THE MAGAZINE OF THE PENNINE RAILWAY
Renewal of Membership Fee
We would like to thank all those members who have renewed their
subscription to the PENNINE RAILWAY SOCIETY for 2000. It is
not too late to join. Simply send your £4.50 fee, made payable to
the PENNINE RAILWAY SOCIETY, to Tony Caddick,our Membership
Secretary, at the address shown above. By return you will be sent a
FREE 2000 PRS pocket diary.
For any of you who are not rejoining this will be the final magazine
you receive. In these circumstances we sincerely
thank you for your valued support and hope that you may consider
rejoining the Society at some time in the future.
Annual General Meeting
A successful AGM was held at the "Salutation", Doncaster, on Sunday
16 January 2000. All the Committee was re-elected,
with the exception of David Bladen, who asked to stand down from the
Committee. We would like to thank David for all his
work for the Society, and hope that he may be able to rejoin the
Committee at some time in the future, It was decided not to
presently fill the vacancy.
We hope to organise a “get together" during the Autumn, It is likely
that we will visit the East Lancs Railway at Bury,
where we can travel on the trains or visit a local hostelry.
Further details will appear in a future magazine.
A limited number of PENNINE RAILWAY SOCIETY mugs remain. These
celebrated the Society's Silver Jubilee. If
you have not yet bought your mug, please contact David Bladen, who
will be pleased to sell you one.
Father of the Society, Geoff Bambrough, in a quiet time at Chez
Bambrough, was heard to say to long-suffering wife,
Lynne, "don't just sit there, sow something".
Society Chairman, Robin Skinner has moved his work base from King's
Cross to York. He was granted a free transfer.
This, however, has spoiled the Ginger one‘s ambition of being the
first anorak to ride all the pods on the London Eye,
the world’s largest hamster wheel. On the other hand we feared the
first ever case of Big Wheel Rage, with him yelling "get out
of my way, let me pass" to the passengers in the pod in front.
Computer hackers inserted a message on Railtrack‘s website page over
the New Year announcing that all services had been
scrapped between 31 December 1999 and 2 January 2000 due to year
2000 compatibility problems. It was only when it went
on to wish all the sheep in Wales seasonal greetings that a hoax
Takeover Adds More Spice
The takeover of troubled Northern Spirit has been conformed.
Transport operator Arriva has taken over MTL which runs Northern
Spirit's Trans-Pennine Express and South Yorkshire rail services. It
will continue the existing franchises until 18 February 2001.
Services will continue to be operated at existing levels.
Geoff Bambrough tells us that the setting for one of the great
weepies of British cinema is to have its own happy ending. Carnforth
Station, where Brief Encounter was filmed in 1945 was due to be
demolished as part of Railtrack plans to upgrade the WCML.
There are now plans to turn it into a tourist attraction. Geoff says
that film fans travel from around the world to see the station which
provided the main backdrop for David Lean's tale of two strangers
who meet on a railway platform, fall in love, but choose duty. It is
likely that the tea room, where much of the film romance is played
out to be re-opened complete with the bentwood chairs, cast-iron
stove and mahogany counter from the film.
The film, second in the British Film Institute's list of 100 great
British movies, was filmed in Carnforth partly because it was so
remote that film lights would not attract the attention of the
A consortium including Virgin Rail Group, Stagecoach and Railtrack
has unveiled a project, involving 206 mph expresses, as a rival bid
for the ECM franchise operated by GNER. It includes an electrified
spur from Retford to Sheffield slashing joumey times from Sheffield
to London to 75 minutes.
Virgin's 200mph line would run from just south of Peterborough to
Hambleton, near Selby. It would run to the west of the present ECML
as far as Bawtry, when it would cross it and continue to the east.
Trains to Doncaster and Wakefield would rejoin the existing line at
There would be a fleet of trains named VGV's - Virgin Grande
Bus Boss Departs
Transport giant Stagecoach provoked an outcry when it gave new boss
Mike Kinski a £250,000 "golden hello" two years ago. He is now to
receive a £1 m "golden goodbye", or what the City calls a "golden
sod-off". Under his stewardship shares have fallen from 281 p to
Best and Worst
The Strategic Rail Authority has awarded Grade A (best) to Island
Line, whereas West Coast and Cross Country, both run by Virgin Rail,
have been awarded Grade D and Cardiff Railway is the worst with an E
Room on Top
Stagecoach owned South West Trains are proposing to run
double-decker trains if its franchise is renewed in 2003, to reduce
overcrowding. Sutty reminds us of the 4-DD Four Car Double Deck
Suburban Units which operated on the Southern Region 50 years ago.
Numbered 4001 and 4002 the motor brake second sat 55 on the lower
deck and 55 plus 10 tip-up on the upper deck, whilst the trailer
second sat 78 lower deck and 66 upper deck. A major disadvantage of
these units was the length of time it took passengers to detrain.
Extra Trains for Ferry User
More passenger trains are to serve Heysham. From May, North Western
plans to run an extra train to connect with a new daily Sea Cat
sailing to Belfast.
Anglia Heads West
Anglia Railways has secured a £2.8m government grant for its ground
breaking Chelmsford to Basingstoke Crosslink service. It will be the
first train operator to launch a new passenger service outside its
franchise area, in May.
Central Scotland Route to Reopen
Railtrack Scotland is funding a package to reopen the route from
Stirling to Dunfermline via Alloa, a route closed more than 30 years
I am in the process of creating my own Web Page, mainly to give an
up to date picture of the current rolling stock situation on
Britain’s railways. Lists will include Locomotives, Units and
I also intend to devote a page to the PENNINE RAILWAY SOCIETY which
will be loosely based on the 25th Anniversary broadsheet. If any
members have any thoughts on what else could be included would the
please contact me.
The URL for the site is www.abrail.co.uk but it will not be
available for a few weeks (depending on my spare time).
Does any member have a full list of Mark 1 Coaching Stock ? If so I
would appreciate a copy as I am working on a database for these
nearly obsolete vehicles.
Thanks again to those members who provide regular information and
articles for TRANS PENNINE. For those of you who don’t PLEASE
THINK ABOUT IT! - IT IS YOUR MAGAZINE.
by Ian Shenton
Christmas and New Year time Stuart, Malcolm and myself, have a trip
out by rail, usually to London. This year being a bit special we
thought about being spoilt, travelling First Class and having a meal
on the journey. So we sifted through the rail press and train
operators advertising and came up with a day trip to London,
courtesy of Midland Main Line. In their brochure were day trips to
London on 3 early
morning trains from Sheffield, which included First Class travel and
full English breakfast served at your seat for the cost of £32. So a
look at the timetable was needed for the best connections from
Leeds. A date of 8"‘ January 2000 was chosen, departing Leeds at
06:05 and making a connection with the 07:40 Midland Main Line
departure from Sheffield to London St Pancras, A call was made to
the reservation online and bookings made were, to our surprise, we
made a 10% saving for 3 or more persons travelling, making the cost
On the Saturday morning we made our way to Leeds station and joined
the 06:05 Plymouth, an on time departure, and arrival at Sheffield
was made giving us a 30 min wait for the London train, The 8 car HST
arrived from the south, seat reservations were placed throughout the
train and boarding of the train was taken. The train departed on
time and was sparsely occupied, tickets were checked and our first
cup of coffee was served.
We made stops at Chesterfield, Alfreton, and Langley Mill before
arrival at Nottingham. With our seats being in the restaurant car
the stewardess had to pass our places to serve drinks to passengers
joining the train at these stations so we had our cups topped up at
On leaving Nottingham the train was nearly full, the steward took
our order for breakfast, the choice being full English or
The trolley then arrived with the choice of cereal or fruit juice
and more coffee. Then came the breakfast, the plates came piping hot
you could feel the heat on your face. The stewards then proceeded to
fill the plates with
bacon, sausage, fried bread, fried egg, tomatoes, mushrooms and
chips with as much toast as you could eat. The plates were cleared
along with more toast, curly buns (croissants) with a selection jam
and marmalade. After all this was devoured we lay back taking in the
Arrival was made at St Pancras at 10:16, 4 mins early. To make our
way to our highlight of the day via an elongated detour we walked to
Euston to catch a service to Harrow and Wealdstone, which passes
Willesden and Wembley depots.
Whilst waiting at Euston the following locos were observed:
87001, 87006, 87011, 87015, 87017, 87022, 87024, 87026, 90015, 90026
and 90040. On Willesden was noted D9000, and 86229. Wembley Yard the
following were recorded 50002, 50050, 66076, 66086, 66089, 66092,
66124, 66180, 92011, 92014, 92015 whilst at Harrow 86606+86605
passed on a Freightliner. We then caught the next train back to
Euston passing Wembley and Willesden to check that nothing had been
missed. We then by tube to Paddington and onwards to Ealing Broadway
for Old Oak Common and Acton yards.
Passing Old Oak Common we could see, in the distance, withdrawn and
stored locos of classes 31, 37, 47 and 73. On Acton yard were 58033,
59001, 60023 and 66105. Then it was back to Paddington and by tube
to Victoria and Clapham Junction. At Clapham were noted 73207, 73210
on Gatwick’s and in the yard 37602+37605.
Whilst on platform 10 I caught my first sight of why had come to
London, the giant Ferris Wheel on the south bank of the Thames. We
then boarded the next train to Waterloo and on arrival we made our
way to the site of the BA London Eye, It is a really huge piece of
machinery. Then the disappointment- it is not working!, There were
men all around working with hammers and wrenches trying to get the
wheel moving as it did not pass its commissioning in December. The
sights over London must be marvellous from one of the 30+ plus pods
which are as big as single decker buses. We walked along side and
over Westminster Bridge taking photographs, and along Victoria
Embankment to Charing Cross station.
From Charing Cross we travelled by tube to Liverpool Street Station
where, noted on Norwich services were 86217, 86221 and 86235, From
there we went to Hamilton House, a large public house on the south
side of the station. It is a J.D. Witherspoon establishment, and
there is a large selection of hand pulled beers and lagers a few
pence cheaper than normal London prices. Across the road is a Tesco
store where you can
purchase your refreshments for the return journey home.
With Tesco carriers, we made our way to St Pancras and a few more
pints in the Shires Bar. There is a good selection of hand pulled
beers and lagers to chose from although a lot more expensive than
Hamilton House. Our train home was to be the 19:25 direct to Leeds.
You do not have to book your return travel arrangements with the
First Class package. There is no “at seat” service on the return
journey, although tea and coffee is free at the counter. It was an
uneventful journey home with our tinnies, pies, sandwiches and
coffee. A punctual arrival was
made at Leeds at 22:46.
I wish to thank my travelling companions Malcolm, Stuart and Midland
Main Line for an excellent day out.
not just about waving
a green flag
duties of a guard remained unchanged for many years until the
1960's. Since that time, numerous changes have been brought
to bear which has resulted in a guard's duties today being virtually
unrecognisable in comparison to what they were even 30 years ago.
Today, the men and women who carry out these duties are not even
called guards in most instances, Train Manager or Senior Conductor
being two of the common names used. They are very commercially
orientated, being high profile in terms of their revenue protection
activities and their public relations duties. I believe that the
modem "BR" rulebook no longer places the "Guard" in charge of the
train. On a recent trip to
Leeds, I even saw the "guard" helping the buffet staff serving
drinks. 1 couldn't help wondering what some guards of the past
would have made of this.
The guards on the Severn Valley Railway, where I work as a
volunteer, working much the same way as guards did up to and
including the mid 1960's. They are purely operational and act as
safety officers. They are constantly observing signals and speed
restrictions, acting as a third pair of eyes in that regard.
the Guard's Journal which plots the progress of the train against
its booked timings and is a method of recording unusual events and
occurrences, (a kind of equivalent to a "Black Box" in as much as it
is always scrutinised in the event of any incident). The Railway's
state that the guard is the person in charge of the train (I won't
finish off the rhyme since those of you who know it will also know
that it is not printable). Guards on the Severn Valley Railway do
not undertake any commercial duties such as checking tickets nor do
they serve drinks to passengers!
Just over a year ago, I enrolled on the 1999 Guards' course, and the
following article is a chronicle of my experiences.
The course began in January with an initial meeting. This was a
chance for the ten of us who had enrolled on the course to meet each
other and to meet the Guards' Inspectors who would be our tutors.
The syllabus was reviewed and the Inspectors present spent some time
setting out what we were letting ourselves in for. In a nutshell, if
we were going to be passed out as guards, we would need to have a
good working knowledge of the Railways Rules and Regulations, have
an extensive knowledge of the Railway‘s route and
infrastructure,understand the signalling systems used, be able to
shunt at any yard or location along the entire length of the Railway
(16.75 miles), have a working knowledge of rolling stock and be able
to demonstrate our practical ability to carry the duties of a guard.
For those who did not have them, railway medicals were arranged and
personal track safety tests were taken.
The next stage of the course was route knowledge and we spent a very
cold February day being shown around the various station sites along
the line. The object of the exercise being to familiarise yourself
with not only the layout, but also the signalling at each location.
This in itself is no mean feat as the Railway has three heavily
signalled stations at Kidderminster, Bewdley and Bridgnorth, each of
these having in excess of 20 signals. There are a number of other
preserved railways that have one location with a lot of signalling,
but I cannot think of any that have three!
To augment this tuition, we were advised to walk the line and
familiarise ourselves with signalling, gradients, speed restrictions
and landmarks. It is very important that as a guard of a train, you
know exactly where you are at all times. You may, in the worst-case
scenario, have to summon emergency assistance to an accident
of some kind and give a location.
Around Easter of 1999, therefore, I spent three days in which I
walked the length of the line, visiting signal boxes as I went to
ensure I had collected all relevant information and discussing any
operational oddities of a particular station with the signalmen I
Shunting was the next matter to be dealt with and we spent a day in
May in the Yard at Kidderminster learning and getting hands on
experience with screw, buckeye, link and instanter couplings, vacuum
and steam flexible pipes or "bags", British standard and Pullman
gangways, end shields, tail lamps, hand brakes, shunting poles,
brake sticks, dynamos, vacuum cylinders, the list was endless. In
addition, we were also
instructed in the practicalities of train protection and the use of
Whilst all of this was going on, we were, in our own time reading
through the Rules and their Appendices. Because I travelled to and
from work by bus, I was able to do a great deal of this whilst
sitting in rush hour traffic. The amount of information was
considerable and covered all aspects of railway working from the
equipment a guard should carry with to what to do when confronted
with an on train fire.
The theory, rules and route knowledge took about five months
to work through and were rounded off with a group discussion,
guided by our instructors, concerning the things we had learnt.
We all felt that our eyes had been opened to the workings of
the Railway and were already noticing a lot more of what was
going on around us whenever we were on or near the line.
The next stage was the practical training. This involved
working trains with the instructors. Not totally dissimilar from
learning to drive a car, in as much as you may be doing the
business but the instructor is still in control. I won't give a full
account of the things that happened and the mistakes you
inevitably make, but I'll give you a few examples:
Struggling to couple together Vacuum and Steam "Bags" in
the confined space between coaches.
Trying to give the "Right Away" at Hampton Loade before the
token had been handed to the driver.
Leaving my detonators behind at the booking on point when
going to check the train over at the start of the day and running
back to get them, being relieved that they had not fallen into
the "wrong" hands.
All of the above, very valuable learning experiences.
"Put the setter in"
This next incident sums up a great deal of what guarding on the
Severn Valley Railway is all about.
Guards have the ability to apply the continuous vacuum brake
on the train in order to stop the train should the need arise. This
is done by means of the brake valve in the guard’s van, often
known as the "Brake Setter" or more simply the "Setter". The
first time I used one in anger was during a training turn in July.
We were leaving Arley with an up train and I was watching my
train as it moved slowly out of the station when I suddenly
became aware of a noise, my senses focused and I realised it
was a voice. It was in fact the voice of the Signalman shouting
"Guard!! Door Handle! GUARD! DOOR HANDLE!!!" I
suddenly realised he must have spotted a door that was not
properly shut. I dived across the van and banged the Setter
upwards, holding it open for a few seconds. There was a loud
inrush or air and I saw the mercury indication on the gauge
above the Setter drop from 21 " to between 10" and 15”.
Glancing out of the window, we were still moving....... Christ!
I banged the Setter up again and this time held it open until the
gauge registered 0" The inrush of air stopped, the vacuum in
the train pipe having now been destroyed. With wheels
squealing and lots of creaking and groaning, the train lurched to a
standstill ..,. wow!
I screwed down the hand brake (something a Guard must
always do when leaving his van) and stepped out onto the
platform. The Driver, Neil, was making his way up the
platform ramp towards me with the Token in his hand.
"What‘s up Martin" he enquired. "The Bobby's seen a suspect
door" was my response.
The door was checked and found to be OK but the handle was
sitting at an angle. Better to be safe then sorry though.
The next problem was how to get started again. The
locomotive was now on a curve in a cutting beyond the station
and there was no way Neil was going to see me if I was on the
platform side of the train.
"I'll give you the tip from the other side" I shouted, as Neil
made his way back to the footplate. A raised arm was his
response. Well, it worked and we were underway again.
The instructor, who had watched all of this in silence, now
spoke. "Not bad" he said, "You acted quickly and did the right
thing, You even
used your ingenuity when it came to getting
started again and came to an understanding with the Driver
about how you were going to do it. Don't be afraid to really
bang the Setter in though, I noticed it took you a couple of goes
to stop us."
And so onto the exams themselves. These came in four stages,
written, oral, shunting and practical.
The written paper took about four hours to complete. There was
multiple choice, some scenario questions, i.e. what would you
do a question involving the completion of a Guard's Journal, a
question on the signalling at one of' the larger stations and
questions on train headlight codes and railway sketching.
The next stage was the oral. This took approximately one hour.
It covered pretty much the same stuff as the written but it was in
the form of an interview with two of the Guards Inspectors, one f whom being the Chief Guards' Inspector who looked very
sternly over the top of his reading glasses at you when you were
answering his questions, A question he asked me was....
"Your guarding a train between Bewdley and Arley, its night
and its raining hard. All of a sudden, just as you enter the
cutting at Eymore, your train comes to a complete stop. What
are you going to do?"
It was one of those disaster scenario questions, the Victoria
Bridge had collapsed and he put me through my paces about
setting back in section and keeping passengers advised and
contacting signalmen All very mentally exhausting.
His ability to remember events was and still is awesome.
"Where should your hand lamp be when passing through
tunnels?" he asked. "In my hand and lit" was my response.
"Correct" he said "But can you tell me why, on 22 August, you
went through Bewdley Tunnel with it in your hand but it wasn‘t
lit, I know because I saw you, but you didn't see me did you!"
He had a glint in his eye at this stage and proceeded to tell me
that he had an unnerving ability to turn up and catch Guard's
who had developed "bad habits" in the act.
With the oral behind me, it was on to the shunting. The point
here was to demonstrate that we could couple and uncouple
carriages, We all took it in turns to shorten the buffers, lift the
buckeyes, open the jaws of one of the buckeyes, bring the
coaches together, with the aid of an 08 shunter, test the coupling
and then separate the coaches.
Finally, came the "passing out" turn. This was like taking your
driving test. You were the guard for the day and one of the
Guards Inspectors came with you and observed. The day
covered most things from checking your train over at the
beginning of the day and carrying out a brake test, through to
working the train for two return trips of the line and finally,
disposing of the train and locking it up at the end of the day.
My passing out turn was relatively uneventful. The only
incident being having to report the existence of some trespassers
between Kidderminster and Bewdley to the signalman at
Bewdley South. This was achieved by shouting up at the box as
we ran into Bewdley Station. What is it about railways lines that
attract people on to them?
Now as a passed guard reflecting on the training I received, I
can certainly say it has been one hell of an education, and that‘s
coming from someone who thought he knew a fair bit about
railways. When people ask me what guarding is all about, I can
best describe it as a 95% to 5% scenario. 95% of the time
everything is going smoothly and you only have to call upon
5% of your knowledge and experience, However, you have to
be able to use the other 95% almost instinctively when you find
yourself in those situations that occur about 5% of the time.
The motorways south of Leeds had been altered since Chris
and I went to the previous year’s gala at the Middleton
Railway, and I took a wrong turn. I had to double back on
roads quite unfamiliar to me, but soon I picked up the route I
should have been on, and I recognised the exit for the
Middleton Railway; I glimpsed one or two steam locomotives
at Moor Road station, with smoke rising from them.
The Middleton Railway claims to be the oldest standard
gauge preserved railway in the country, and it was certainly the
first one I ever visited. I was living in Leeds in the late sixties,
and one Saturday in September 1967 I went to a gala at the
Middleton Railway; a photograph I took shows North Eastern 0-4-0T No. 1310 in steam. New motorways, roundabouts and
warehouses have made the approach to the Middleton Railway
totally different from the days when I lived in Leeds, but the
old iron level crossing gates on Moor Road were as I
remembered them, and so were the streets of red brick back to
back houses, where I parked, a little further on.
The Middleton Railway’s own stock of tank locomotives is
supplemented by visiting engines for the annual gala. In
September 1998 the visitors were 0-4-0ST No. 51218 and 0-6-0ST “Sir Berkeley”; the newcomer for this year’s event, 0-4-0ST No. 9 “Annie” from the Embsay railway, was waiting
with a demonstration goods train at the level crossing as we
arrived at Moor Road. Soon we had watched it bring its train
over the crossing and into the station approaches with the
Middleton Railway’s own Cockerill vertical boiler locomotive
acting as banker.
Two more steam locomotives were in use that day, and they
provided motive power for the next passenger train on which
Chris and I travelled; 0-4-0T No. l3l0, which I had seen on my
first visit to the line thirty two years earlier, was hauling the
train, and the banker was an 0-4-0ST. Before travelling up the
steeply graded “main line” to Middleton Park halt, the train ran
over Moor Road level crossing - men with red flags holding
back the traffic - and along the branch which once connected
with the former Midland main line. The two coach train with a
steam locomotive at each end moved very slowly alongside
roads through an industrial estate; this line had once enabled
the Middleton Railway to exchange goods traffic with BR.
The surroundings of Middleton Park halt are quite rural,
and the train with its two engines made an attractive picture
standing among trees and bushes in autumn sunshine. Before
returning to Moor Road station, the train travelled a short
distance down another branch, one which led to the original
attractive of the preserved railway, where I went for the gala in
1967. My next visit to the Middleton Railway was in April
1972, and by then passenger services - using goods wagons
and brake vans - were running between Moor Road and
Middleton Park. The premises at Moor Road have expanded
greatly since those days, but the run under the motorway tunnel
and up the gradient to the country end of the line has not
changed so much.
Back at Moor Road, two O-4-0 diesel shunters, and
“Carroll”, coupled up to the passenger train for the next
departure The Cockerill locomotive making clouds of thick
black smoke, backed on to the front, and the train departed as a
most unusual triple header. I watched the man with red flags
hold up the traffic on Moor Road again for the goods train to
cross; “Annie” was at the front, and the other 0-4-OST was
We looked at the engines awaiting repair in the works, or
stored on a siding. 0-4-OWT “Windle” was another of the
locomotives which I had photographed during the 1967 gala,
0-6-0T No. 67 "Gothenburg" was one which I had first seen at
the Worth Valley Railway, and
0-4-OST "Mirvale" which had been hauling trains at the 1998
gala, was one I had originally noted on the North Yorkshire
It was announced that the final departure of the day to
Middleton Park halt would feature all the working locomotives.
There was a delay while the engines were prepared and marshalled, but eventually the train departed as a spectacular
quintuple header, with “Annie”, the other 0-4-OST, No. 1310,
“Mary” and “Carroll” all at work at the front, and the Cockerill
locomotive -as banker putting in another smoky performance It
was, as Chris said, more engine than train, and made a very
photogenic finish to our day at the Middleton Railway.
A few days later, I sorted through some old negatives, and
found the ones I had taken on my first visits to the Middleton
Railway, The 1967 gala was the first time I saw activity on the
line, but I had been to the Middleton Railway one Saturday the
previous October and taken some photographs I had long since
thrown away the black and white contact prints but now I got
enlargements made from some of the negatives. One shows the
Moor Road level crossing; there in 1966 are the iron gates
which are still to be seen, but in the background is a terrace of
old houses which must have been demolished years ago, and
where there is now the station garden and picnic site, in my
picture there is just waste ground. Another photo shows the site.
of Moor Road station itself; then just a rusty track disappearing
into long grass, with another set of iron crossing gates in the
background. A third photo shows the “main line” of the
Middleton Railway running between slag heaps, with a colliery
winding wheel in the middle distance and a connection going
off in the background to join the goods line which used to
connect the ex. Great Northern main line at Beeston with the
former North Eastern route at Marsh Lane; this line through the
southern outskirts of Leeds can be seen in my photo of 1966,
with a footbridge spanning it, but it has now disappeared. I
found it very interesting to compare these scenes on the
Middleton Railway as I first saw it with the activity at the
recent galas, and to see how the line has developed over the
European Rail Focus
No 3. The Netherlands
This was my first Euro System
back in 1981, chasing
EM2’s, and I did, throughout the 198O’s and early l990’s
managing to get back to the NS (sometimes 4 visits per year).
My trips to the NS now happen about once every 18 months.
The Dutch system, also known as the NS(Nederlande
Spoorwegen) is about 70% electrified at 1500V DC, the rest of
the system being DMU operated. Due to the voltage being
different in both Belgium and Germany all the NS electric
locos are internal use only. The only foreign locos on the NS
being Belgium dual voltage class 1100’s and 25/5’s and on the
odd occasion German diesels of classes 215/218.
Access to the system can be made several ways, by Eurostar to
Brussels then onto the hourly Brussels to Amsterdam service,
this being worked by Belgium 1100’s and Dutch stock. By
ferry H0111 Hull to Rotterdam (P&O North Sea Ferries) or
Harwich PQ to Hoek van Holland (Stena Line Fast Ferry).
Eurolines coaches run from Victoria coach station to
Amsterdam (via cross channel ferry or Euro tunnel) and the
usual airlines fly to Schipol from various UK airports, Access
by rail from other European networks can be from Liege to
Maastricht (one of the hilly places in The Netherlands), from
Koln to Venlo via Monchengladbach, Koln to Arnhem via
Emmerich, Hannover to Hengelo via Bad Bentheim. There are
two other routes but these involve units only.
The NS’s own fleet of electric locos consists of some old
Alsthom locos built between 1950 and 1956. These class
1100’s have been modified over the years, the most noticeable
modification being the fitment of “crash noses”, but by the
time you read this these locos may have all been withdrawn.
The class 1200’s, built in 1951 to 1953 in a style similar to
some American loco’s of that period have all been withdrawn
but some have been sold to a private freight operator. These
have been painted and renumbered are still active, also two
examples have been preserved, these two locos may find their
way onto charters or other special trains in the future. One
point of note with these locos is that some of them were
running with spoked driving wheels!
The class 1300’s based on the French class 7100 are the NS’s
large locos, built for heavy freight traffic. Their use on
passenger trains was once fairly common but now this work
has dwindled to the odd service.
The class 1500’s were the main reason for British cranks visits
to the NS, being the EM2’s from the Woodhead line.
Withdrawal came in the late 1980’s but three of these locos
survive today, One of these in the Netherlands, 1501 is
preserved and has worked on various services since its
withdrawal, including timetabled trains such as the last
scheduled Koln to Den Haag service on 27th May 1995, It has
worked several times since then and will work again in the
future. (see railway mags for details). The two other classes of
locos, the 1600’s and 1700’s are almost identical externally,
the class 1600’s now being split about 60%/40% freight/passenger sectors, the passenger locos now being renumbered.
The 1700’s work any of the main line services once powered
by the earlier classes, but also work push/pull mode with
double decker stock on many branch line services, especially
Various styles of EMU’s dating from 1966 to the present day,
are intermixed with the loco hauled services ranging in styles
known as “Dog Head” through to the current “Bison”, these
names coming from the design of the vehicles front end. The
“Bison” EMU’s are 3 or 4 car double decker sets used all over
the system, The latest acquisition to the EMU fleet are double
decker driving motor vehicles for use with the loco hauled double
decker rolling stock thus making more EMU’s.
On the diesel front, the locos date from 1988 to 1995 which are
virtually the same as the emergency locos for the Channel
Tunnel. They have no booked passenger work but have been
known to work on charters, special trains and rescuing failures.
It can be an impressive sight to see three or more of these locos
on some of the freight trains in the Rotterdam area.
Hotel accommodation is available throughout the country with
various prices for rooms etc. Food is of reasonable quality, railway
stations buffets to set meals in some towns. Breakfast
can be interesting, smoked ham, cheese, boiled eggs, several
different types of bread etc, drinks, both tea and coffee can be
had anywhere along with several decent beers.
If you go tourist mode, Amsterdam is the main centre, sights
like the canals, red light district (location details on request).
Rembrandts House and Anne Franks House being two of the
major attractions, another being the tram system which serves
the city. Amsterdam does have its problems, drugs being the
well-known problem. It has been known for total strangers to
ask you if you want to buy (or sell) dubious substances. It's up
to you if you want any but it may not be legal in this country.
“Coffee shops” are well-known points to purchase drugs, it is
said there is a menu for them when you go in. One other
problem I’ve encountered is hotel touts on arrival at
Amsterdam Central station, keep an eye on them and watch
The Netherlands has other attractions in places like Delft,
Zandvoort an Zee, Den Haag, Rotterdam and other major
towns, the list could go on for a few pages.
This system has had, and is still receiving vast quantities of
money spent on it. Flyovers are being built, stretches of line
being quadrupled, new stations being built. For example the
line from Rotterdam to Dordrecht used to run on a raised
section out of Rotterdam Central over a twin track bridge that
had to be raised 3 to 4 times per hour for river traffic. This line
now runs in a four track tunnel under the river doing away with
the delays caused by the bridge. I would not like to guess the
cost of this type of engineering work. BR would have done
well with the money that the Dutch have spent on their system.
See for yourself pay the NS a visit, You ’ll be surprised.
1. Which railway periodical is 60 years
old this year (1999)?
2. Which was the last standard gauge steam loco to haul a
BR passenger service train?
3. Which preserved railway won an award for best timetable
4, What is the name of the proposed Clan class loco to be
5. Which preserved railway as a station named Kirkhaugh?
6. Which Eurostar sets carry advertising for the Beatles film
7. Which class 66 was trialled for cab soundproofing?
8. Who named class 91, 91022 Double Trigger?
9. On which preserved railway would you find Vera Lynn
and Eric Treacy?
10. Which train operating company as had its own beer
Which 3 locos hauled the Kosovo Train For Life?
Which was the first class 92 to work throughout from
Mossend to Dollands Moor?
Which river does Lamington viaduct cross?
Which other No’s did class 81, 81020 carry?
Where can class 20, 20139 be found?
Where was D7672 first painted green?
What is the Route Availability (RA) of new class 67?
On, which preserved railway, are the new class 175 DMU
Where was the main inquiry of the Southall rail crash
Name GWR No 4901.
Which preserved steam loco was displayed in the middle
of a field in August this year?
On which preserved railway is Wootton station?
How many BR standard class 9F were built with Franco
How many stations remain open between Inverness and
What is the gauge of the Great Orme Tramway?
What was the first position held by Nigel Gresley on the
Great Northern Railway?
Name class 60 No 60092
In which year were electric trains introduced the
Manchester Bury line?
Where was the first length of 25 Kv. overhead electric
On what date was the Royal Border Bridge Berwick on
31. What is the length of the Ravenglass & Eskdale railway?
.32. Name class I36, 65236
Between, which stations is Desborough Summit?
In which year was the BR newspaper Railnews first
Who is the present General Secretary of ASLEF?
Which railway had the initials MR&FoDJR?
Which class 47 carried a nameplate beginning with the
What was the first BR standard locomotive to be
Which class B1 locomotive was withdrawn after an
accident in 1950?
What is the length of Alderton tunnel?
Which locomotives hauled The Summer Symphony
railtour of 1999? '
Which class 90 has been painted in GNER colours?
How many seats are there on a class 460 Victoria-Gatwick
Between, which stations is Borrow Beck viaduct?
Where is Flag Lane signal box?
What is the connection between Mrs Hubert Bland and
Who was the minister of transport in 1964?
.Name Clan class No 72001
Who was the General Manager of the Great Western
Railway from 1903-1911?
What was the cost of the January 1950 issue of The
Pennine Quiz No. 99
1. Coronation Scot
2. A diesel Trans European Express
3. The Longmoor Military Railway
4. A Bullied Pacific
5. Western Region "14XX" 0-4-2T
6. Ron Grainer
7. The West Clare Railway
8. Back into the past
9. Decline of Steam
l 1. A Bishop in the C of E
12. L T C Rolt
13. The Worth Valley Railway
14. The North Yorkshire Moors Railway
15. The Severn Valley Railway
16. Five go to Mystery Moor
17. Robert Louis Stevenson
19. W H Auden
20. The Rock Island Line
21. John Betjeman
23. The East Somerset Railway
24. The Tram Engine
25. The Fall of the Tay Bridge
lst. Mr John Dewing (with 100% no less)
2nd. Mr Ken King
3rd. Mr Ian Shenton
Congratulations Gentlemen - The cheques or in the Post.
Light engines seen on the Gainsborough-Barnetby line before
Saturday passenger services have been:~
Jan 08 56007 Jan 15 60097 Jan 22 37798
Jan 29 66052 Feb 05 60097 Feb 12 56055
Feb19 56101 Feb 26 56011 Mar 04 56101
Noted at coal trains at Shirebrook on Jan 26 were 56095 and
On a visit to Immingham on Jan 15 66069 was noted on
Cargowaggons while the depot was host to 08927 37383 37905
56008 56019 56022 56071 56079 56080 56084 56086 56135
60038 60061 60090 and 60097.
The following have been noted at Lincoln:-
Jan 14 60005 and 60017 on Oil
Jan 25 60017 and 60025 on Oil
Jan 27 60022 and 60037 on Oil
Feb 04 60027 and 60042 on Oil
Feb 29 60024 on Oil. 66034 on Cargowaggons
Mar 10 60008 and 60020 on Oil
At Ulceby on Feb 05 60028 was noted with an iron ore train
while 60054 was hauling oil.
On Jan 15 our cycling spotter noted the following on his
Healey Mills 37040 37801 56101 66041
Knottingley 08499 08655 08752 09201 56068 56077 56085
56088 56091 56119 56124 58001 66007 66065 66090 66117
Ferrybridge 59202 59205 66118
On the ECML on Feb 9 the following were noted - 66025/32 at
Peterborough, 56091 on goods at Biggleswade, 08892 at
Bounds Green, 56122 on Cargowaggons at Finsbury Park and
47635 at Kings Cross.
On Feb 12 Anglia liveried 86230 and 86235 were noted
passing south through Doncaster top and tailing the Serco
Track Assessment DMU.
On Feb 16 37040 and 56032 were seen on freight at Eaton
On Mar 03 the late running 07.05 KX/Leeds was noted at
Newark hauled by Belgian liveried 90028.
Noted at Ulceby on Mar 04 were 60024 on oil and 60097 on
On Mar 04 Anglia Rail 86223 was seen on shed at Hornsey
On Mar 08 60055 was in Tinsley Yard while 60055 was noted
at Meadowhall on a stone train.
New Leeds area Class 333 EMU No. 333001 was seen passing
Northbound through Doncaster at around 09.15 on Mar 11 as
part of an Enterprise consist.
Newly painted Class 91 named “Archbishop Thomas Cranmer”
was seen (but partly hidden) outside Doncaster Works on Mar
Noted on BSC Aldwarke workings to Bescot/ Roundwood at
lunchtime have been the following oddments -
Jan 17 66113 After its railtour trip to Redmire.
Ian 19 47348 Tinsley’s Finest - still holding on.
Feb 08 47767 Threatened Res Machine
Feb 16 47786 EWS Celebrity Loco - “Roy Castle”
Feb 24 47726 Another threatened Res
Mar 13 47785 EWS Celebrity Loco - “Fiona Castle”
86217/86220 were noted at Liverpool Street on Feb 03 and
90016 was on the 07.05 KX/Leeds.
Noted at Peterborough on Feb 15 were 56032 56095 58043 and
37412 60015 60076 666012 and on Mar 11 were 56089 56113
66011 66068 66084 66147.
On Mar 14 a points failure north of Doncaster caused delays up
to 45 minutes between 07.50 and 09.00.
Diversions over the S&C on 12 Feb saw 9 loco hauled trains
using the following locos - 47702/763/789/812/843 plus 2 HST
sets. 66132 was noted on the Newbiggin - Drax gypsum
empties. 158751 was on the Glasgow - Manchester Airport
with 158901 on the Leeds - Glasgow.
On a visit to Manchester on Feb 23 one of our members saw
47841 86240 and 90011 at Piccadilly and 86224 86236 and
90014 on Longsight.
Noted at Bristol on Feb 12 were 60023 on china clay slurry
tanks whilst on Feb 14 47805 in lnterCity livery was on Res
duties. The rails are still in situ at the old Bath Road Depot but
it is a job to spot them with trees now growing through the
On Mar 08 Manchester Piccadilly was host to 86222 86225
87008 87011 870023 and 90008, while 08790 and 86206 was
at Longsight and 90037 was seen on freight near Pomona.
Our long sighted spotter viewed the following from the bar of
the “Stafford Arms” pub, alongside Stafford Station, where he
recently spent an hour (only one hour - honest) on 06 Jan.
90023 Southbound Freightliner
47831 10.40 Edinburgh/Brighton
87017 13 .25 Euston/Preston
87014 1 1.50 Glasgow/Euston
86226 14.36 ManPicc/ B’ham New St
87004 14.45 Liverpool/Euston
92016 Southbound MGR’s
8703 1 14,05 Euston/Liverpool
86635/604 Northbound Freightliner
Noted on the “North Wales Coast” expresses have been:
Dec 11 37401 37408 37429
Mar 02 37415 3742137429
Mar 11 37415
Mar 14 37401 37426 37429
Mar 15 37401 37415 37426
Noted at London Euston have been:
Feb 06 86245 87033 87037 90017 90021 90146
Feb 08 90021 and 90026 on sleepers
On Feb 08 Wembley IFT was host to 92006 92023 92025
66079 66123 66178 and on Mar 04 to 92004 92007 92013
92017 92018 92035 with D9000 47881 86206 86261 87010 at
Willesden. The sleepers on that day were hauled by 90032 and
Recent trips by a member to Warrington have produced:
Mar 06 08460 08485 08737 37521 56054 60093 66057
90031 and 47814 on ManPicc/Poole diverted via
Crewe because of a fatal accident at Macclesfield.
Mar 14 08460 08485 08785 37248 37402 37688 37718
37880 37886 47827 60018 60029 66015 66057
66088 66173 90142 92044
On Feb 07 66001 was seen on MGR’s at Johnstone and 37517
and 66095 were noted at Whifflet.
On Feb 08 37419 hauled the 19.50 Fort William Sleepers to
Edinburgh where 90024 took over to Euston. 37419 replaced
37424 which had failed earlier.
On Mar 03 our intrepid Scottish explorer noted 33019 37054
37405 37410 37411 37423 66004 66007 90022 90029 at
Motherwell, 60019 near Lanark, 66048 on MGR’s at
Johnstone, and 66171 on MGR’s at Paisley Gilmour St.
same day between Motherwell and Mossend (including Yard)
were 37427 37610 66026 66108 66141 66187 86609/37 and
92045. The Fort William sleepers were hauled by 37411 and
then 90016 to Euston.
On Mar 04 73204/208/210/211/213 were still soldiering on into
the new Millennium on Gatwick Expresses.
On Mar 11 73205
73206 and 73212 were seen on the service.
Also in the new Millennium LT bus routes
8/ 10/ 1 1/ 12/ 14/ 15/22/23/3 8/73/ 159 are still operated by
“Routemasters” - sample while you can - Routes 10 and 73
serve Kings Cross (sorry Gerry).
At Eastleigh MPD on Feb 26 were 08480 08947 09016 37212
37263 37519 47211 47212 47224 47349 47296 66054 66067
66078 66138 66153 66165 73104 73134 whilst at
Southampton were 47279 47283 47292 47377 57002 57005
On Mar 14 the 08.21 Paignton/Newcastle was cancelled due to
HST failure and shortage of stock. 47839 hauled the Glasgow/Penzance and 47830 was noted on the 22.00 Penzance/Paddington.
On Feb 26 Westbury was host to 59103 60073 66023 66100
6611166121 66155 66174
At the Great Central Winter Gala on Jan 26 steam locomotives
48503 and 92212 were on passenger duty and 61264 was on a
demonstration mail train.
The Mid Hants Railway Gala on Mar 03 saw 45132 (later
failed) D5353 D6525 D6593 37906 and 57011. 80079 was in
steam and working but needed assistance from 37906 on the
gradient. 12049 was giving cab rides from Ropley Station to
Hertfordshire’s “The Wensleydale” Railtour on Jan 15 was
hauled by 86417 from KingsX to York and return. 47749 and
66113 top and tailed the stock from York to Redmire and
On 26 Feb Pathfinder tours “The Weaving Weasel” had an
early start from Sheffield (05.45) and was hauled as follows:
56089 Sheffield/B’ham New St/Oxford
43 108/73 129/60004 Oxford/Eastleigh
08480 Eastleigh TMD/Eastleigh East Yard
60004 Eastleigh/Bristol TM
58036 Bristol TM/Sheffield via Bristol
Arrival at Sheffield was 22.30 (A long day!).
Railtourer “The Settle/Carlisle Scotsman” was hauled on Mar
11 by 47768 to Edinburgh via Settle/Carlisle and Beattock to
Edinburgh return. via ECML. After slogging up to Beattock
Summit with 13 coaches (never have been allowed until recent
years) the train was looped at the summit to allow 86248 to run
past on the 09.05 Birmingham NS/Edinburgh train. The final
insult - 158771 on the 09.47 Leeds/Glasgow also was allowed
past. Edinburgh itself now plays host to brand new 170/4 Turbostar” units on the improved 15 minute frequency
Edinburgh /Glasgow QS services, 170401/5/8/ 13 noted
alongside a filthy collection of l50’s on Fife Circular services.
(Bring back the 117’s - at least they were kept clean).
On the Road to Whitby
by David Bladen
“It’s HOW much?”
I get the impression the lady
on the other end of the phone was a bit taken aback at my reaction
to the price she had just quoted for a week’s self
catering holiday in Malta over the Millennium period. The
Teletext advert offering cheap breaks had seemed very tempting
but as no price was listed, I supposed should have known better.
Our plans to spend the New Year at relatives in London had
fallen through and we were looking for somewhere to go for the
holiday period. Although prices were coming down from the
really rip-off levels of earlier in the year, it was obvious that we
would still be paying over the odds if we wanted to go abroad.
“I’d be happy to go to Scarborough if it came to the crunch,”
“Me, too”, added Alex. “There are some baby sharks at the
Sea Life Centre.”
Oh well, that settles it- baby sharks it is!
Visions of seeing in the New Year with a cold beer under a
warm sun were quietly forgotten and we set about searching for
somewhere a bit closer to home. Happily, a hotel in
Scarborough was offering dinner, bed and breakfast at a
sensible price, and had a family room available. A couple of
nights there, a trip on the North York Moors Railway, then on
to Whitby for a further night and, with a bit of luck, some
decent beer thrown in. Who needs sunshine?
Now, much as I like to get around by public transport (after
all, these articles are supposed to be about where to find a
decent pint near a station), I am sorry to say that the car would
be the only realistic way of doing this trip. As we set off on the
road to Scarborough and Whitby on New Year’s Eve, I did
wonder about how I was going to put this article together.
The first port of call, however, was indeed very near a
station The problem is the station in question is Snaith, which
gets a train about once a ‘blue moon’. Still, if you do find
yourself stranded on the single, very short platform for some
very obscure reason, I recommend the Brewers Arms on
A large comfortable place serving excellent lunches, the pub
is the tap for Old Mill brewery, situated a short distance away in
the town. I was definitely spoilt for choice when it came to the
beers. Old Mill’s entire range was on offer, together with a
couple of special brews to mark the turn of the century.
The major problem about cars is that they don’t generally have
toilets. Linda had made it clear that she wanted to get to
Scarborough before midnight and she was not going to stop at
every lay-by en-route so I could dash behind a hedge. She had
no problem with me trying all the beers, but I would have to
suffer the consequences.
In the end, I opted to try the two specials ‘St Nicks’ and
‘Anniversary Ale’. I couldn’t have drunk much of either, even if
I had had the chance. Both were very drinkable but both had
alcohol contents of more than 6%. Added to that, the enormous
plates of food which passed for a bar meal, and two pints was
As well as excellent food and drink, the pub also boasts one
other feature - a human skeleton (hopefully plastic) which lies
at the bottom of the well that is the centrepiece of the lounge -
Alex was definitely taken with that.
We made Scarborough well before midnight and without too
many stops (thanks, dear?) No real ale to report - the hotel
served only keg beer and I didn’t visit any other
establishments - but we had a thoroughly enjoyable New Year’s
The first Sunday morning of 2000 saw us driving the 20-odd
miles to Pickering to catch the 11.20 train to Grosmont. It was a
cold, grey and damp morning, but the weather did not seem to
deter to the large number of people waiting to catch the train.
Two of the coaches were reserved for a walking group and were
filled with people wearing waterproofs and hiking boots. It
seemed that the idea was now the hangovers had gone, it was
time to get out for some fresh air!
I made my way through the crowds to see what loco would
be hauling us and was quite surprised to see 0-6-2T No. 29
simmering away gently. Built by Kitson, Leeds in 1904 for the
Lambton, Hetton and Joicey Collieries, (whose livery it now
wore) it had had an overhaul completed in 1998 and had made a
few appearances in traffic during 1999.
I had expected something larger to pull such a heavy train
and said as much to a fellow enthusiast who had joined me in taking
photos. He snorted derisively and said, “It'll be alright,
don’t you worry.”
Linda and Alex had managed to find seats in one of the
packed carriages and I went back to join them. The guard’s
whistle blew and the train slowly left the station. As we got into
the hills, the weather started to brighten, but it became apparent
that No. 29 was a having its work cut out dealing with the
relatively gentle gradients up to Levisham.
The two coach-loads of walkers left the train there, but the
reduction in weight had no noticeable effect and despite the
earlier optimism expressed by my friend on the platform, No.
29 was definitely struggling and we slowly lost time on the
severe gradients of the rest of the journey, eventually arriving
some 25 minutes late into Grosmont.
The platform at Grosmont was similarly crowded with
people, this time waiting to catch the ‘Moorlander’ dining train
to Pickering. 4MT 80135 was waiting with the empty stock at
another platform by the signal box and we just had time to get
across the crossing and into the viewing area before the gates
It was cold, clear and calm at Grosmont, and much steam
enveloped both box and loco. It looked as though there was a
cloud moving over the crossing as 80135 moved off, a most
impressive sight. The loco and coaches disappeared into the
tunnel, reappearing a short time later as the train reversed back
to collect the would-be diners standing patiently on the
platform We waited for the loco to depart again, and then
retired to the Station Tavern in search of a bite to eat.
My last visit to the pub was on a Pennine trip many years
ago. I have a slide of our illustrious treasurer, Mr Sanderson,
stood outside the pub, a pint of lager in his hand and his coat
adorned with a bright orange ‘Vote SDP’ sticker. Yes, that’s
how long ago it was! Back then, the pub had been crowded,
both inside and outside, but today the Tavern played host to just
a few people, huddled together in the bar, the ambience not
helped by damp patches on one of the walls.
We did think twice about going in, more so on being told that
they didn’t serve hot food, however, the initial misgivings
disappeared when we were told that Alex would be welcome and if
we didn’t mind waiting, sandwiches could be prepared. No
misgivings about the beer, though. Cameron’s Strongarm was on
sale and very good it was, too.
We decide to return to Pickering earlier than planned and drive
back across to the moors to Whitby while it was still fairly light,
must admit my heart sank when I saw it would be No. 29 hauling us
again. The return journey was even slower and we arrived back at
Pickering some 30 minutes down.
The drive to Whitby was not without incident - we had to stop at
the bottom of one of the steep gradients on the A169 to let the
brakes on the car cool down - maybe No. 29 wasn’t so bad after all!
Eventually, we reached the hotel and, after booking in, made our
way to one of the many cafes that line the quayside for some
excellent fish and chips.
As with our earlier trip to Dublin, there was a film on the hotel
television that Linda and Alex wanted to watch. There was a
plentiful supply of sachets of hot chocolate and biscuits in the
and if I wanted to disappear off in the interests of research, would
please go now, go quietly and lock the door behind me. I don’t need
There are a good many pubs in Whitby, as befits a fishing
village. The three listed in the 2000 edition of the Good Beer Guide
are shown as near the station, so I decided to visit them. The Tap
and Spile is directly opposite the station entrance, on New Quay
Road, and makes a welcome change to the many Tetley's’ and Cameron's’ pubs in Whitby. There were six beers on sale and I
ordered a pint of Hambleton Stallion, quite reasonably priced at
When I sat down, I noticed a poster announcing that Sunday night
is ‘folk night’, and on looking around at my fellow customers,
discovered that most seemed to live up to the stereotypical image of
beards, sandals and chunky/hairy sweaters. (And I am not going to
do the old joke about “and that’s just the women”). I don’t mind
folk music if it’s done well and this lot looked as though they
“Hey Nonney” with the best of them. The resultant caterwauling,
however, just proved the old adage that appearances are deceptive.
Time to go! I can’t really say what the pub was like - I wasn’t in
there long enough!
I sought sanctuary at the Duke of York on Church Street, at the
foot of the steps leading up to the Abbey. Black Dog Special was on
sale and it was excellent. The pub is friendly and comfortable and
has excellent views of the harbour. I was lucky enough find a seat
by one of the windows, though I thought my luck had changed for
the worse when I noticed a music stand in the corner and then saw
two men wander in carrying guitar cases. Happily, they were not
folk musicians but normal customers. Time for another pint then
onto the final stop of the night, the Little Angel on Flowergate.
The GBG says that the Little Angel is a grade 2-listed building,
though I have to say I can’t understand why. A fairly plain exterior
gives way to a plastic interior - fake beams and formica, that sort
thing. It does have an unusual internal window, reputedly dating
back to the l4th century, and now protected by a perspex pane.
Beers on offer were Tetley's Bitter and Black Dog Special. I tried a
pint of the latter and although drinkable, it wasn’t as good as that
served in the Duke of York.
For a brief moment, I contemplated returning to the Duke but
instead made my way back to the hotel, and this being Whitby, kept
an eye out for a dentally-challenged man wearing a cloak. And
whilst I’m on the subject of things that bite, yes, we did see the
No. 8 Modern Railways
Modem Railways, published by Ian
Allan, is £2.95p per Month for 64
pages. Subscriptions are £35.40p for
The current March 2000 edition is
Vol. 57 No. 618 although this would
imply the magazine is in its 57th year. The name Modem
Railways has only been with us since 1962. It was previously
known as Trains Illustrated. Indeed the May 1962 edition has
the title Modem Railways formerly Trains Illustrated
incorporating The Locomotive Carriage and Wagon Review.
Some title indeed! Reference to The locomotive Carriage and
Wagon review went on well into the 1970's and from time to
time over the years lan Allan have used the Trains Illustrated
title for special publications from time to time over the years
and of course Locomotives Illustrated continues to be
produced, each as one offs in the history- of a particular loco.
Today Modern Railways consists of 64 pages and numerous
supplements, including, in the centre of the magazine a 16-page supplement for The Railway Forum/Modern Railways
Innovation Awards. These are six awards given to nominations
from within the railway industry covering; 1) Contracting, 2)
Achievement through Teamwork. 3) Customer Service, 4)
Marketing, 5) Technology, 6) Safety. All buzz words that are
top of the agenda in business today. There is also an excellent
16-page supplement on the Jubilee Line Extension, with some
excellent photographs of the stations. There is also a
conference supplement giving details of the Signal Comm
Europe 2000 Conference in Birmingham.
The main part of the magazine is made up of several regular
sections, articles and features which incorporate News and
views from different sections of the railway industry its politics
and regulations. Headings include Railtalk, Newsfront,
Infrastructure News, Trackwatch, Railfreight, Informed
Sources, Service Please, Forum, 21st Century Ford, Rail
Tourer, Europe View, Moving Wheels, Legal Lines, In
Business, Safety and Alan Williams. Alan Williams has been
writing for getting on twenty years and still the service at
Effingham Junction is not right.
There are also articles on ADTRANZ's smart crash centre.
This is located in the old erecting shop in Crewe Works and
deals with the more difficult accident repairs. 87027 Wolf of
Badenoch involved in the Winsford accident is shown in there.
Another article looks at ROSCO‘s entitled "A ROSCO looks
forward". A further article is evidence of Modern Railways
current link up with The Railway Study Association. Members
of the RSA currently get a free subscription to Modern
Railways). (I hope they print their own magazine as well). The
article covers a recent RSA trip to New York and Chicago.
Over the years Modern Railways has changed considerably,
whilst always aiming at readers who want the professional
modem image. In May 1962 for 2s 6d you could read about,
Locomotive Running Past and Present by Cecil J Allen (I think
Railway Magazine was there before them! !), French Railways,
Modernisation, Making the Western Region Profitable, The
Kings Cross Suburban Diesel Scheme, Multiple Unit
Development on British Railways, Traffic Control on The
Great Northem Part One. All interesting articles.
In the late 60s and 1970s the magazine went very technical,
talking about locomotive performance in high technical
language. It came down off its highbrow perch somewhat in
the 1980s. Throughout the years though it has aimed its
product at the professional railwayman rather than the
Enthusiast and indeed to my knowledge has always been well
read by professional railwaymen.
VERDICT. Modern Railways is probably consistently the best
magazine available for the reader who wants technical,
political, and informative writing about the modern railway
scene, particularly in Britain. The Magazine covers the world
but non-British information is scarce. Many would say it is
more for the professional than the enthusiast.
CIRCULATION: 26,500 per month.
Trips to Derby Locomotive Works
were always a part of the Pennine
fixtures list from the early days of the
society, right up to trips, as we
them, coming to an end. In fact,
from Doncaster and Crewe, Derby
be near the top of the list for number of visits by the Pennine
Railway Society over the years.
Like Doncaster and Crewe, Derby had its own PR/B booking
form colour RED, which I the fixtures Secretary would return
to you having filled in your Provisional booking form PR/A.
All very wonderful In hindsight it was a bit over the top,
however, in its favour was the fact that we received very few
complaints, (usually the only complaints were that people
could not get on the trip because it was full). Thanks to Mike
Bloomer who printed them. Indeed I believe it was a much
better system than any other society had, if indeed they had one
at all. In fact we went through a very successful period in the
late 70s early 80s were nearly every trip we ran was full with a
waiting list. Perhaps we should have been more enterprising
and we would have been running trips all over the world today!
with a bookings system on the Internet. I wonder how www.pennine.org.uk. would have gone down?
The first Derby Works trip I’ve picked out of the box of files
is 6 August 1977. Meet Siddals Road entrance 10.45.
Roger Butcher was on the trip and his notes are as follows:
08 303/456/533/628/695/842/899. 20031/37/62/71/SU 193/198
40 083/117/125/134/141/149/175/179, 44 007/10
07113/30/32/48/64/67/105/10W116/119/120/121/125/127/133/134/146/150. 46 O09/11/19/33/40/42/51.
Unfortunately the list of names is no longer in the file.
However the visit to Derby Works on 28 April 1979
showed 34 on the list all paying 35p apart from Kevin Connell
who paid 37p’??'?. Maybe Kevin knows why he paid 37p - I can't
remember. (Probably, in those days, you needed 3
Liverpool pennies to equate to 35 Yorkshire pennies?) Other
names on the list included Mr K Lynes, K Boothroyd, Tony
Stubbings, R Hall,
R Woodward, John Sanderson, Derek Gee,
Steve Payne, J Tindall, G Dawson, R Richards, J Davis, P
Hooton, B Marshall, M Bloomer, D Whitworth, F Heys, P
Stojanovic and Tony Booth.
In 1980 we ran 4 trips to Derby, January 19, April 12,
September 6 and December 6. The December trip was
memorable in that it was the first trip to include Litchurch Lane
Carriage Works after many requests from members who were
diversifying into coaching stock. We visited the Loco works at
10,00 and the carriage works at 12.00 before retiring into The
Alexandra public house for refreshments.
It was also interesting to note that the cost of both works was
£1.20 in 1980 compared to 35p for the loco works in 1979. (A
comment from the Treasurer recently said, "It was a time of
Mega Inflation"!!) To be fair though the Cost of permits for
Litchurch Lane Carriage Works was high compared to other
The combination of the loco works and carriage works
turned out to be a popular move and the trip was fully booked
with a long waiting list. We took thirty people only as it was
our first visit and we did not know how the guide would react
if we took more. Names on the visit included. John Sanderson,
Dave and Linda Bladen, N Swift, J Tindall, S Barnes, T
Stenbridge, M Bloomer, J Smith, G Dawson, E Plenty and
Miss Barnes, Steve Payne and Diane Woods, D Whitworth,
Roger Butcher, J Glossop, R Richards, R Skinner and Terry
1980 also included a Works open day at which The Pennine
Railway society was represented by a stall. Indeed 6 September
was the 34th Annual Horticultural Show and Open Day. (No,
Dave Bladen didn't show off his Horticultural skills). The file
for this show has on it a good plan of the works with all the
positions of the stalls marked on it. The Pennine stall was No 9
and positioned near the end of the traverser next to The
Britannia Loco Society.
The next year 1981 we were at the open day at the carriage
works. I believe at this time the open days alternated between
the two works. The stand was nothing glamorous just a couple
of pasting boards, The Pennine Railway Society name board
and an embroidered cloth covering the tables which were full
of old timetables, magazines and books donated by members.
Forward Films slides were often part of the stall as were
Transport and General Books. (Now TAG Models). Later we
also took Platform 5 books from Peter Fox on a sale and return
basis. Forward Films is sadly no more, however Jack Davis
was at the first round of the Pennine Shield last year. Good to
see you Jack! (from all the members).
As to the transport to and from Open days for the Society
members who worked on the stall and all the stock and
equipment, well that‘s another story!
Editors Note - I remember a trip around 1977/78 in the
middle of winter where my son and I got as far as far as
Woodall Service Area on the M1 where we had to help dig
several cars out of a snow drift. It was then well past the visit
start time so we turned round and came home. I learned later
that no members of the Pennine Railway Society from east of
the Pennines had made it to Derby. However our intrepid and
wealthy Liverpool member, Kevin Connell, had made it on
time and, by all accounts, was none too pleased about our non-arrival. He enjoyed a personally supervised visit.
The following letter dated 11 October was
sent to Chris Tyas by Hull member Kevin
Guy and, as Chris states, makes all the
I felt I had to drop a line to say how much we enjoyed the 25th
Anniversary event and to thank you for the excellent
I’m sure everyone relished the very tasty lunch in pleasant
surroundings whilst appreciating the opportunity of viewing
the exhibition shed and other aspects of the area.
Let us hope we’ll all meet again in the none to distant for a
similar day out and thank you once again for arranging this
(NB. The committee is currently looking into the possibility of
a “day out” later in the year although maybe not on such a
grand scale as last year)
The Pennine Shield
Congratulations to the victorious Pennine
Shield Team of Paul Sutton, Robin
Havenhand and Captain Caddick. Alter a
titanic struggle at the last round at the
“Sal” (courtesy of Robin “Magnus”
Skinner) our team of triers just scraped over
the line. Thanks are due to the Dore Loco Society and the
South Yorkshire Railway Photographic Circle for making it
such a close and interesting contest.
Members Slide Quiz
The result of this quiz, held at the Sal on February 20th, was:-
1st Chris Theaker
2nd (JOINT) Paul Slater and Paul Sutton (alter sudden death
play off including Tony Caddick).
Tony’s prize for 'finishing 4th is to captain the Pennine team in
this years PENNINE SHIELD. The other winners received
CASH PRIZES! ll
Members Slide Competition
Following an excellent competition on March lst and after
various recounts, the following result was declared by the
returning official - David Whitlam:
Joint 3rd (133 points) - Chris Theaker - Class 117 Heritage
DMU at Princes Street Gardens.
Andy Dalby - 66122 on a freight at Holms.
Tony Brown - 37428 on the “Royal
Scotsman” at Bournemouth.
2nd (134 points) -
Tony Brown - D670O night shot at
lst (144 points)
Tony Brown - 37418 at Chinley on a
Widnes/Earles Sidings Cement Train.
Congratulations to Tony on his “Clean Sweep”. Unfortunately
he suffered for it a little later when Northern Spirit cancelled
his train home - Oh, the price of fame!!
Also many thanks to al our budding “photters” for another
consistently high standard evening of slides. More chances for
everlasting fame available later in the year at the Pennine Slide
Millenium Eve in Sheffield
The last loco hauled train through Sheffield in the 20th Century
was 47844 on the 16.43 York/Birmingham. This same loco
took the honour for being the first working of the 21st Century
on the 12.45 Birmingham-Newcastle closely followed by
47840 “North Star” on the 12.10 Bristol/Newcastle.
All meetings are held at The
Salutation Inn, South Parade,
Doncaster starting at 19.50 hrs on
lst and 3rd Wednesday of the
Wednesday, April 5th 2000
Wednesday, April 19th 2000
Wednesday, May 3rd 2000
Steve Hall “The Deltics”
Wednesday, May 17th 2000
Wednesday, June 7th 2000
Wednesday, .June 21st 2000
To be advised
Wednesday, July 5th 2000
To be advised
Wednesday, July 19th 2000
To be advised
I would like to thank the following for their generous
contributions to this issue:
David Bladen, Tony Caddick, Gerry Collins, Andy Dalby, John
Dewing, Martin Hall, Paul Slater, John Sanderson, Ian
Shenton, and Robin Skinner.
The Summer 2000 edition of TRANS PENNINE is due forpublication by Monday June 26th 2000. contributions for this
edition should be in the Editor’s possession by Monday June
19th 2000 at the LATEST
Xmas Fun Quiz
I hope you all completed the 85
questions (or 84 if you could not
decipher question 54 which
apparently should have read
“Scrounge a baby cooing”,
editor, being an old rocker, got 79
right with help from my daughter
on the new age groups!.
1. Sex Pistols
2. `Black Sabbath
3. Hot Chocolate
4.` Bow Wow Wow
5. Sister Sledge
6. UB 40
7. The Three Degrees
8. Guns and Roses
9. Rolling Stones
10. Culture Club
11. ' Genesis
13. New Kids on the Block
14. Hothouse Flowers
15 . Aztec Camera
16. Simply Red
17. Tears for Fears
18. The Clash
21. Frankie goes to Hollywood
22. 'The Specials
23. Judas Priest
24. Hall and Oates
25. Matt Bianco
26. Right Said Fred
27. Bucks Fizz
28. Prefab Sprout
29. Dexy’ s Midnight Runners
31. Blue Mink
32. Village People
34. Cockney Rebel
35. Atomic Rooster
38. Beautiful South
39. Boomtown Rats
40. Adam and the Ants
41. Band Aid
42. Moody Blues
43. Def Leppard
44. Pet Shop Boys
46. Men at Work
47. Womack and Womack
48. Thin Lizzy
49. Shakespeare’s Sister
50 E L O
Curiosity Killed the Cat
Orchestral Manoeuvres in the Dark
Earth, Wind and Fire
Fine Young Cannibals
Ocean Colour Scheme
Wet Wet Wet
78 Bony M
Middle of the Road
Japan (or Dawn)