The Magazine of the
Pennine Railway Society
No. 130 - Winter
SOCIETY 30th ANNIVERSARY YEAR
1974 - 2004
The Committee of the
Pennine Railway Society join together in wishing all our members,
their families and friends a very Happy Christmas and a Prosperous
We thank you for your support and friendship in 2004.
With the magazine you will
find a renewal of membership form. This year there is a small
increase of membership fee of 50p, bringing the membership fee to
This is the first increase in fee since 1997 and will go towards the
increased costs of running the Society and more use of colour in the
We hope you will rejoin the Society in 2005 by simply completing the
renewal of membership form and returning it with a cheque for £5
made payable to the ‘Pennine Railway Society’, to our Membership
Secretary, Tony Caddick, at the address shown on the form.
All members rejoining for
2005 will receive a free Pennine Railway Society pocket diary. Yet
another good reason for renewing your membership.
You are invited to attend
the Annual General Meeting which will be held at 12 noon on Sunday
9th January 2005 at the Salutation Inn, South Parade, Doncaster.
This is the opportunity for you, the members to have a say in how
you wish the Society to be run. It is also a chance to socialise
with friends you may not have seen for some time.
Members are asked to note
the social evenings arranged by Robin Skinner, held on the 1st and
3rd Wednesday of every month at the Salutation Inn, Doncaster.
The spring 2005 programme is shown elsewhere in this magazine.
Curtains rise at 20.00 in our private function room. Entertainment
guaranteed. Make it a date – Wednesdays at eight.
Stephen Gay will be
giving a slide show at the Winding Wheel in Chesterfield on 19th
January 2005. The show is in connection with his new book ‘Through
Kirton Tunnel – A Railway Journey from Chesterfield to
Cleethorpes’. The book is priced at £15 and published by local
Sheffield publishers Pickard Communication. On the night of the
Chesterfield show, Stephen will be signing copies of his book and
Pennine members please note, the Pennine Railway Society is
mentioned on the rear cover.
The HST formation
involved in the crossing collision on the West of England main line
at Ufton Nervet was: FRONT 43019 41013 41014 40206 42018 42022 42017
42020 44006 43029 REAR.
The fact that the set was running first class leading out of
Paddington may have helped reduce casualty figures, as the majority
of passengers on the train would have been seated towards the rear.
Derailment may have been ultimately with points rather than directly
by hitting a vehicle.
Our bus correspondent,
Gerry Collins of Lincoln, tells us that 3 September 2004 was “Black
Friday” in London as 100 Routemasters were replaced on routes 9, 73
All Routemasters are expected to be taken off the bus network by
Transport for London says replacement bendy buses carry more people
(120 against 73), are cheaper to run and have better disabled
access. They do not publicise that the extra capacity are for
Mayor Livingstone’s bendy buses are famously known as “Chariots of
Fire” due to their fondness for catching fire whilst in service.
The Rail safety and
Standards Board has adjusted the minimum noise requirement of horns
downwards and requirements for sounding horns near tunnels have been
Drivers no longer have to sound the horn when entering a tunnel or
when passing through a long tunnel, but will still sound the horn
when anyone is seen on or near the railway line.
Residents in Kent and Sussex fought long-running campaigns over horn
noise which they say affected their health.
The MTR Corporation, which
runs the Hong Kong Metro, has joined forces with GNER to bid for
services in Kent and part of East Sussex, run by South Eastern
Trains since Connex lost its franchise.
The SRA stripped Connex of its franchise in June 2003, citing poor
MTR and GNER will bid for the new franchise under the name of Great
South Eastern Railway. MTR has a 29% stake in the partnership.
Other train operators are expected to join the bidding for the
franchise, with the successful company also set to run high speed
services on the Channel Tunnel Rail Link from 2008 or 2009.
Euston, We Have a Problem!
As Sir Richard Branson
unveiled plans for the Virgin Spaceship on 27 September, his new
Pendolino tilting train hit problems.
The Royal Scot service, seen off from Glasgow by a kilted piper,
ground to a halt at Carlisle and had to be replaced after a wheel
problem slowed its speed from 110 mph to 50 mph. Passengers arrived
in London two hours late after switching to another train. On the
same day the 05.28 ex Holyhead failed to start at all due to a
problem with electrics.
The Welsh dragon from
London Euston to Chester and North Wales with the new 140 mph
tilting Pendolinos covers a distance to Holyhead, a distance of 263
miles, in 4 hrs 40 mins, at an average speed of 56 mph.
This is 25 minutes longer and 6 mph slower than BR’s Welsh Dragon of
10 years ago.
Japanese industrial giant
Hitachi is set to build a fleet of 140 mph trains for Kent
commuters. Journey time from Ashford to London will be 34 minutes
on the new high-speed line for the Channel Tunnel link. Trains will
be six-cars and dual voltage for both the third rail and overhead
Class 86s, introduced 40
years ago, are bowing out. They have hauled trains from London to
Norwich since the route was electrified in the mid-1980s. They are
being replaced by Class 90s.
A special farewell tour from Liverpool Street on 30 October was due
to feature “Royal Anglian Regiment” and “Crown Point”.
Alistair Darling is to reduce the number of franchises from 25 to
Possible changes include the breaking up of the Central Trains
franchise in 2006 and Great Northern services merging with
Thameslink. A new Greater Western franchise could be formed from
First Great Western, First Great Western Link (formerly Thames) and
Wessex. South West Trains and the Island Line could be combined.
Group Back Home
First Group has taken
over the ScotRail franchise and claims to be the first Scottish
company to run the railways north of the border since 1923. The
Aberdeen-based group will operate as First ScotRail.
It plans to re-open the Larkhill line south of Glasgow and the Alloa
line from Stirling.
The HSE has set a new
deadline of 30 November 2005 for the withdrawal of slamdoor trains
running in the south of England, following a joint request for an
extension from Southern, South West Trains and South Eastern Trains.
After much consideration,
it has been announced that once St Pancras opens to Eurostar trains,
all services from Waterloo International will cease.
It had been thought that some Eurostar services would still operate
from waterloo after the opening of St Pancras.
A PRS member has donated
quite a few back issues of ‘Rail’ to the society. If anybody is
interested in buying any of these magazines, at 25p a copy, they
should contact Geoff Bambrough who has all the magazines. All
proceeds will go into the club funds. (NB Geoff has also got some
of his own magazines to sell.)
We would be grateful if
any member who is internet connected could send an email to
Christopher.firstname.lastname@example.org so that they can be added to a list
for contacting members regarding any late changes to meetings etc.
This year the Shield was
contested by only two teams and after two exciting rounds and a tie
break question the Dore Loco Society beat the Pennine Railway
Society at the Salutation on 1st December.
There were 48 slides
entered in the competition held on 6th October and the judge was
Glenn Williamson. The result was as follows:
1st Andy Dalby 37668 + 37712 at Hayfield Lane on Past Time Rail
Spinnin’ State 8 on 13 September 2003 (printed on front cover)
2nd Neil Taylor A shot of The Zillertbahn Narrow Gauge Railway in
Jenbach, Austria taken in December 2003 (printed on back page)
3rd David Whitlam 67017 at Cockwood Harbour on the 17.23 Plymouth –
Low Fell postal on 21 June 2001 (no room to print my slide, but
there is a photo of me on page 10)
Congratulations to the
winners and thanks to all who entered and to Glenn for judging.
As part of the Society’s
30th celebrations we are reprinting, in the magazines produced this
year, items that have appeared in previous editions of Trans
Pennine. In this edition, the items reproduced originally appeared
in magazines 39 (March 1982), 40 (June 1982)and 42 (December 1982).
It’s a sure sign of
impending old age and senility when anniversaries seem to come round
more and more often as the years pass. It does not seem like 5
years since the Pennine 25 trip to Butterley but here we are again
on the way to another dinner on the train at the Midland railway
Sunday October 3rd dawned cool and grey with a bad weather forecast
as our party waited on West Street near the futuristic concrete and
steel Meccano set that will soon be Doncaster Interchange. Soon our
vintage transport arrived in the shape Felix Motors AEC Reliance No.
41. After storming along the M18 and M1 to pick up our Sheffield
contingent we headed south for a long slog (No. 41 is not too happy
with steep hills) up Chesterfield Road to Meadowhead before heading
south via Chesterfield and Alfreton to Butterley.
It had been rumoured for a few days that the Sunday diesel turn
would be old ECML stalwart 47401; but a sense of Midland pride was
restored to the occasion when upon arrival we would be graced by the
presence of 45041. The Peak was sharing duties with B.R. Standard
Tank 80098 for the day.
A quick scurry round the nearby sidings produced the welcome sight
of an old friend in the shape of ‘Caledonian Blue’ liveried Class
101 Met-Cam DMU 101692 which has thankfully found a new home at the
MRC. With the rain and gloom now closing in it was time to board
the dining car for celebratory meal. With the rain pouring down and
the windows steaming up on our warm and comfortable first class
coach it was quite atmospheric as we trundled along. Our two locos
taking turns to haul the train – changing engines at Swanwick
Junction. The meal was as usual very enjoyable and well served by
the friendly and enthusiastic catering staff who even insisted on
having a go on our President’s raffle.
After seemingly spending most of the afternoon eating and drinking
and trying not to fall asleep (result of aforementioned eating and
drinking) there was just enough time for a steady saunter in the
drizzle to the Exhibition Hall & Depot at Swanwick Junction. The
MRC has a fine collection of steam and diesel locos on its books and
members of the Pennine Bus Spotters Club (Life President - Gerry
Collins) were overjoyed to find hidden away in a small building, a
collection of Bristol RE’s and VR’s plus an old Chesterfield Daimler
Fleetline which for many years had served with Blackpool Borough
Council as a tramway permanent way vehicle.
45041 then took us back to Butterley for a quick look round the
bookshop before boarding 41 for our journey back to a very damp
South Yorkshire after a very enjoyable and rewarding trip. Thanks
to C.T. for his splendid organisation, our friends at Sandtoft for
the use of there splendid vehicle, Ian Jones and Bob Whittington and
the rest of the lads for driving the beast on such a horrible day
and the staff at the MRC, especially the catering staff, for making
us feel so welcome again. Here’s to the next time.
The following locos were
seen at the MRC:
Steam 158a, 16410, 80098, 92219
Diesel D2858, 08590, D8001, 20205, 20227, 31271, 31418, 31421,
33018, D6586, 44004, 45041, D1516, 47401
Electro Diesel 73138
On the Monday of the
August Bank Holiday I drove down to Rutland to see a steam special.
I passed by the Rutland Railway Museum at Cottesmore, where I have
spent some enjoyable hours in the past and may well return for
future visits, and came to Ashwell, where an attractive Midland
Railway signalbox still controls the level crossing on the
Peterborough - Leicester line. There was once a station at Ashwell,
and I remember my train calling here briefly when I was on my way
back to Cambridge from Leicester during a day out with the
University Railway Club on a cold and snowy Saturday in January
1963. This line was then still largely steam-worked; the train in
which I was travelling was hauled by an ex-LMS “Crab” 2-6-0, and as
we halted at Ashwell an ex-LNER “B1” 4-6-0 steamed out of the winter
night with a train heading in the other direction. Also at Ashwell
were sidings for iron-ore traffic, the line to Cottesmore now used
by the Rutland Railway Museum then being a quarry branch.
From Ashwell I drove down narrow lanes to the site of the next
station to the north, Whissendine, a remote location miles from any
village, where another level crossing is controlled by another
Midland Railway signalbox. While I was there, the lights flashed,
the barriers came down, and a Central Trains class 158 unit sped
past on a Stansted - Birmingham service.
The time was approaching when the steam special was due to leave
Kettering on its second return trip of the day to Melton Mowbray,
and I made my way to Oakham. Midland Railway signal boxes
controlling level crossings are a feature of this line, and I saw
two more, at Langham Junction and Oakham. A number of spectators
and photographers were waiting at Oakham. The special was late, but
at last, after a Central Trains departure in each direction, 4-6-0
no. 4965 “Rood Ashton Hall” came through with its train, working
hard and looking and sounding really good from my vantage-point on
the station footbridge. 37197 was at the rear of the special.
I went for a walk through the streets of Oakham, but was back at the
station in time to see the special returning from Melton Mowbray.
37197 was now leading and from the opposite platform I watched “Rood
Ashton Hall” steaming at the rear as it sped through the station and
over the level crossing. In the 1950s, out in the car with my
parents from our home in Northamptonshire, I occasional saw trains
at this level crossing, but “Halls” were unknown on this line in
those days, “Jubilee” and “Black Five” 4-6-0s working most of the
Close behind the special came a Central Trains 158 for Stansted, and
when that had departed, I went to my car and headed south from
Oakham so that I could see “Rood Ashton Hall” returning from
Kettering with the empty stock. Passing through some very
attractive countryside, which held more memories of drives with my
parents, I parked on a minor road near the village of Harringworth
which gave me a good view of the Welland viaduct. Other cars
arrived, and soon there was quite a crowd of us waiting in the
sunshine to see “Rood Ashton Hall” steam across the magnificent
structure. With its eighty-one arches, the Welland viaduct is an
impressive reminder of a main line once busy with expresses and
trains loaded with coal and iron ore; the line still carries a
little goods traffic, and is used as a diversionary route.
Near the northern end of the We1land viaduct are the remains of
Seaton station, now used for industrial purposes. This was once the
junction for Uppingham and Stamford, and had a small engine-shed.
It was on the line from Peterborough to Rugby, along which I
travelled in a Norwich – Birmingham express, hauled by a “Black
Five”, on the Cambridge University Railway Club excursion to
Leicester in January 1963; the journey westward along the Welland
valley in sunshine and snow, calling at Seaton and Rockingham, is
another of my memories of steam in Rutland.
I was looking at the far end of the viaduct for “Rood Ashton Hall”
to appear, but it first came into sight much further away, near
Gretton; another spectator pointed it out to me as it steamed down
the long descent from Corby tunnel along the southern side of the
valley. The train crossed the viaduct slowly, and we all had plenty
of time to admire the Great Western 4-6-0 blowing off steam in the
sunshine. After 37197 at the rear of the empty stock had passed out
of view, I heard “Rood Ashton Hall” accelerating its train away, and
then it was time to start making my way home, through more
attractive countryside to the A1 and then north through a fine
summer evening, after my glimpse of steam in Rutland.
Mystery of the Santa Special
It was the last Saturday
before Christmas and the Botchley steam railway were expecting a
bumper day with the Santa Special already fully booked. The
gleaming 0-6-0 tank loco was decorated up for the occasion with
holly on the smoke box door and tinsel round the buffers.
The station platform at Botchley General was overflowing with
excited children looking forward to meeting Santa while the parents
were enjoying their selves with a glass of sherry and mince pies.
It was now nearing 10 o’clock and there was still no sign of old
Charlie who was playing Santa for the day. Station Master George
Walpole was starting to get agitated and was starting to organise a
search of the loco shed to try and find Charlie, then from along
side the steam shrouded tank engine Santa appeared. “Hold it”
George shouted to Ted Strawbin, “he has just arrived”. With his
bright red coat and gleaming black boots Santa joined the train
through the door of his grotto.
At 10 o’clock George Walpole blew his whistle to set the Santa
Special on it’s way, as soon as the train left the station the first
children were ushered off to Santa’s Grotto where after a chat with
Santa they were each given a present, meanwhile their parents were
enjoying yet more mince pies and sherry. By the time the last child
had seen Santa the train was approaching Botchley station where
Station Master George was waiting to greet the train. Just has the
train came to a stand at the platform the telephone in the office
started to ring George went to answer it, it was old Charlie’s wife
on the phone to say that sadly Charlie had past away the previous
evening and that she was sorry that she had not had time to let him
know before so that he could arrange for someone to play Santa.
George passed on his condolences to Charlie’s wife then went off to
find Santa who was just leaving his Grotto and heading off back to
the engine shed. George went after him calling out for Santa to
wait a minute but Santa could not have heard him as he went behind
the 4-6-0 engine parked at the side of the shed. George followed
him but when he got to the other side of the engine there was no
sign of Santa it was as if he had vanished into thin air.
George could not understand what had happened had he dreamt
everything, but it could not be as he could see all the smiling
faces of the happy children on the station. Perhaps it was the
ghost of Charlie playing Santa for one last time.
Locomotion - The National Railway
Museum at Shildon
The new museum opened at
Shildon on the 25th of September 2004, two days short of 179 years
after the Stockton and Darlington railway opened, thus making
Shildon one of the oldest railway towns in the world. The site
where the museum is situated is on the site of one of the old
marshalling yards for Shildon, which in turn became the cripple
wagon sidings for BREL Shildon. When the works closed in 1984 all
the sidings except one were lifted, the site becoming weed infested
until September 2003 when work started on construction of the
current building. It has also taken up part of the route of the
1500 volt d.c. electric line that ran from Shildon to Newport, near
Middlesbrough (from 1915 to 1935 approx).
Locomotion also includes Timothy Hackworth’s house, the Soho forge,
part of the old Soho locomotive works, a goods shed dating from 1858
and the coal drops which transferred coal from the local pit lines
to the S and D, through to the LNER, maybe even to early BR days,
(I’m not old enough to remember that far back).
The site is spread over a distance of approx 3/4 of a mile, a
railway line and footpath running between the “Welcome” area near
Hackworth’s house to the new museum. There are two platforms, one
at each end of the line for a shuttle service between the two sites
but at the present time it is unclear as to what will work the
I visited the site of the new museum on Sunday 10th of October 2004,
joining the footpath about half-way between the welcome area and the
NRM Shildon. I was greeted with an unusual art-work called the
Light Engine. It is an interactive type art-work, there are several
names of former S and D railway locomotives, sites etc. which when
you send a message with the chosen name from your mobile phone to
the tower, the colours of the lights on the tower change, very
arty-f***y if you like that sort of thing. I continued past the play
area and into the new NRM. The building is light and airy, it has an
overall roof, the same as St Pancras. There are seven lines in the
building itself, separated as so 2-3-2, the only line that I was
unable to walk down was the centre line of the 3 line section. As
you face the exhibits, on the left hand side is an open-style gift
and souvenir shop selling the usual things i.e. posters, pens,
badges etc., etc. On the right hand side as you face the exhibits
is a small cafe, I didn’t make use of this facility so cannot say
what the menu consisted of or any price details.
Also in the new museum there are toilet facilities for both able
bodies and disabled visitors and a mother’s room, (for baby feeding
and nappy changing).
The exhibits on show, which are the over-spill from the NRM
at York, are in various stages of restoration. One of them is
currently certified for the main line, where as others require
virtually re building. With Shildon being a freight wagon workshop
from the late 1850’s until closure in 1984, freight vehicles form a
large part of the exhibits.
The list of all vehicles available for viewing is shown below.
(Number carried by exhibit)
Class 03 - 03090
Class 08 - 13079
Industrial shunter, Armstrong Whitworth built 1933 - D21
Replica - Sans Pariel (Built 1980)
GNR - 251
NER - 901
GWR - 3440 “CITY OF TRURO”
LSWR - 563
BR J52 - 68846 (GNR 1247)
Industrial shunter 0-4-0 saddle tank built Kilmarnock Wks No 2371
Waterloo and City - 75s
0-4-0 petrol loco - 4217
SR 2090 (2BIL)
PASSENGER AND COACHING STOCK
Stockton and Darlington Composite - 59
Stockton and Darlington 3rd - 179
ECJS Full passenger brake - 109
North London Rly Inspection saloon - 1032
LMS 3rd convertible sleeping car - 14241
Royal Brake generator car - 5154
Royal Escort Car - 5155
BR mk1 - 21274
GWR Syphon G - W2775
NER Stores van - 7002
SR Horse Box – S6369
SR S.C.V. Van – S37335
2 off Stockton and Darlington Rly wagons
2 BR boiler wagons - numbers unknown
2 BR single bolster wagons - numbers unknown
LMS flat wagon - W161042
NER brake van - 470818
GWR covered car carrier - 126438
BR 30 ton bogie bolster - B943139
BR Iron Ore hopper - B439717
BR Iron Ore hopper - B436275
ICI Hopper - 19154
National Benzole Oil wagon - 2022
GER Sand wagon - number unknown
BR Conflat and container - B737725/43248
LNER 21 ton hopper - E270919
BR High Capacity hopper - B350000
BR 16 ton tippler - B383560
BR “PRESFLO” cement wagon - B873368
BR China clay “Hood” - B743141
100 ton bogie oil tank - 85219
SNCF built 16 ton mineral wagon - B192437
GNR crane and match wagon - 942052/942114
Tamping machine - DB74007
Neptune track recording vehicle - DX50002 (built in Chicago Heights,
NER Snowplough – 12
Also on display were the
centre cars of the APT-E and two vehicles covered making
For children (of all / any
age) there is also several hands on displays, one of which is
shunting coloured wagons to match the layout given by a computer on
the screen. WHAT FUN!
GNER and Virgin both run services to Darlington and then onto the
HERITAGE line to Bishop Auckland. On the approach to Shildon the
new museum is on the left hand side. Walking time from the station
is about 5 minutes.
Northbound on the Al to the A68 turn off, along the A68 to a
roundabout showing the A6072, turn right onto the A 6072, passing
through a village named Redworth then to the next roundabout on the
outskirts of Shildon. Car parks are signposted from here. Journey
time depending on traffic etc., 1.5 to 2 hours.
3rd November 2004 - 17th March 2005:- 10am to 4pm WED – SUN.
CLOSED for Christmas, 13th Dec 2004 to 5th Jan 2005, EXCEPT for
special events, i.e. Santa Specials.
LOCOMOTION, SHILDON, CO DURHAM, DL14 1PQ
TEL:- 01388 777999
26 ‘Push and Pull’
With Christmas fast
approaching once more, I have decided to review ‘Push and Pull’
magazine of The Keighley and Worth Valley Railway for two reasons.
One the KWVR is my favourite compact preserved branch line and two
they do Santa specials so well. After an excellent steam hauled
ride from Haworth to Keighley, back through Haworth to Oxenhope a
look round the museum and shops at Oxenhope and back to Howarth.
You then walk up the hill accompanied by Salvation Army Band playing
Christmas carols, into Howarth itself looking for lunch and a pint.
The line and the place are so full of that Victorian Christmas
Push and Pull the society magazine of The Keighley and Worth Valley
Railway is available at £1.75 from the railway and selected
outlets. I buy mine from WH Smiths at York station. Push and Pull
is published quarterly and the current edition is No 159 September-
November 2004 and has a print run of 4,300 copies. Not bad for a
The magazine is published in A5 format, with a glossy cover
featuring on the front cover 3F 47279 and 4MT 80002 departing
Keighley. On the rear is B1 61264 about to leave Damens. There is
colour photography throughout the magazine mixed with a few black
and white photos. It’s my view you can’t cover steam or railways
historically without some black and white photography.
Push and Pull consists of 44 pages divided up into regular features
Guest Editorial, Talking Points, Departmental reports which cover
the following departments; Locomotive notes, Stations Report,
Vintage carriages Trust report, Civil Maintenance, Carriage and
Wagon and Sales notes. Included in there is the notice for the KWVR
AGM which this year is on 30th October at Oxenhope.
The centre pages, as with a lot of magazines, are a photo feature.
This edition covers the June Diesel Gala and S&T depot on camera.
The other regular feature is Bookshelf, reviewing books on sale in
the Howarth station shop.
The magazine also consists of a lot of adverts which no doubt help
to pay for the publication, all adverts are either local to the
railway, i.e. the Fish and Chip shop near to Keighley station, or of
railway interest. As one would expect there are also details of
forthcoming KWVR events. The Santa specials this year will run on
27/28 Nov, 4/5 11/12 and 18/19 of December; pre booking is essential
on 01535 645214.
Also from Boxing Day they are running ‘Mince Pie’ specials each day
to New Years Day.
There are also other articles of news and Current affairs relating
to the railway including “The Great Flood of Haworth on 10th August
2004. An excellent report and pictures of that dramatic day earlier
Like the KWVR this magazine is very compact and very well
presented. Fully in keeping with the character of the railway.
Pennine Quiz No. 118
Robin’s Locoshed Quiz
In Robin’s Locoshed Quiz
you will be given a year and either a Shed Code (36A or DR) or a
location (Doncaster). The answer is whatever is missing either the
code or location. Good Luck.
Example – 1967 - 36A?
The answer is Doncaster.
1 1970 - 2E
2 1952 - Newton Abbot
3 1988 - SU
4 1962 - Millhouses
5 1962 - 36E
6 1964 - Parkeston
7 1978 - RY
8 1956 - 19C
9 1959 - Gorton
10 1965 - 41J
11 1973 - Hitchin
12 1969 - 50C
13 1960 - 52K
14 1974 - Grangemouth
15 1975 - East Ham
16 1967 - 9B
17 1948 - Newton Heath
18 1966 - Nine Elms
19 1983 - ZF
20 1952 - 36B
Quiz No. 117
Cross to Aberdeen
2 Bradford Foster Square to Penzance
3 Bradford Foster Square to Paignton
4 Kings Cross to Aberdeen
5 Kings Cross to Edinburgh
6 Kings Cross to Edinburgh
7 Leeds to Edinburgh
8 Kings Cross to Newcastle
9 Kings Cross to Edinburgh
10 ST Pancras to Glasgow Central
11 Kings Cross to Newcastle
12 ST Pancras to Edinburgh
13 Kings Cross to Leeds with portions to Harrogate and Bradford
14 Newcastle to Kings Cross
15 Kings Cross to Doncaster with portions to Hull, Leeds, Harrogate
and Bradford Exchange
16 Swansea to Paddington
17 Bristol TM to Paddington
18 Wolverhampton Low Level to Paddington via Birmingham Snow Hill
19 Inverness to Kyle of Lochalsh
20 Glasgow Central to London Euston
21 Glasgow Central to London Euston
22 Inverness to London Euston
23 London Liverpool Street to Walton on Naze via Clacton on Sea
24 London Liverpool Street to Kings Lynn
25 Kings Cross to Sheffield via Retford
26 Paddington to Penzance
27 Paddington to Paignton
28 Paddington to Plymouth
29 Paddington to Cheltenham Spa
30 Paddington to Aberystwyth / Pwllheli
Quiz No. 117
Congratulations to all the winners.
All meetings are held at The
Salutation Inn, South Parade, Doncaster starting at 20.00 on 1st and
3rd Wednesday of each month
9th January 2005
ANNUAL GENERAL MEETING 12 noon.
19th January 2005
2nd February 2005
16th February 2005
2nd March 2005
MEMBERS SLIDE COMPETITION.
6th April 2005
20th April 2005
Pennine Observer Notes
Recent sightings at
Hykeham have been:
Sep 2 66068 and 66137 on coal trains
Sep 6 60001 on goods train 60044 on oil train
Sep 16 60052 on oil train 66222 on container train
Sep 20 66134 on coal train
Sep 27 66059 on cement train 66077 on p.w. train
Sep 30 66078 on container train
Oct 7 66064 on container train
Oct 11 60031 on oil train
Oct 12 60083 on oil train 66091 on coal train
Recent sightings at
Lincoln have been:
Sep 3 66057 on coal train 66615 on oil train
Sep 22 67016+67019 on Serco train
Sep 29 60039 on oil train
Recent sightings on the
Gainsborough – Barnetby line have been:
Oct 2 66531 and 66564 on coal trains 66030+66091+66200 light engine
Oct 9 66530 and 66548 on coal train,,66156+66242 on coal trains,
66156+66242 light engine
Oct 10 66067 on ballast train, 66198 on coal train
Oct 16 66199 on coal train
Oct 23 66060 on coal train, 66005+66023+66161 light engine
Oct 24 66142, 66527 and 66557 on coal trains
Other recent sightings
Aug 19 D3571 at Boston
Aug 23 66701 at Lincoln
Sep 2 66611 at Newark
66709 at Grantham
66073 at Lincoln
Sep 4 66001 on steel train and 66053 on coal train at Fenwick
Sep 11 60009 on goods train and 66522 on coal train at Fenwick
Sep 15 60046 on steel train, 66075 and 66543 on container trains and
66192 on p.w. train at Burton-on-Trent87019 on express,
37059+37259+66403, 57009 and 66087 on container trains and 66017,
66216 and 66236 on goods train at Tamworth
Sep 16 66711 at Lincoln
Sep 28 37516+37685 on Sandite train at Doncaster
66186 at Langworth
Oct 21 66121 at Hull
Oct 22 D2112 and D3571 at Boston
Oct 28 66098 on van train at Stow Park
66713 at Peterborough
Oct 30 60014 and 60056 on iron ore trains and 66187, 66192, 66211
and 66559 on coal trains at Wrawby Junction
Nov 11 60040 at Lincoln
The following were seen in
an 8 hour spell between 08:00 and 16:00 at Tamworth on 6 October:
044/045/046/048/052 and 87010/09/033 on passenger services to and
from London Euston.
Also seen on freights, on both High Level and Low Level stations in
the same period were 57002/012, 60031/033/ 075/090,
404/507/509/519/564/567/571/574/708, 86609/610/612/ 628, 90041/042
Noted on Norwich – Liverpool Street services on 22 October were
90003, 90010, 90013, 90012, 90001, 90005, 90008, 86232, 86234 and
86235. On the same day 57006, 57011, 47370, 66532, 66537, 66543,
66576, 86605, 86621, 86610 and 86638 were at Ipswich and 47316,
90004, 90014, 66230, 66250, 66126 and 66094 were seen at Norwich.
ECML services on 5/6 November (Friday and Saturday) were seriously
disrupted due to a freight train derailment north of Doncaster. The
line was blocked between Doncaster and York and services did not
return to normal until 17.00 on Saturday. Several services
cancelled and through service diverted via Leeds, mostly HST,
although 67010 was noted passing through Leeds on Saturday afternoon
on a Kings Cross – Glasgow service. Virgin voyager services were
diverted and did not call at Doncaster.
Seen at Peterborough on 15 November were 66007, 66143, 66701, 66704,
66706, 66709, 66714, 66716 and 66717.
Seen at Westbury on 18
September were 66228, 66049, 66143, 59203, 60064, 60007, 60068,
60054 and 08526. On the same day 08757, 59005 and 59103 were noted
at Whatley Quarry.
Noted at Newport on 13 October were 09102, 60022, 60046, 66050,
66135, 66154 and 66176.
Seen at Cardiff on 15 October were 37422, 60076, 66037, 66075,
66083, 66160 and 66176.
On the following day, 37402, 37417, 60028, 66075, 66117 and 66147
were noted at Cardiff; 09102, 60039, 66103, 66160, 66164, 66165 and
66220 at Newport and 66180 at Gloucester.
Noted at Westbury on 23 October were 60075, 60038, 59205, 66126 and
Locos noted working
various Virgin WCML services have been:
Aug 24 87030, 87015, 87019, 90014, 90015, 47826 and 87033
Sep 5 87015, 87022, 87033,
47840 and 87015
Sep 13 87031 and 87002
Sep 14 87024, 47839 and 87014
Sep 24 87014 and 47839
Nov 5 87012, 87007, 87035, 87010 and 87002
Nov 15 87033, 87010, 87001, 87002, 87003 and 87019
Seen at Carlisle on 24 September were 66564, 66523, 66507, 66205 and
Noted in the Willesden/Wembley area on 5 November were 20311, 37605,
66701, 66702, 66708, 66709, 90028, 90021, 90018, 47828, 47816,
92016, 92022, 92027, 66163, 67026, 87006, 87015, 87026 and 87028.
Also noted were 08709, 66515, 66603, 66025 and 57304 at Rugby and
66051 and 90041 at Bletchley.
Seen in the Willesden/Wembley area on 15 November were 57313, 66250,
66020, 66030, 66207, 66133, 66238, 66121, 90040, 92025, 92005,
92001, 87015, 08842, 90049, 37695 and 66043. Also seen were 66012,
66507, 66515, 66519, 66520, 66951, 66602, 47816, 92015 and 92019 and
47826 and 66708 at Bletchley.
The final workings of the
SO Virgin loco-hauled Holidaymaker Trains on 4 September were 67026
(1V15), 67014 (1V19), 67028 (1M89) and 67011 (1E99).
and Charter Trains
Locos seen working on
recent railtours and charters have been:
Sep 4 (Pieces of Eight) 66039, 66525/66528, 60003/60040 and 66208
Sep 11 (The Freightliner) 66503
Sep 18 (Industrial Invader) 37047/37109, 37410/37418 and MRL “120”
at Whatley Quarry
Oct 23 (Tre, Pol and Pen) 67002 and 66227
Nov 4 (The Downsman) Steam 34067
Locos used at the East
Lancs Railway on 11 September were 66548, 66553, 45135, 37194,
D5600, 47769, 40145, 37087, D832, D7076, D1041, D6536 and 37515.
Locos working at the Great Central Railway Diesel Gala on 17
September were 37255, D832 and 25265 and DMU 50321/51427.
Locos used at the North Yorkshire Moors steam Gala on 2 October were
45407, 45212, 80135, 30926, 825, 5164, 6619 and 2392.
Locos working at the Nene Valley Diesel Gala on 9 October were
66709, 31108, 56057, D306, D9523 and D9516.
Steam locos at the Barrow Hill “Willesden Exhibition” Steam Gala on
9 October were 813 and 84019 (41312) on shuttle trains; 58850,
68030, 80135 and 92214 in steam and 2700, 41708, 45593 and 70000 on
Locos used at the West Somerset Grand Trains Extravaganza on 23
October were D9526, D7017 and steam 80136, 5542, 6412 and 9351.
Locos working at the East Lancs Railway Steam Gala on 30 October
were 76079, 61264, 71000 and 68030 on freight.
71000 was involved in a shunting accident whilst backing on the
coaches at Rawtenstall at about 10.30. The engine was travelling a
bit too fast and several passengers were slightly hurt in the rear
coach which crashed into the buffers. Air ambulance and other
ambulances attended the scene and the injured passengers were taken
to hospital. Services were curtailed until mid-afternoon. 71000
was taken out of service awaiting full inspection by Health & Safety
Giving rides in the yard at the National Railway Museum at York on
13 November were D1023, D6700 and 08911. D8000 and 47715 were on
I would like to thank the
following for their generous contributions to this issue: Tony
Caddick, Andy Dalby, John Dewing, Steve Payne, John Sanderson, Ian
Shenton, Chris and Paul Slater, Robin Skinner, and Chris Tyas. The
newspaper cutting of Robin was supplied by Gerry Collins.
The Spring 2005 Issue of
Trans Pennine is due for publication on 16th March. Would
contributors please let the coordinator have their information by
Wednesday 23rd February – THANK YOU. Remember, you can email your
It was the Magazine Coordinator who had an enjoyable day out
(and two great meals) on the Northern Belle to Edinburgh on 25
Farewell to the Deltics
(from magazine 39)
Saturday the 2nd of
January was a particularly sad day for me and many other friends of
mine. On that day the “Deltic Scotsman Farewell”, the final B.R.
Deltic hauled train, ran from Kings Cross to Edinburgh and back. To
most steam enthusiasts a Deltic is just another smelly diesel, or a
“box on wheels”, but the reality is they are a class apart. They
neither look nor sound like any other loco and have a style and
character all of their own. Ironically it is probably this
individuality in what is now becoming a much standardised railway
that has lead to their premature demise. Being a relatively small
class, all named of course, everybody seemed to have their own
favourite and would faithfully defend it, even in the event of the
most embarrassing failure which thankfully with my own particular
beast didn’t seem to occur very often. Throughout their life they
have always had a loyal and enthusiastic band of followers, a feat
which only the sadly missed “Western” Diesel Hydraulics have come
anywhere near to equalling.
The recent S.V.R. “Deltic Venturer” is a good example, this tour
taking a resplendent 55022 “Royal Scots Grey” from York to
Birmingham via Sheffield and Derby before heading via Gloucester and
Swindon to Paddington. The crowds of people to be seen on the
lineside were amazing with a crowd of cup final proportions being
encountered at Birmingham New Street. The last visit of a Deltic to
Paddington was witnessed by many people but the most amazing sight
was to be encountered on the return journey. The sight and sound of
a Deltic attacking the famous Lickey Incline obviously appealed as
the bank itself was literally lined from top to bottom with people.
A 20mph speed restriction at Bromsgrove meant that “RSG” had no
opportunity for a run at the bank, much to the delight of the many
enthusiasts with tape recorders. The incredible sound must have
carried for miles as the train, with almost every passenger
“bellowing” through open windows, roared mightily to Blackwell
summit. The summit itself was breasted to the accompaniment of
massed flash-guns and rousing cheers. An incredible tour and many
thanks go to the Severn Valley Railway for organising it.
Unfortunately the fateful day came and the morning of Saturday the
2nd arrived and as I always expected it was damp, cold and very
murky, ideal conditions for leaving the camera at home and watching
Grandstand. However duty called and all thoughts of ambitious
photographs abandoned I made my way to Doncaster station for the
standard but safe photo. Any ordinary passengers (if there are any
left these days) must have thought royalty was due as the area had
been taken over by hundreds of camera laden enthusiasts.
Before the final railtour, running approximately one hour ahead,
55009 “ALYCIDON” was running light engine in case of failure on both
the outward and return journey. At around 9.30 the down main signal
changed to double amber and everyone got their cameras primed.
Within a minute in appalling light and heavy rain “ALYCIDON” cruised
non stop through the station, most photos being of the “press the
shutter and pray” variety.
Thankfully by the time a sparkling 55015 “TULYAR” appeared at the
head of the final railtour the rain had ceased and the light
slightly improved. The station announcer gave advanced warning as
hundreds of eyes were trained on the direction of Balby Bridge.
Amid a hush of expectation a familiar shape appeared from the gloom
and the first impression was of Finsbury Park’s “trademark”, the
white window surrounds, lovingly reapplied. As she pulled into
platform four for the last time the vast crowd jostled for a couple
of minutes before that strange but familiar Deltic horn was sounded
repeatedly as she departed slowly northwards with humanity seemingly
hanging from every window, disappearing once again into the gloom.
The vast crowd, obviously not wanting to become acquainted with the
almost constant procession of HST's which will be the norm from now
on, dispersed only to reappear again later in the day for the return
trip. As before “ALYCIDON” arrived first and as darkness had now
descended Doncaster powerbox played the game by stopping her on the
through road long enough for the many tripods to be assembled.
After a few minutes the signal changed and with her twin exhausts
standing out beautifully she headed south for the last time.
The enormous crowd now waited pensively and all too soon came the
fateful announcement. Within minutes a familiar pair of eyes were
seen in the distance as 55022 “ROYAL SCOTS GREY”, the flagship of
the class, cruised majestically into platform three, the constant
flash from the hundreds of cameras giving her the appearance of a
Hollywood film star! The hordes of people now made their way to the
south end of the station, the engine being surrounded by
well-wishers, as the crew (fittingly Doncaster men) took over for
the final leg. All too soon a shrill blast on the station staff’s
whistle heralded the end of an era as “RSG” pulled slowly away from
the station to a chorus of cheers. After carefully negotiating the
pointwork near St. James Bridge she erupted, the magnificent sound
of the Napier engines at full bore is a memory that will live for
years. The hushed crowd hung on for several minutes as the glorious
melodic drone grew fainter and fainter before a deadly hush took
over, as if people had only just taken in the significance of the
As the crowd dispersed one of the last loco-hauled semi fast
expresses arrived behind 47402 “GATESHEAD”. It seemed rather ironic
that an engine almost as old as the Deltics had only just had the
honour of being named bestowed on it. Later that night the ITN News
showed some superb film of “RSGs” emotional arrival at Kings Cross,
a remarkable end to a remarkable class. Within a few hours the
three railtour engines were back at York depot and another page on
the history of the railways had been written. As far as the East
Coast main line is now concerned HST's now rule, but for how long?
Farewell Deltics, you will be missed by me and many others.
The Skirl of the Pipes Fri. 7th -
Sun. 9th May 1982
(from magazine 40)
The above named railtour
left Bristol behind 37177/178 and ran via Gloucester and Worcester
to Birmingham, being assisted up the Lickey Incline by 37138/191.
The 15 coaches were taken forward by 85021 and ran via Soho, Perry
Bar Jcn. and Portobello to Bushbury Jcn. the Wolverhampton avoiding
line. Carlisle was reached about an hour late after unexplained
delays at Wigan, Preston and Penrith. The train by this time
extremely cold due to an ETH fault on 85021. Hence at Carlisle we
were provided with a fresh engine, 81018 for the journey to Mossend
At Mossend we re-engined to 37012/039 and ran via Perth, Dundee and
Aberdeen to Inverness. Just south of Perth could be observed 47522
and 4 coaches off the road following a crash the previous Tuesday.
At Dundee 06005 and 06006 still languish outside the depot, now in
somewhat derelict condition.
Our arrival at Inverness was about an hour late, and our train was
booked to pass the depot and reverse into Inverness station, a
manoeuvre done by the overnight train from Glasgow and Edinburgh.
We were stopped outside the depot where our two 37s and the two
sleeping coaches were detached and shunted into the station. The
37s then ran onto the fuelling point, leaving us engineless outside
the depot. Then 08620 appeared propelling the two sleeping coaches,
ran across Rose St. and reversed onto the front of our train. This
resulted in the strange combination of two coaches, an 08, and then
13 coaches shunting into the station platform. After a short break
at Inverness we set off northwards towards Wick and Thurso behind
26046/024 which ran to Wick, 26041 being the branch engine to
Thurso. On arrival at Wick we watched 26044 depart on the last
train to Inverness, though it must have been swapped at Georgemas
Jcn. for 26041 as later that evening 26044 did the portion of our
train from Thurso.
The tour participants were then provided with a bus tour to
John-o-Groats, those starting at Wick finishing up at Thurso and
vice-versa. We then returned to Inverness with our 26s, where the
SLOA Pullman set was observed on another special.
Inverness was left at 02-30 on Sunday morning with our two 37s,
37012/039. Arrival at Perth was almost an hour late as 37012 failed
completely, somewhere in the vicinity of Aviemore. At Perth the 37s
were replaced by 47269 for our journey to Mossend via Ladybank,
Dunfermline, the Edinburgh suburban line and Falkirk Grahamston.
Here BR struck again as due to engineering work we couldn’t get to
Motherwell and run via the Hamilton Circle, so at Gartsherrie South
Jcn. we changed engines to 20081/198, both recently brought out of
store. We then ran direct to Rutherglen East Jcn. and on to Shields
Jcn. and Corkerhill. Here we stopped for 45 minutes as the driver
said he was out of his hours. Another driver arrived and we
proceeded to Elderslie Jcn. where a signalman hadn’t turned up, so a
further delay ensued. We eventually reached Barassie where our
engines ran round two hours late. All went well for about 20
minutes until 20081 began to give us trouble between Kilmarnock and
Mauchline. However after a short stop 20081 was suitably revived
and we reached Carlisle a mere 140 minutes late.
A swift engine change here to 25303 and 25080 meant we left still
only 140 down. But all was not well! As we started out only 25303
seemed to be working, with 25080 just ticking over. We struggled
on, 25303 hammering away up to Appleby pulling 25080 and 15
coaches. Appleby was passed 169 late and still 25303 would not give
up. Willed on by 400 enthusiasts we tore towards Ais Gill at 20mph
with clouds of black smoke billowing from 25303, and then we were
there, the summit reached now 182 minutes late. Then we tore
towards Hellifield occasionally reaching crazy speeds of 50 or
60mph. We continued via Clitheroe, the home of the only remaining
Clayton, to Blackburn, where 25080 was good enough to cough into
life for the last 10 miles to Farrington Jcn. Here we exchanged
engines to 8631, now 205 minutes late.
We left the train at Warrington Bank Quay, a desperate effort to get
home. We had intended to leap at Birmingham New Street but all
connections would have been missed by hours.
NOTE: Maybe we were lucky. 37177 was sent to Reading from
Birmingham on Saturday. It returned on the Poole - Newcastle and it
too expired, at Leamington Spa, with 56013 doing the honours in the
(from magazine 42)
So once again the time of
the year has come around when camera and binocular-clad buffs come
out of hiding and scour our green and pleasant land in search of the
popular yellow winged Hoover in the south and south west, the
lesser-spotted rat in the Midlands, and the much sought after Syphon
terriers in the North. Yes, this is the time of the year when
maniacs, sorry, enthusiasts, the country over set out on the
enduring task of completing the 7 or 14 day RailRover, complete with
khagool, snowshoes, sou' ester, matchsticks to keep the eyes open,
and all sorts of goodies crammed into the usual overcrowded bag.
But, alas, the madness is spreading and I, together with other
psychiatric patients Caddick (yes, the magazine editor should have
more sense), Needham and Helliwell, set out on Sunday 1st August on
our own pilgrimage.
A damp Sheffield station was our meeting point and Messrs. Needham
and Helliwell couldn’t resist the home comforts of air conditioned
coaches headed by the strumming vibrations of 47503 on the Sunday
morning Leeds - Plymouth. The magazine editor and I opted for the
wonderfully smooth ride behind a good locomotive, 45137 on the 10.00
St. Pancras which headed the train to Nottingham, being replaced by
45129 of the same species for the rest of the journey to London.
The plan was to have an early experience of the superb Class 50 on
the 14.50 Paddington - Oxford as far as Reading but of course no,
the Western Region authorities had different ideas and sent down,
yes, you guessed it, another strumming heap in the shape of 47509.
Well, the choice of this, or a tram, in order to make the connecting
Portsmouth train at Reading wasn’t a good one, so adopting the
attitude of, well it’s another line in the haulage book, 47509 was
taken to Reading. It is a mystery why the Reading to Portsmouth
trains run every hour on Sundays and are hauled, compared to the
weekday DEMU. two hourly service. However, 33115 was taken to
Basingstoke with 33103 coming back, to be taken back to Basingstoke
in order to cover the 17.00 Waterloo - Exeter with big 50009 to
Exeter. It is always nice to see ‘proper’ signals especially at
such a superb station as Exeter St. Davids but alas the writing is
on the wall for an era to end with the foundations of the new power
box being marked out. By this time stomachs were beginning to make
themselves heard so a DMU. to Teignmouth for some grub was the order
to the day. After a brisk stroll along the promenade with a couple
of birds, (well two seagulls landed on an adjacent deck chair), the
19.25 Paddington - Plymouth was taken forward with 47089 to its
As the next morning we planned to cover the Paddington - Edinburgh
through train the overnight Penzance – Paddington was the only train
to cover, but thoughts of a quiet disturbance-free snooze were soon
shattered when some docile prawn boarded at Exeter and tried
marching down the corridor with a rucksack ten times wider than the
corridor. Reference was made by Mr. Caddick that ‘the clown would
have been quieter driving a bulldozer down the corridor than he had
been with his ******* rucksack’. But it didn’t end there and also
at Exeter a rabble boarded and proceeded to awaken the train,
obviously with a large contingent to wave them off. Still 50013 was
the beast on the front and its fine performance more than made up
for the earlier commotions. The usual cup of sludge was used at
Paddington to moisten the throat on Monday morning before boarding
the 06.50 Paddington - Edinburgh/Glasgow train with a big blue demon
at the head in the shape of 47529 - another engine which Mr. Caddick
verbally proved was not close to his heart. Thankfully the wreck
was taken off at Birmingham for big sparky 87011 to Carstairs. The
fast-dwindling forties were out in force around Warrington and
Preston with six members of the class in evidence on freight duty.
Edinburgh was reached by courtesy of 47464, another strummer, from
Carstairs, and now the haulage really began with the 16.17 Edinburgh
- Dundee headed by 27021 being taken all the way to Haymarket with
27002 back to Waverly on a train from Dundee. 27037 was then taken
to Dundee for hopefully another one back but, no, the 19.03 Dundee -
Glasgow had another big wreck - 47467 at the head. Well, interest
had well and truly dwindled approaching Edinburgh especially as we
were still expecting to see one or two supreme engines on Haymarket
shed. It is still hard to believe that the Deltics have gone
forever. Still, lo and behold, interest was quickly regained when
an instantly recognisable figure was passed ambling along the
platform with the ever-present cup of tea in hand. In his own
words, the engine was ‘definitely frown able’.
After waving Mr. Micklethwaite away on a Kings Cross train, and
after a long fester, a ‘compo’ was secured on the two coach, umpteen
vans Inverness train, before the door was almost wrenched from its
runners and we were invaded by yet more ‘rookies’ - another nice
restful night. The Wick line was a must and on Tuesday morning the
11.15 out of Inverness with 37260 at the head was taken as far as
Georgemas Jcn. where 37035 took the Thurso portion and us, the last
few miles. A fast bus and a good meal at Wick filled in tine before
leaving on the last train back to Inverness, again with 37260. The
only decent nights sleep all week was had courtesy of the Station
Hotel, Inverness, albeit at extortionate cost, before the planned
manoeuvre of getting some more ‘small engine’ haulage. The first
train to Aberdeen was taken as far as Forres with 26021, for the
connection with the first train from Aberdeen, hopefully with a
member of the same class. Now, I always thought that the awful
noise produced by a watery class 47 horn was instantly recognisable
but when a noise was heard in the dim distance, a debate ensued as
to its owner. Was it a 26 or a 27? Surely it couldn’t be a duff,
not on an Aberdeen - Inverness train. So with cameras ready to
record another wonderful Scottish engine we waited. The peg was
pulled off and and .. and .. 47420 came proudly round the curve into
the station! What a bloody awful strumming contraption - the pride
of British engineering. Well a two hour fester wasn’t much of an
option so we shamefully boarded and enjoyed to the full the surge of
power which ensued. The 10.40 train to Kyle was taken to fully
appreciate the wonderful Scottish scenery, but an earlier than
planned bail was the result of an invasion by a large family with
numerous noisy offspring of which one insisted on climbing all over
the seats, luggage racks and us. Stuff that for a lark we were off
at Achnasheen for 26034 back on the 11.10 from Kyle. We then took
47206 on the 16.30 Inverness - Edinburgh for our last look at the
spectacular Scottish scenery before heading south on the overnight
Edinburgh - Bristol. An amazing breakfast was experienced at
Bristol (cafe at bottom of forecourt) before heading further south
on the 10.14 Portsmouth train with 33019 as far as Southampton. A
connecting EMU. was taken to Weymouth (with 33118 attached from
Bournemouth) in order to enjoy the experience of riding on a train
down a main road. 33106 was nearly half an hour late reversing on
to the 15.30 Weymouth Quay - Waterloo boat train owing to road
vehicles being in the way! So with men walking in front of the
engine (is that really wise?) we crawled through the streets of
Weymouth. It really is a close shave with those parked vehicles.
33106 was detached at Bournemouth for 73112 giving me my first
experience of electro-diesel haulage. We made our way to London via
a DEMU. from Southampton to Salisbury, 50045 Salisbury to Sherborne
on the 17.00 Waterloo - Exeter, and 50009 Sherborne to Waterloo on
the 18.18 Exeter - Waterloo. This was the most awkward part of the
week as the following morning we planned to cover the commuter
trains into Paddington which have a fair share of ‘Hoover’ haulage,
so what to do overnight in order to get back to the capital? The
timetable was well and truly thumbed through for a solution and the
best bet, albeit meaning an hour long fester in the middle of the
night, was to cover the down overnight Paddington -
Penzance to Bristol and the up train back.
Well, the ‘Hoover’ we hoped for didn’t produce, we had to put up
with 47475 instead, but it got us to Bristol - not the best of
places to be at two o’ clock in the morning - but there we were.
Even at this godforsaken hour, the juke box in the buffet produced
an inaudible din belonging to that wonderful widely loved family
singer, Adam Ant. The buffet was quickly vacated by everyone except
the imbecile that put the record on and a drunk that was asleep in
the corner, to wait for an announcement referring to the Paddington
train. Well at 02.55 an announcement came stating ‘that due to
urgent engineering work the train was cancelled and a special train
would run, to Swindon for a connecting train to Paddington’. 02.55
in the ******* morning! No, we didn’t believe it either. Well I’d
never done an overnight on a DMU. before but there’s always a first
time and one was provided as ‘the special train to Swindon’. The
connecting train ended up being the Penzance - Paddington train
which was diverted not, as announced, cancelled. This proved that
all the ‘Hoovers’ were tucked up in bed as 47513 was the train
As planned, the commuter trains were covered with 50003 taken to
Reading on the 06.35 Paddington – Newbury ,50041 from Reading to
Tilehurst on the 10 coach 07.54 Reading - Oxford (!), 50013 from
Tilehurst to Reading on 07.15 Oxford - Paddington and 50022 from
Reading to Paddington, on the 07.50 ex Oxford. The Fridays only
10.42 Penzance train was taken to Exeter with 50003 - a 7 coach
wedge out - where lunch was taken in the form of produce from a
nearby chip shop. This was rapidly seen off as the 11.20 Paddington
- Plymouth HST. was found to have 45057 at the head and was
therefore taken to Plymouth for the 16.45 Plymouth - Penzance train
with 50017. Disgust turned into pleasant surprise to find 47466 at
the head of the overnight to Paddington, with 50023 attached to
47466 even though the superior ‘Hoover’ was detached at Plymouth.
Well, we had reached Saturday and the last day of our rover and the
07.40 Euston - Aberystwyth train was covered to experience the
raucous class 25 from Wolverhampton - 86246 made way for 25219 and
25199 at Wolverhampton where the hoards of ‘bashers’ also joined the
train. Welshpool was the bailing point for 25036/67 on the 10.17
Aberystwyth - Euston to Shrewsbury where a unit was taken to Chester
to, hopefully, pick up a ‘Whistler’ or two. The Llandudno - York
train was taken to Warrington with 40128, the 15.45 Manchester-
Bangor back to Chester with 47204, for 40192 on the 15.17 Holyhead -
Manchester. It was decided the route home would be from Manchester
Victoria on the Glasgow - Notts with 47215 where Sheffield was
reached just 152½ hours and some 61 locomotive-haulages later to end
a memorable weeks roving from Wick to Penzance and seemingly
everywhere imaginable in between. With so much having happened in
so little time it is almost impossible to choose the highlight of
the week; was it seeing the membership secretary eating a British
Rail sandwich at 06.15 in the morning or maybe being stood on some
remote station in Northern Scotland knowing the only train you can
catch for two hours has 47420 on the front? Well considering myself
a connoisseur of good music, standing in a British Rail buffet at
02.30 in the morning and suddenly hearing the soothing, heart
warming tones of Adam Ant on a well-worn juke box must, for me, have
been the highlight of the week!