, the only one of the line's engines to have survived.
Number five is alive," said Chris, repeating the catch-phrase from
the film 'Short Circuit'. Inside the carriages of the train,
photographs illustrated the engines of the Tralee and Dingle and
described how number five had gone to America to be preserved at the
big Steamtown Railway Museum in Vermont.
We rode on the train the short distance to Tralee along with a crowd of
schoolchildren. Number five ran round and coupled up ready for the return to
Blennerville; I took photographs, and admired the makers' plate on the engine,
which had been built by Hunslet of Leeds in 1892. The weather. which had been
fine when we left Bantry, was now deteriorating, with a chilly wind bringing in
rain from the west; the man from Swindon invited Chris and me on to the
footplate to share the warmth of the fire before departure, and we talked about
Ireland and what it was like to five there in retirement.
After the ride back to Blennerville, Chris went to the visitor
centre and patronised the gift shops while I took more photographs
of the train. A sign proclaimed that Blennerville was the most
westerly railway station in Europe, which, now that the remainder of
the line to Dingle has been closed, I imagine to be true. The line
between Tralee and Blennerville runs across flat, marshy ground,
which L.T.C. Rolt described as being an uninteresting first part of
a most unusual and exciting journey. As I took photographs in the
rain at Blennerville, I regretted the loss of the spectacular
railway which once ran over the mountains to Dingle. but I was glad
that number five was alive, and working once more on its home ground
after its stay on the other side of the Atlantic. Compared to many
British steam railways, the restored Tralee and Dingle is a small
afthir. but it was fascinating to me because of what it was and what
it represented. Others of the defunct narrow-gauge railways of
Ireland are being partially rebuilt - the County Donegal, the Cavan
and Leitrim, and possibly the West Clare - and I look forward to
seeing them one day.
As the rain began to beat down in earnest, we said goodbye to
number five and set off on our long, wet drive on the hilly road to
The Privatised Railway - an easy to enter competition!
by Chris Theaker
On 28th October 1995, Pathfinder Railtours ran an excellent railtour from York,
via Birmingham, to Shoeburyness. The attractions included rare track, a visit to
Shoeburyness M.o.D. railway, and RFD traction. All appeared as billed, and a
good day out was had by all, including a delegation of Pennine members. There
were, however, a few hiccups on the operating front. No prizes will be given to
anyone who can identify who on the new, privatised-railway should be held
responsible, but readers may Eke to spend Boxing Day working it out! The events
below are detailed as they happened .....
04.20 - Train leaves York. The departure time is one hour earlier than
advertised, due to someone's insistence that the train is timed for
75mph, despite being booked for 95mph engines.
06.20 - On arrival at Derby, the train is delayed for 30 minutes,
awaiting a driver who knows the route to Birmingham via Lichfield.
Allegedly due to a signal failure at Saltley, the train departs and
travels via - yes, you've guessed it - Saltley. Passengers pleased
as the delay provided an opportunity to purchase newspapers and
08.45 - The train leaves Rugby and heads mainline to London, instead
of via the advertised route through Northampton. Track-bashers
grumble with mild disappointment.
11.00 - Delayed at Barnes for nearly 40 minutes. No signalman in
Kew Box, rumoured to be as a result of the non-availability of
Railtrack bicycle to get the aforementioned gentleman to work.
12.00 - A further 15 minutes lost in a loop on the Midland
main-line, trying to cross onto the North London line. Splendid
views of class-319s passing.
14.05 - Arrival at Shoeburyness over one hour late. Passengers
advised that the train will now be retimed to run one hour late.
Does this give the term "Railtour Standard Time" new meaning?
15.10 - Now 70 minutes late, the train left en route to York, via
Thameshaven oil refinery. Organisers promise Railtrack are making
every effort to recover time. Pennine members start offering
exceptional odds on how much time can be recovered on the modern,
business led railway. (Modern Railways)
16.00 - Leigh-on-Sea. Ninety late, the train halts on the main-line for no
reason. Could it be to allow the train crew to point out the B+B used by Pauline
and Arthur Fowler for their holidays, in the hit TV soap Eastenders?
17.30 - Railtour visits Thameshaven branch in pitch darkness. Gricers consult
the Branch Line Society 'experts' on validity of gricing freight-lines when you
cannot see how near the buffer-stops you are!
18.30 - Back on the North London line. The train halts at a green
signal. Twenty minutes later, the Tannoy announces the driver and
guard are inspecting the train due to defective brakes.
Entertainment provided by local youths who amuse now-tiring
railtourers, by bombing the train with fireworks and missiles.
Sensible Pennine members suggest we close the train windows.
18.30 - Booked to set-down passengers at West Hampstead. The
train halts on the only line with no platform. Control consult with
the signalmen who seemed to think the train was a freight, and
advise that, "We always ignore the Special Trains Notice, anyway."
Passengers cheered by the first sighting of the day, of a
Routemaster bus. Pennine member remarks we may get home quicker on
the said omnibus.
19.10 - Special stop at Cricklewood to set-down London passengers
and collect a relief crew. Train leaves 95 late.
20.45 - After fine running on the Midland mainline, a further
twenty minutes is lost by following a DMU from Lickey to Birmingham.
Passengers now past caring.
23.30(ish) - Back at Sheffield only 105 minutes late. The booked
engine change takes place, with a RES 47 going on the train. Once
the loco is attached, the driver fails it due to alleged low power.
A further 40 minutes elapses whilst the engine which brought the
train from London, is recalled from Tinsley. Remaining passengers
are either asleep or crying with despair. It is rumoured that
certain West Yorkshire bashers contemplate relocating to Sheffield
in order to get home.
01.15 - Train stands outside Wakefield Westgate as the driver tries
to arrange for the train to be platformed. Afler waiting for ten
minutes, the train proceeds to Leeds via the through road.
Disappointed Wakefield passengers look forward to a lively end to
the day in the taxi-rank at Leeds City.
00.20 - Train leaves Sheffield with both engines working! Hooray!
Extra delay incurred as train is diverted to Doncaster, due to
main-line to Leeds having closed for engineering work.
02.00 - Tour returns to York, a mere 165 minutes late. Railtrack
customer action team not in evidence to help passengers with onward
connections. (Other minor difficulties included very little heat in
your correspondent's coach, for which we can probably blame Waterman
Thanks should go to the Pathfinder stewards for keeping customers
informed all day, and to RFD for supplying four magnificent engines
in the form of 47525, 47307, 47309 and the superbly rebuilt 47555.
The least said about the engine provided at Sheffield - 47712 - the
06.00 on Friday 21 December 1984. Time to clock-out after a
nine-hour night shift - at least it's the last one until the New
Year - then home for a good breakfast and a couple of hours in bed.
The alarm is set for noon so that I have plenty of time to pack a
bag ready for the weekend.
A Pre-Christmas Ramble
by Chris Tyas
I arrive at the station about 2 o'clock, ready for the 14.10
additional service to Kings Cross, which I think comes from Dundee.
Steve, a friend from work, is waiting in the buffet as 47195 arrives
on 1E95. We leave for London, catch the tube to Liverpool Street
then go straight to the Continental ticket office to buy weekend
Dutch railrovers. A couple of hours to wait for the 20.00 boat-train
to Harwich, 11726, which leaves 26 minutes late behind 47476.
On arrival at Harwich, we embark on the Dutch Sealink ferry,
'Princess Beatrix, find our seats then head straight to the bar.
Sadly, the bar closes at midnight so back to our seats for the
night. Steve can't sleep so he goes for a walk round the boat. After
about 30 minutes, he returns and tells me he has found a bar in
first class which is still open and the steward has agreed to us
having a couple more beers. This bar finally closes about 05.00, so
it's back to our seats for a bit of shuteye, We have just got
comfortable when Steve says "Do they have floodlight pylons in the
North Sea?", to which I reply, "Of course not, don't be daft." I
look out of the window to see the harbour at Hook of Holland - ah,
well, who needs sleep anyway? Not when you're hunting EM2s.
We disembark and wander along the platform to find 11 00-class
Bo-Bo, 1125, which takes us from Hook of Holland to Utrecht, then
1600-class B-13, 1658, takes us to Amsterdam. As we watch 1658
depart, Steve announces that he has lost his passport. I say, "Are
you sure it has not gone down the lining of your coat?", which
brings the response that it couldn't have as it is a new coat. We
find a lost-property office and manage to explain our predicament -
luckily, most people in Holland speak good English! The staff make
arrangements to search the train we have been on, then we go back to
the platform to double-check, in case Steve had dropped it when we
got off the train. I find it quite amusing to see Steve looking in a
fire-bucket, but by this time he must be getting worried. I don't
know why, but something tells me to check the lining of his coat,
new or not. I make a grab and start feeling (!) his coat - you've
guessed it - there it is, sat in the bottom of the lining. I wait on
the platform while Steve goes back to the lost-property office to
Our next port of call is to be Den Haag, as we have been told that
EM2s often work from there, and 1200-class Co-Co, 1202 'Baldwin', is
the motive power. At Den Haag H. S. we decide to have a drink and a
bite to eat as there are no signs of "Tommys" anywhere. 1600-class,
1643, takes us from Den Haag H. S. to Den Haag C. S. and on to
Dordrecht - 1636 then takes us from Dordrecht to Delft. By now, we
are getting a bit fed up at not seeing any EM2s, but have to
continue the search. We catch 1200-class 1206 to Helmond and as this
journey is over 10Okm, manage to catch up on some sleep. 1643 again,
from Helmond to Eindhoven -you can even get bowled out in
Holland - then back to Helmond with - bowled again - 163M From
Helmond, back to Eindhoven with 1207 - at least we haven't had that
one before! We then decide to head for the border town of Venlo, as
the EM2s quite often work the boat-train from there, and 1300-class
1305 takes us to Venlo. There are no signs of any EM2s so Steve asks
our driver if there are any about, but he says that there are no
"Tommys" here today. A beer and a meal in the station buffet before
catching the boat-train back to the Hook - 1305 bowled yet again!
The English vessel 'St Nicholas' is our transport back to
Harwich. The boat has just been commissioned and the facilities are
not yet up-to scratch i.e. no draught beer, only cans of Heineken.
Hmm, time for some sleep, I think!
Arrival back at Harwich is bright and early on Sunday morning. 47572
is waiting for us on IC09, the 07.40 Harwich - Liverpool Street,
then it's across to Waterloo for 1 V 11, the 11. 10 to Exeter St
Davids. 33118 takes us as far as Sherborne, then it's a few minutes
wait for 33048 on 1014, the 10.25 Exeter - Waterloo, back to
Salisbury. Next, to Bristol, with 33040 on 1V27, the 13.15
Portsmouth Harbour - Cardiff. At Bristol we have time for a bite to
eat at the taxi-drivers' cafe, before travelling to Birmingham
behind 50033 which is working IM36, the 11.55 Penzance Liverpool.
Then it's 47534 to Sheffield, on the 12.25 Penzance - Newcastle,
1E37, where Steve calls it a day.
I decide to stay out and travel on the 20.39 to Leeds, with
43092+43076. before returning south on 1V44, the 21.20 York -
Plymouth, behind 45118. I have a nice warm compartment to myself and
wake at Exeter to find that the 45 has been replaced by 47471 for
the trip over the "banks" to Plymouth. 43131+43178 are the motive
power for the 07.00 to Bristol and then it's 50021 to Swindon, at
the head of 1A32, the 09.10 Bristol Paddington. After a
twenty-minute wait, it's on to Reading behind 50040 on 1A34, the
09.10 Cardiff - Paddington. From Reading, it's homeward-bound on
1E63, the 09.40 Poole - Newcastle, with 50037 to Birmingham and
45136 to Sheffield, then a DMU to Doncaster. I'm certainly ready for
bed before Father Christmas comes that Christmas Eve!
CLASS 20 PASSENGER WORKINGS THROUGH DORE SINCE 1977.
by Peter Hall
Prior to 1977 Twenties had not been unknown on passenger workings
through Dore, however appearances had been few and far between. Not
unexpectedly, subsequent passenger workings through Dore have, in
the main, been on Skegness trains, the passenger workings with which
Twenties have been most associated. However workings of Twenties
through Dore have not been solely confined to Skegness trains, with
several particularly notable appearances being recorded on other
Before turning attention to 1977 and after, a brief look at early
years will no doubt be of interest to readers. Prior to 1977 it has
only been possible to trace four Class 20 passenger workings through
Dore although I would suspect there have been several others. The
first two of these both occurred on 1 Ith June 1961 when both D8062
and D8063 are recorded as having worked Sheffield-Edale and return
on 'Ramblers Excursions'. It is not however known whether Twenties
were used regularly on Hope Valley Ramblers Excursions at this time
or that this was an isolated occurrence. 23rd January 1963 saw D8024
piloting D61 through Dore at the head of the 08 15
Sheffield-Penzance. Although the Twenty is known to have been
removed at Derby it has not been established why such a combination
was used on this date. One possible reason suggested is that D8024
may have been snowplough fitted and that on this day a heavy fall of
snow had made it prudent for trains passing between Sheffield and
Derby to have the capability to clear the tracks in front of them.
Following these early recorded workings it is necessary to move
forward over ten years before I have any knowledge of a further
Class Twenty hauled passenger train passing through Dore. Over the
years Summer Saturday trains to the South Coast from Sheffield
routed via Nottingham have had a reputation for using notable motive
power between Sheffield and Nottingham. Thus it was that on 8th June
1974 the 0910 Sheffield-Poole left Sheffield with 20074+20144 at its
head. The locomotive(s) used on this duty would normally return from
Nottingham at the head of the 1050 Poole- Sheffield, however this
did not occur on this date and as both locomotives were allocated to
Toton TMD at this time it is assumed that their use was contrived in
order to get them home. It is quite possible that other Twenties had
worked through Dore during the Classes first twenty years and I
would obviously be very interested to hear of details of these
The first recorded appearances of Twenties on Skegness trains was in
1977, when suddenly the 0720 Sheffield- Skegness switched from being
a Tinsley based Class 37 to being a pair of Tinsley based Twenties
with effect from 9th July. The exact reason for this change is
unclear, at the time it was suggested that the change was due to
traction knowledge difficulties with Nottingham crews. What ever the
reason, the nine weeks of Twenties on the working were certainly
notable. Unfortunately the balancing working, 1105 ex Skegness, was
scheduled to terminate at Alfreton & Mansfield Parkway in 1977, thus
apart from one week when the train was extended to Sheffield, the
Twenties were not seen returning through Dore. It was however to be
another nine years before Twenties would be seen regularly on
Skegness trains through Dore again. A period during which Twenties
on passenger trains through Dore were few and far between.
The next couple of years saw a handful of Twenty passenger workings
through Dore, the first being on 18th May 1978 when 20087+20172
passed through at the head of the 0655 Gloucester-Leeds,
interestingly they had taken over from 44009 at Derby, giving way to
40142 at Sheffield! More notable however were the events of late
September 1978 which
surprisingly saw Twenties working between Nottingham and Leeds on
Nottingham-Carlisle/Glasgow trains, the only working I have recorded
is 20172+20192 on the 1610 Glasgow Central-Nottingham on 25th
September, this was not however believed to have been an isolated
incident at the time. Can any one add further details of these
workings? The following year saw but one Twenty passenger working
through Dore, when 20071+20159 appeared on the 1139 Skegness-
Sheffield on I st September, these had replaced 31203 on the outward
0747 Sheffield- Skegness at Nottingham and stuck with the diagram.
1980 will always be remembered for the two football specials run
between Sheffield and Nottingham and return on 23rd August utilising
20001+20010 and 20025+20046. These however were not the only
passenger workings through Dore in 1980 as the 0958 Weymouth-Leeds
was twice worked forward from Birmingham New Street by Twenties. On
26th July 20142+20188 worked as far as Leeds whilst on 1 st October
20093+202 10 reached Sheffield before being replaced.
1981 saw Twenties to the rescue with 20165+20174 assisting 45124
through Dore on 12th February at the head of the 0953 St.
Pancras-Sheffield, whilst on 15th May 20072+20134 assisted 47452 on
the 1031 Nottingham-Glasgow Central. Most remarkable however was the
use of Haymarket allocated 20203+20204 on the 113 5 Poole-Newcastle
on 3 rd August which they headed from Birmingham New Street to
Sheffield. At the time these two locomotives were temporarily on
loan to Tinsley TMD from Haymarket TMD as part of a program of
trials which required air-braked slow speed fitted locomotives. For
several days prior to 3rd August these trials had centred on Bescot
and as fate would have it their readiness to return to Tinsley
coincided with an obvious shortage of passenger locomotives in the
Birmingham area. This resulted in what was a truly remarkable
Skegness trains saw a couple of unplanned appearances by Twenties
during 1982 with 20170+20177 working through Dore on the 1100
Skegness- Sheffield on 3 1 st July, whilst on 1 lth September
20105+20106 surprisingly worked the 0732 Sheffield- Skegness and
return 1100 Skegness- Sheffield. The following Saturday saw
20166+20170 pushing the 0818 Manchester Piccadilly-Skegness through
Dore following the failure of 40080 in the Hope Valley, the ensemble
was replaced at Sheffield by 40077 which worked the train forward.
1983 saw only one passenger working through Dore when 20058+20210
headed a locomotive hauled substitute for the normally HST operated
1600 Sheffield- St. Pancras. However the following couple of years
proved to be the golden era for Twenties on nonSkegness passenger
workings through Dore. It kicked off with 20029+20107 pushing the
0720 Nottingham-Glasgow Central through Dore with failed 47451 at
its head on 22nd February 1984. 15th June saw 20030+20042 at the
head of the 1758 Nottingham-Sheffield formed of a dead DMU, a feat
that was repeated on 17th August by 20193+20216 and on 21st August
by 20047+20170. 10th August saw 20128+20144 heading the normally HST
operated 1335 Newcastle-Plymouth whilst 20029+20093 headed a
Sheffield-Wolverhampton and return football special on 25th August.
Skegness trains were not forgotten however, with 20029+20112 working
the 0710 Sheffield-Skegness and 1041 return on 7th July, an attempt
by 20057+20214 to repeat the feat the following week ended in
disaster with the return working limping back via the old road due
to the failure of 20214. This first appearance of 1985 occurred on
28th March when 20155+20153 assisting failed 45114 through Dore on
the 1355Cardiff-Hull/Leeds. 31st May however saw two separate
workings with 20133+20134
assisting 31444 at the head of the 1638 Manchester Piccadilly-York,
whilst an 1801 York-Birmingham New Street relief which started back
at Scarborough was headed by 20009+20167. 1 st July saw quite an
epic working when 20052+20146 took over the 1410 Cambridge-Blackpool
North at Avenue Sidings. Working this train which was routed via
Beighton to Sheffield forward via Dore to Manchester Victoria. They
then returned from Manchester Victoria on the 1510 Edinburgh/1515
Glasgow Central-Nottingham running round this train at Sheffield,
thus resulting in three appearances through Dore. More remarkable
however was the 1255 York-Cardiff relief on 27th August which was
headed by 20011 on its own, reputedly this was the only locomotive
left available at York! 20011 working on its own cab first as far as
Birmingham New Street before a combination of late running, lack of
train crew and no replacement locomotive resulted in the train being
1986 saw the semi-regular use of Twenties on the 0710
Sheffield-Skegness and 1043 return, it being so worked on six
occasions, on the last of which however 20065+20071 failed to
return. The only other working during this year occurred on 20th May
when 45150 heading the 1652 Birmingham New Street-Leeds failed at
Ambergate. 20097+20128 came to the rescue being noted passing
through Dore with failed Peak and train in tow.
1987 saw several notable Class 20 passenger workings through Dore.
The first occurred on the 7th May when the normally Class 45 hauled
2045 Leicester- Sheffield appeared behind 20051+20058, the pair
returning on the balancing 2355 Sheffield-St.Pancras which they
worked as far as Derby. Two days later 20001+20020 are reported to
have headed a 1730 Nottingham-Sheffield one way football special.
This train is however a bit of a mystery as the only football match
at Nottingham that day was between Nottingham Forest and Newcastle
United. It is thus presumed the football special ran in order to
move Newcastle fans to Sheffield so that they could connect into the
1420 Paignton-Newcastle HST. The 30th May saw a quite remarkable
working which was something of a fluke. On this date a 0933 Bristol
Temple Meads-York relief headed by 31284 had run. This was scheduled
to return as a 1415 YorkDerby empty stock, this empty stock was
however headed by 20019. Also on this date the 1148
Scarborough-Leicester was cancelled and thus in order to partly
compensate passengers waiting for this train, the ecs was run as a
passenger train. Thus for only the second time a Twenty worked
singularly through Dore on a passenger train. The final working
recorded in 1987 occurred on 11 th September when the 1544
Nottingham-Blackpool North was headed by 20131+20151 as far as
Sheffield. It will be recalled that this train was booked
for'Sprinter' operation but was invariably locomotive hauled.
1988 saw a bit of a revival in Twenty workings with the 10 15
Skegness- Sheffield being so worked on most weeks. In addition
several other workings also occurred. The first of these being on
8th February which saw 20135+20140 heading the 2210
Leicester-Sheffield which they had taken over in Toton Yard. 15th
March saw the third appearance by a single Twenty when 20182 headed
the 1547 Sheffield-Manchester Piccadilly formed of a dead DMU. A
week later on 25th March 20197+20139 assisted 31403 at the head of
the 0725 Nottingham-Leeds. 20182+20196 came to the rescue of the
0720 Harwich Parkeston Quay-Manchester Piccadilly at Alfreton &
Mansfield Parkway on 7th April, heading the train as far as
Sheffield. A further occurrence of DMU dragging occurred on 18th
August when 20081+20166 dragged the 1540 Nottingham-Barnsley as far
as Sheffield were the train terminated. Finally 20063+20032 headed a
locomotive hauled substitute for the normally HST operated 1623
Exeter Saint David's-Leeds on 20th September which they apparently
took over at Derby.
It appeared that after all the activity in 1988 Twenties on
passenger workings would become a thing of the past as their numbers
slowly reduced. 1989 however saw several most interesting passenger
workings through Dore. The first occurred on 19th June when the DMU
operated 1010 Nottingham-Leeds failed at Mansfield Junction and was
assisted forward to Sheffield were the train was terminated by
20114+20127. Most notable however was what is believed to be have
been the first and only occurrence of Twenties working a passenger
train via Dore Curve. Late in the evening of 20th July a derailment
at Harrow & Wealdstone resulted in an almost complete closure of the
West Coast Main Line at this point until late the following day.
Consequently a number of replacement trains ran from St.Pancras to
Manchester Piccadilly and vice versa on the 21st, although the
majority of these are believed to have been routed by way of
Nuneatori, several northbound trains are known to have run via Dore
Curve. One of these, the 1000 St.Pancras-Manchester Piccadilly being
headed throughout by 20108+20215! It was also reported that
20032+20063 worked the following 1100 St.Pancras-Manchester
Piccadilly on which they failed at Totley, however these were also
reported at Market Harborough working a southbound train later in
the afternoon. It is thus presumed that they either worked the 1100
ex St.Pancras to Nuneaton or possibly Toton from where they returned
on a Manchester Piccadilly- St. Pancras train. The above mentioned
1730 Nottingham- Sheffield one way football special ran again on 4th
November with 20188+20227 in charge, on this occasion a Nottingham
Forest versus Sheffield Wednesday fixture was the obvious reason for
it running. It is perhaps of note that when Twenties have worked
football specials for fixtures involving Sheffield teams it has
always been for Sheffield Wednesday, it must therefore be assumed
that Sheffield United are not English Electric fans! One final
working occurred in 1989 when on 18th December 1989 20095+20065
assisted 47456 through Dore on the 1918 York-Wolverhampton.
Surely as the 1990s dawned Class 20 passenger workings through Dore
were now over for good. One working did however occur during 1990
which has to be considered a bit of a fluke. Early August saw one of
the hottest spells ever recorded in middle England which resulted in
numerous problems for Regional Railways DMU fleet. The top n tail
exploits by Twenties on Derby-Matlock trains being a particular
feature of this period. A rather peculiar empty DMU working through
Dore occurred at this time with a set running empty from Nottingham
(depart 1403) to Newton Heath TMD via Sheffield. On 2nd August this
unit failed in the Erewash Valley from where it was recovered by
20210+20214. The Twenties dragged the unit as far as Chesterfield
were the ensemble was commandeered to work the 1715 Chesterfield-
Sheffield which would otherwise have been cancelled due to unit
shortage. This bizarre working thus was surely to be the finale. One
really big surprise however remained!
The really big surprise occurred during the early summer of 1991,
the summer in which the timetable changed in July. From 4th May to
6th July the 0630 Sheffield-Skegness and 1038 return were amazingly
rostered for Twenties and even more amazing was the fact that they
worked without exception on the turn. Later in the summer Twenties
continued to appear on Skegness trains although with less
regularity, the final appearance being on 17th August when
20072+20187 headed the 1038 Skegness-Sheffield. This though was the
definite finally of Class 20 passenger workings through Dore.
Interestingly this final summer saw more individual passenger trains
through Dore headed by Twenties than had ever occurred previously in
one year. Certainly a cracking finale.
One type of working not referred to above is the use of Twenties on
railtours. As these locomotives have always been popular on such
workings, it is not surprising that several such trains have passed
through Dore. The first recorded was on 17th June 1978 when
20013+20170 headed the return leg of a Sheffield-St.Pancras
railtour. The following year saw 20129+20210 heading the outward leg
of a Sheffield Division excursion to Loughborough and Peterborough
on 1 Oth June. This being one of a series of trains run at the time
featuring interesting motive power. Most notable however was the
infamous 'Three to the Sew Sheffield-Brighton and return railtour on
20th May 1987 triple headed by 20118+20030+20064. Since the last
Twenty working on a service train, a couple of pairs have headed
railtours. 28th June 1992 saw 20057+20154 on the 'Worksop Whistler'
High Marnham-Derby return railtour and 19th July 1992 saw
20121+20214 on the 'Two Roses Voyager' Scarborough- Swindon return
railtour which was routed via the Hope Valley.
Like with many railway records it is only after the event that I
have attempted to compile a full list of the Dore workings. I do
however believe I have 95+% of the workings since 1977 recorded and
I would therefore be very grateful for any corrections or additions
that can be made to the attached listing. In addition I would be
also very interested to receive details of any workings prior to
lists in the original issue of the magazine were found to be too
feint to scan - I will attempt ot contact Peter Hall with a view to
obtaining some better copies - Tony Booth)
47418 05.50 KX - Aberdeen
All Our Yesterdays 1
Some sightings from a 3-day trip to Scotland in 1986.
by Andy Barclay
Sunday 23 February, 1986
Stabled at Edinburgh: 08718/726, 4743 1/5 5 8/614/702/719
22.15 Edinburgh - Dunblane: Sc53 192+Sc59112+53 143
22.20 Edinburgh - Dundee: M53693+M59268+ M53742+ Sc51798
23.35 Edinburgh - Kings Cross, 'The Night Scotsman': 47476
22.00 Glasgow QS - Edinburgh: 47706
16.13 Bristol TM - Edinburgh: 47475
Edinburgh ECS workings: 27018, 47481
Monday 24 February, 1986
Inverness station pilot: 08717
05.02 Inverness - Aberdeen: 47003
05.55 Inverness - Aberdeen: 47490
06.35 Inverness - Wick/Thurso: 37414, 37419 at Georgemas Jcn
06.55 Inverness - Kyle of Lochalsh: 37417
18.05 Thurso - Inverness: 37414} Combined at 18.05 Wick - Inverness:
37415} Georgemas Jcn
23.30 Inverness - Glasgow/Edinburgh: 47544/Stirling - Edinburgh
Inverness ECS workings: 47213
Tuesday 25 February, 1986
47213 on ECS 27052 on northbound parcels, 27037, 47049 on
07.00 Edinburgh - Glasgow: 47702
07. 00 Edinburgh - Dunbar: 47715
06.20 Glasgow QS - Edinburgh: 37409
07.05 Edinburgh - Cowdenbeath: Cancelled, unit failure!
07.15 Edinburgh - Dundee: 47619
07.18 Edinburgh - North Berwick: M53742+ M59268+
07.30 Edinburgh - Glasgow QS: 43069+43095
07.45 Edinburgh - Birmingham: 47475
07.52 Edinburgh - West Calder: Sc53452+ Sc59782 +Sc52021
06.15 Dundee - Edinburgh: 47018
08.15 Edinburgh - Dundee: 47152
08.00 Edinburgh - Glasgow QS: 47713
23.3 5 Kings Cross - Edinburgh, 'The Night Scotsman': 47423
08.30 Edinburgh - Glasgow QS: 47705
06.00 Aberdeen - Kings Cross: 43072+43182
07. 10 Perth -Edinburgh: 47712
08.55 Edinburgh - Aberdeen: 47422
09.00 Edinburgh - Glasgow QS: 47703
07.20 Dundee - Edinburgh: 27017
09.15 Edinburgh - Dundee: 47053
08.30 Glasgow QS - Edinburgh: 43069+43095
09.23 Edinburgh - Inverness: 47633
07.45 Dundee - Poole: 47593
09.35 Edinburgh - Kircaldy: 27017
16.00 Aberdeen - Kings Cross: 43101+43119
37151 on a northbound cement train
All our Yesterdays 2
Lest We Forget January 2, 1982.
by Chris Theaker
Older readers will recall the 2nd of January 1982 as one of those
occasions when all enthusiast attention focused on one train, the
final run of the Deltics. There were, however, one or two desperate
characters who, not content to let the Deltics depart, were
anxiously looking for other forms of traction to ride behind. As
usual, the Christmas period provided a selection of reliefs to add
to the many loco-hauled service trains, and fortunately, records
survive. Detailed below are the workings through York from
approximately 9am onwards.
45122 07.00 Newcastle - Bristol
47537 07.40 Newcastle - Poole
31295 09.08 Newcastle - Man.Vic.
47410 09. 10 Newcastle - Liverpool
47125 09.52 Newcastle - Swansea
47529 11.50 York - Liverpool
47551 10.00 Newcastle -Cardiff
47214 09.05 Liverpool - York
31196 07.30 B1am - Newcastle
47544 10.20 Man.Vic. - Newcastle (relief)
47502 07.45 Cardiff - Newcastle
46026 11.08 Newcastle - Man.Vic. (relief)
47270 11.15 Sunderland - Rotherham. (Footex)
47479 11.05 Liverpool - York
40050+45033 13.50 York - Liverpool
47411 13.05 Liverpool - York
31317 10.35 KX - Edinburgh (relief)
47426 12.35 KX - Edinburgh (relief)
47424 15.50 York - Liverpool
46056 09.00 Aberdeen - KX (relief)
47513 15.50 York - KX
47402 14.03 KX - York
40056 14.05 Liverpool - Newcastle
47086 11.50 Edinburgh - KX (relief)
47121 13.25 Edinburgh - KX (relief)
47078 10.28 Poole - Newcastle (relief)
47033 11.24 Poole -Newcastle
47414 13.38 Newcastle - Swansea
Pennine Observers Notes
1N18, 1V28, 1E34, 1A40 and 1A41 have been observed to turn up 5 to
10 minutes earlier than the booked times and have departed earlier
if the job has been completed.
Thanks to one of our correspondents, we can bring you a list of
postal trains through Doncaster, which covers services until 1 June
Time at DR
1E22 2107 Carlisle-KX
1E41 1710 P'th-Lowfell Pass
1D52 2245 KX-Leeds
(The West Ridings Mail)
1N14 2255 KX-Low Fell
(The North East Down TPO)
3D37 0010KX-Leeds ECS
1A95 1403 Low Fell-KX
1V64 1440 Lowfell-P'th
IS04 1633 KX-Edinburgh
(The Capitals Mails)
1A37 1820 Leeds-KX
1V69 1730 Lowfelll Btol
1E24 1605 Edinburgh-KX
(The Capitals Mails)
IN48 2016 KX-Lowfell
1V28 2024 Lowfell-Btol
(The Mid South TPO)
1E43 1742 B'tol-Lowfell Pass
1A40 2049 Lowfell-KX
(Ihe Northeast Up TPO)
1A41 2218 Leeds-KX
(7he West Ridings Mail)
Notes: 2049 Lowfell-KX, the locomotive and front van go onto the
2218 Leeds-KX service. 2218 Leeds-KX, the locomotive and front van
go onto the 2049 Lowfell-KX service. (Editor's Note: WHY?.)
On September 2 at Hougham. near Grantham, the following locomotives were
noted on the ECML: 90021, 91004/009/020/023/025/026/027 on
expresses, 56074 on a goods train and 58074 on an oil train. At York
that day, 47721 was at the head of the 'Royal Scotsman', having
arrived from Kings Cross.
To Lincoln, where on September 4, 60050 was sighted at the head of
an oil train and 47221 was noted working light engine through the
Melton Ross often features in these columns as one of the busier
places at which to observe freight workings, and September 8 was no
exception. Noted were: 37886, 56135, 60003/014/025/050 on oil
trains, 56006/055 on coal trains, 60026/059 on ore trains, 37694 on
a chemical train, 37706 on a Cargowaggon train, and 47677 and 56021
Back to the ECML, where on September 18, 90021, 91017/022/030 were
noted passing through Retford, 08529, 31191/407/558/563, 56079,
58022 and 91027 were at Peterborough, 47788 was at Finsbury Park and
47519/539/765 and 91018 were sighted at Kings Cross.
Class 37 sightings at Hull Paragon have been 37710 (6/9), 37709
(11/9), 37884 (30/9). Another 37 sighting was 37885 plus Loadhaul
observation coach, which were at Darlington on September 26. Later
that day, 47187/322/354 were noted passing light-engine through
Wakefield Kirkgate and 47818 was in charge of the 16.43 York-
Bristol. The 28th saw 47841 at the head of this train, having worked
in on a Poole - York service. 86254 was also noted, stabled in
bay-platform 7 at York. Changing times!
Changing times at Kings Cross, too, for on October 7, 86254 was
keeping 47572 company on standby duties. 59205 was at the head of
the early morning Tunstead - Drax limestone train, at Doncaster, on
October 10, while on October 12, 56080 was noted at Ferrybridge on a
coal train, with 59202/203 in the National Power depot. Later that
day at Knottingley, 56011/083/095 were noted at the head of coal
trains, 60021 was working light engine and 56027/034/067/082/091/094
were in the depot, while 56078/111 were noted passing through
Whitley Bridge on coal trains.
One of our members was at Eaton Lane Crossing, near Retford, on
October 21 and noted 91005/020/ 022/023/025/031 on expresses and
56050 on a Freightliner.
Locos stabled at Peterborough on October 28 were: 08538/580,
31405/551, 37051, 56043/ 096/130, 58007/009/025/036/045. Later that
day, 31165 and 31308+31563 were sighted working p.w. trains at St
Neots, and 47572/746, 91003/ 004/011/017/030 were at Kings Cross.
Locos noted operating Liverpool Street/East Anglia expresses on Wednesday 30
August were: 86237 07.25 L. S. - Norwich 86221 06. 00 Norwich - L.
S. 86228 08. 00 L. S. - Norwich 862210 8.3 0 L. S. - Norwich 86238
06.30 Norwich - L. S. 86246 07.05 Norwich - L. S. 8623 8 09.25 L. S.
- Harwich 86230 07.50 Harwich - L.S. 86233 07.55 Norwich - L.S. 8
6246 09.3 0 L. S. - Norwich 86228 10.05 Norwich -L. S. 86221 11.05
Norwich -L. S. 86215 10.30 L. S. -Norwich 86215 13.05 Norwich -L. S.
Also noted that day, at Ipswich Stabling Point,
were:08414/526/689/775, 56048/061/062, 90141 /143/146
Noted at Peak Forest, on 28 August, were 37108+37426 on a stone train,
08915, 31319, 37026/416, 60005/055/058/066/097 stabled. Locos noted
operating Crewe - North Wales services in the period 26 to 28 August
were:31405/462, 37402 /407/408/414/417/418/429. The 22.21 Crewe -
Holyhead (ex London) was hauled by 47783 on the 26th and by 47738 on
the 27th. Other sightings during that period were:- 26th, 37240
hauling a freight through Chester; 27th, 47532/535 on dragging
duties between Crewe and Warrington, 56071/092/119, 60016 stabled at
Warrington Bank Quay and 37275+37412 en-route Cardiff - Crewe for
Locomotives at Toton on 29 August were: 08511/594/723, 09201,
20154/177, 31135/180 /181/184/186/ 187/188/217/219/290/294/403/461
/541/569, 37038/065/219/248, 45015, 56013/023/ 122, 58009/015/
028/034, 60009/010/073/079 in the depot, 08597/773 yard pilots,
58001/022, 60012 on coal trains and 47757 on an excursion.
Noted at Wembley on September 1 were:- 08737, 09011, 31146/514,
47201/292/297/351, 86614/637, 90012/017. At Rugby later that day
were:- 08920, 31105/118/468, 37142/255, while later still, 31421
headed the 11.24 Crewe Holyhead/13.56 Holyhead - Crewe and 31432
operated the 13.23 Bangor - Crewe. Still with North Wales trains,
the following sightings were made on September 30:
37422 11.22 Crewe - Holyhead (loco ex-works) 37414 12.23 Bangor -
Crewe 37408 14.24 Crewe - Holyhead 37402 16.24 Crewe - Bangor
37429 15.53 Holyhead - Crewe.
Also noted at Crewe that day, was 47281 hauling 92040, on a return
test-train from Carlisle. (The 47 was observed the following Monday
on a rake of Cargowagons in the BSC sidings at Aldwarke. It
certainly gets around!). 47576+DIISO 9713 were noted at Chester,
also on the 30th, on a return charter to Norwich.
A member visiting Crewe, on October 1, noted the following: 03073,
20042/188, 45149, 50008, D172, D1048, D1842, D5222, D8233 and 18000
in the Heritage Centre; 47225/360/375/515/813 stabled on a siding
behind the station; 08633, 31423/444, 37408/429,
47489/624/703/766/781, 86208/2411243/430, 90017/019 in the diesel
depot; 86227, 87006/016/024/025, 90014 on WCML expresses. The
following day at Wigan, 31418 was noted at the station with
08485/912, 31154/302 and 37520 at Springs Branch depot. Later on the
2nd, at Carlisle, 71000 Duke of Gloucester was observed, having
worked a Shap steam-trials special. The reserve loco for this train
was 47703. Other sightings were 08534 and 90139+47356 on goods
trains and 47765/786 stabled.
Shap steam-trials specials featured at Crewe on the 3rd, this time
46229 "Duchess of Hamilton" was the "kettle" and 47773 was the
reserve loco. Additional workings noted were 37414/417 on North
Wales trains, 86213 and 87013 on trains to Preston, 86233 on train
to Plymouth, 86255 on train to Edinburgh, 87032 and 90013 on trains
to Liverpool, 87004/019/027 on trains to Euston, 87012 on train to
Glasgow, 86401 on a parcels working, 90128 on Freightliner, 37509 on
a p.w. train, 90126 working lightengine and 37422,
47513/574/732/741/777, 86210/416/424 in the depot
A member out and about in the Western Region on Saturday 2 September, noted
Exeter Stabling Point 08756/098, 37158
Westbury Stabling Point 09101, 37042/703/803, 59005
Swindon Stabling Point 08460/664, 37010/035/
Newport Station/Stabling Point 08792, 09203, 20075, 31105, 33109,
37258/895/896/902, 47145/ 348, 56040/115, 58049, 59001/104,
Cardiff Canton Depot 37080/184/197/229/411 /427/796/897/904/906,
47197/234/237/347, 60063 /082/092/096
Didcot Parkway Stabling Point 37065, 47367, 58007, 60011/044/086
Old Oak Depot 47805/816/832
Also noted on the 2nd were the following loco workings:
47845 23.30 Glasgow - Paignton (F0) 47817 06.42 Poole - Liverpool
56114 Paddington - Llandrindod Wells charter 47812 09.05 Paddington
4784 5 09. 10 Glasgow - Reading 47846 10.40 Glasgow - Brighton The
day after, locos sighted at Didcot were:08904, 37065, 47361/367,
Didcot on September 22 saw the following: 47847 on a passenger
train, 47156/284 on Freightliners, 60011+60074 on a coal train,
60029 on a steel train, 58008 on a gas train, 08904 acting as yard
pilot, 37010+58007, 47004 working light-engine and
Into October, now. On the 16th, 08904, 37155/167/184, 47555, 58028
were at Didcot, 09101, 37057/107/222, 59004 were at Westbury, and
37412+37413 were at the head of the 16.33 Bristol - Weymouth. The
following day at Plymouth, 08641/941, 37230 were stabled at the
station while 47843 arrived with the 06.04 Derby Plymouth. On the
18th, 37411 worked the 16.33 Bristol - Weymouth and 37158 took over
the 16.35 Paddington - Plymouth train at Exeter, when the HST failed
- the power cars involved were 43140+43170.
On the 19th, 47830 headed a Plymouth Manchester train, 37671+37672
were at Lostwithiel on a freight working and 37676 was at St
Austell, also on a freight. Later that day, at Westbury,
59001/002/004/102 were noted on the stabling point. The 21st of
October saw 37146/158/230/254/263/ 696 at Exeter and 37411 on the
11.00 Weymouth - Bristol. 37413 was again noted on November 12, this
time at the head of the 16. 10 Cardiff - Birmingham.
Noted at the ARC stone terminal near Three Bridges on 18 September was
59101. The loco was also noted the following day hauling a
northbound stone train through Redhill.
Class 73s operating the 'Gatwick Express' services on October 13
were:- 73204/206/207209/210/212/ 235.
37401 was noted at Edinburgh on September 30 at the head of the 'Royal
The National Railway Museum were giving 'Rides in York Road' on September 2.
Attractions included 13079, D1023, D2860, 03090, D200 and DMU
On Sunday 10 September, a visitor to the Gloucester and Warwickshire
Railway saw the following steam locos in action:- GWR 4500class,
4566: GVY7R 4073-class 'Castle', 7029 'Clun Castle'.
The 16th of September must have been an interesting day, as it was
then that the Great Central Railway held its 'Jazz, Beer and Steam
Gala' (Bliss!). Sadly, no reports have been received as to the beers
available, or the music played (probably just as well, as your
editor couldn't make it, and there's nothing worse than a grown-man
crying), however, there was compensation in the form of 45231, 45593
'Kolhapur', 48305, 34039 'Boscastle' and 35005 'Canadian Pacific'
which were all in action.
The Bo'ness and Kinneil Railway's diesel weekend was held on 23/24
September. Locos operating over the weekend were:- 08443, 20189,
25235, 26004, 27001, 37237, D5351, D8020. The 08 failed whilst in
charge of the 'Barbecue Special' on the 23rd, just south of Kinneil
and the train had to be rescued by 27001, eventually arriving at its
destination some 11/2hours late,
The South Yorkshire Railway, at Meadowhall, held an open weekend on
September 30/October 1, which provided an opportunity to view the
extensive collection of locos kept there. Reports in the railway
that all the machines belonging to Harry Needle have had their
numbers painted over - allegedly in an effort to scupper enthusiasts
attempts to identify them - seemed to be true as many did indeed
have numbers obscured, however, someone had kindly chalked the
identities and these, together with actual sightings and perusal of
the official stock list, provide the following list of engines on
display, on the Saturday: BR 03037/066/094/099 / 13 4(6G)/ 180/197/3
89(cab only), 06003, 07012/013, 08133/308/436/507/936,
12074/082/088, 20096, 26038, 40013,
D2284/302/310/324/337/854/867/953, D3000/019 /023, D4092, D9500/502,
Industrial - 220 (Barclay 0-4013M), 44/48 (Hunslet 0-6-ODH), 'BIGGA'
(Fowler 0-6ODH), 'HOTWEEELS' (Barclay 0-6-013M), RM No.2 (Ruston/Homsby
4wDM), 468048 (Ruston /Hornsby 0-6ODH). On the morning of your
editors visit (Saturday), 12088 was started and made a couple of
trips up and down the yard, towing 26038+139502. The West Somerset
Railway held its diesel gala on the weekend of 29 September to 1
October. Locomotives noted in use were:- class 52, D1041 'Western
Prince' and D1010 Western Campaigner': class 45, D120: class 42,
D832: class 50, 50149: class 35, D7017: class 40, 40145. Also in
operation was the railway's class 115 DMU, consisting of
51852+59678+51387. A member visiting the Keighley and Worth Valley
on September 30 noted the following locos:- 1054,
At the Swanage Railway on October 1, SR M7class, 30053 was in
operation, while at the Peak Railway diesel day on 7 October engines
noted operating were:- class 44, D8 'Pen-y-Ghent': class 45, 45135
'3rd Carabinier', D100 'Sherwood Forester, along with class 108 DMU
53933+54504+51566+ 59387 + 51933. North York Moors trains on 7
October, were being handled by 901, 3672, NCB 5, 30926, 69023,
34101, 45428, with 90775 heading freights. The Midland Railway
Centre's diesel gala on the weekend of 14-15 October saw
newly-named, Mainline liveried 37428 and 47981 working trains with
resident locos D8001, D212, 31162, 50007, 55015 and DMUs
50019+56006, 55996+51591. The same weekend, the Kent and East Sussex
had D9525, 'Hastings' units S60000+S60016+S60529 and Norwegian loco
376 operating, while the Bluebell Railway had 263 and 847 in action.
Back to the NYMR where "Wartime Weekend" was held on 28/29 October.
Locos noted In action' were 2253, 3672, 901, 4528, NCB 5. The East
Somerset Railway on 5 November had SR E 1 - class B 110 in
operation, and the following weekend, the Gloucester and
Warwickshire diesel weekend produced D9553, D9539, 47105, 20137
03069, DMU 51950+52062. Also noted were 'Hymek' 7017 and class 31
D5541, which were not working, both having failed.
THANK YOU to Paul Slater, Chris Slater, Andy Barclay, John Dewing, Tony
Forthcoming meetings at the Taps - Murphy and Sod permitting - are
Wednesday, January 3, 20.00*
Dave Whitlam "Uncle's Outings"
Sunday, January 14, 12.00:
Pennine Railway Society AGM-please attend if you can!
Wednesday- January 17, 20.00:
Rhys Jones "How steam was my valley"
Wednesday, February 7, 20.00*
Paul Micklethwaite "PG Trips"
Wednesday, February 21, 20.00e
Chris Theaker "Theaker's Peakers
Wednesday, March 6, 20.00*
Members slide contest - bring along 4 slides for judging by the audience.
Wednesday, March 20, 20.00*
Guest to be announced
The next edition of Trans Pennine will be produced in March. Please have all
contributions to the editor by February 21st. Thank you!