No. 118 - Winter 2001
Another chance to spot our
beloved Treasurer following his
favourite hobby. It should not be a problem to work out in
which class he would be travelling!!
Membership Fee Unchanged
With this magazine you will rind a renewal of
membership form. We are pleased to announce that, once
again, membership fees will remain unchanged at £4.50 for
the full year,
We hope you will rejoin the Society in 2002 by simply
completing the renewal form and returning it, with a cheque
for £4.50 made out to the "Pennine Railway Society", to our
Membership Secretary, Tony Caddick at the address shown
on the form.
Annual General Meeting
You are invited to attend our Annual General Meeting which will be held at l2 noon on Sunday 6th January at the
Salutation Inn, South Parade, Doncaster.
This is an 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.
Free 2002 diaries
All members rejoining for 2002 will receive a free
Pennine Railway Society pocket diary, Yet another good reason for renewing
Members are asked to make a note of the meetings
arranged by Robin on the first and third Wednesdays of each
month, held at the Salutation Inn.
The early 2002 programme is shown on pages 11/12
Curtains rise at 20.00 hrs and all are
This will be the final time that Tony Booth will produce
the Trans Pennine magazine.
The committee wish to
place on record their thanks to
Tony for his hard work and dedication in producing such an
excellent magazine for the Society’s membership. We shall miss him.
Details of new arrangements for the
production of the magazine will be advised to members as
soon as they have been finalised.
Arriva Trains Northern
Arriva Trains Northern has been fined a record £2m due to
the number of trains cancelled because it does not have
enough drivers. Despite its abysmal and unacceptable
performance the firm has now been given unprecedented
permission to axe up to 1,000 trains a week out of a total of
11,000 because of its staff crisis.
Many services are replaced by buses, which are cheaper to run. The form took over from MTL Rail in February 2000
but only a short term contract was agreed. It can walk away
(presumably unscathed) in April 2002 unless a new deal is
Wrong Kind of Track
Electrostar 375 trains have been confined to off-peak
duties. 12 car trains in rush hour are too heavy, causing
problems, causing problems with the power supply.
The Connex trains can run with no trouble in lengths of up
to eight cars.
There has been much debate recently over the Transport
Secretary Stephen Byers’ decision to apply to put Railtrack
into administration after refusing to give it more public
money, This sage will no doubt continue endlessly, to the detriment of all
rail users and employees.
Free Entry to NRM
Entry to the National Railway Museum, York, became free
from December lst 2001 in line with a government initiative
to allow free access to Flagship national collections.
Channel Freight Services Slashed
SNCF has cut the number of Channel tunnel freight trains
bound for Britain fro 15 to 5 a day in an effort to combat the
problem of stowaways.
French police can only offer security to SNCF between 0
pm and 3 am from Monday to Friday, No other traffic from
Frethun, near Calais, is being sent to Britain outside these
Kyle Line Closed
The section of line between Strathcarron and Kyle of
Lochalsh has been closed since 20th October 2001.
Due to a
landslide It is not expected to reopen until March 2001.
Brake put on Pendolinos
Virgin’s plans to run Pendolino tilting trains at 140 mph
on the West Coast Main Line have been dealt a severe blow
by the soaring cost of upgrading track and signals.
Railtrack is contracted to deliver the 140 mph system
between London and Crewe by 2005 but Railtrack, now in
railway administration, is unlikely to be able to meet its
Abandoning 140 mph running would save £2 billion
because a sophisticated train control system would no longer
be required. The Pendolinos could still run at 125 mph,
If 140 mph running is abandoned, a further 9 Pendolinos
would have to be built at a cost of .£100m to maintain the
planned number of services.
Freightliner Heavy Haul has ordered a further six Class 66
locomotives to be built by General Motors in Canada.
These 66/6’s will have different gearing to most of the
other Class 66’s which will reduce the maximum speed to 65
mph, This gearing will, however, enable the locomotives to haul much heavier
They are scheduled for delivery in the Spring of 2002.
UK Coal plc has been awarded £438,000 towards the cost
of coal loading facilities and the restoration of the main line
rail connection to Codnor Park Sidings near Ripley in
THE COMMITTEE OF THE
PENNINE RAILWAY SOCIETY
JOIN TOGETHER IN WISHING
ALL OUR MEMBERS, THEIR
FAMILIES AND FRIENDS
A VERY HAPPY XMAS
PROSPEROUS NEW YEAR
THANK YOU FOR YOUR
SUPPORT AND FRIENDSHIP
The Midland Metro
In a previous article for Trans Pennine, I mentioned a visit to
snow Hill station in Birmingham in l959 and also described a journey I made
in l965 over the former Great Western main line through the Black Country
between Birmingham and Wolverhampton when this route was still being used by
Paddington - Birkenhead expresses. At Snow Hill in l959 I saw a variety of
Western Region steam power, and recently I have bought a number of videos
which include many scenes shot at Snow Hill during the last years of steam.
By way of contrast one video shows the new station at Snow Hill, with green
"Sprinters" on Birmingham suburban services, In June 2001 I made a day trip
to Birmingham for the first time in several years, to see the new Snow Hill
station end the reinstated Western Region line, and also to ride on the new
Midland Metro tramway.
I rode through to Birmingham New Street from Newark
Castle, without any changes, on a Central Trains “Turbostar”, then walked
through the city centre to admire the fountains and sculptures in Victoria.
Square before making my way to Snow Hill. The island platform which forms
the terminus of` the Midland Metro stands alongside the tracks at the
southern end of the station, Like the old Snow Hill, the new one is
approached by trains from the south through a tunnel, and the name Great
Western Arcade over the entrance to a shopping mall sited on top of the
tunnel is a reminder of a main line which closed and has now been reopened
as a local railway.
The Midland Metro trains are single vehicles painted in
a. striking livery of scarlet yellow and dark blue. I photographed nos. 05
and12 standing at either side of the island platform, then bought a ticket
from the machine and got on board tram no. 05 for the short ride to
Jewellery Quarter. North of Snow Hill, the tramway runs alongside side the
re-instated railway to form quadruple track, and a green “Sprinter” overtook
tram no. 05 before Jewellery Quarter The station here, with the tram-stop
beside it, stands at the northern end of a tunnel. I alighted from tram no.
05 and photographed tram no. I6 heading into the tunnel en route to Snow
Hill; the tunnel-mouth was a visual reminder of the main line this had once
been. Several scenes on my videos were shot at Hockley, and show steam
trains passing lower-quadrant semaphores at what was the first station north
of Snow Hill, Jewellery Quarter station, a striking modern building with
pyramid-topped towers and a great deal of lass, must stand near the site of
the old Hockley station. I photographed more green “Sprinters” on local
services, and tram no. 11 on the Midland Metro, then boarded the next
northbound tram, buying a ticket to The Hawthorns from the conductor, the
machine on the platform at Jewellery Quarter being out of order.
Hawthorns is a photogenic location, with a tram stop alongside the station,
and the four tracks spanned at :ne south end by a modem footbridge, all
glass and pyramid topped towers, and at the north end by an old three arched
brick built road bridge. Beyond the road bridge the four tracks divide, the
railway swinging away towards Stourbridge Junction, and. the tramway
continuing towards Wolverhampton on the course of the old main line. I saw a
“Sprinter” depart for Shirley and another one for Stourbridge Junction, and
photographed trains 01, 04, 13 and1l4. From the side, the trains appear
mainly blue and yellow, but when approaching or moving away, their scarlet
ends make me think of the Midland Red buses which I can remember as being a
very common sight, not only in the outskirts of Birmingham but over a wide
stretch of central England.
I rode back to Snow Hill; I sat in the middle of
the tram, and my eyes were mainly on the attractive young conductress as she
went about her duties, but I realised that the raised seats at either end of
the vehicle would make a good vantage point for a journey on the Midland
Metro. At Snow Hill, I walked to the northern end of one of the long
platforms, watched tram No O6 departing for Wolverhampton and a green
“Sprinter” arriving en route to Stratford on Avon, and contrasted the new
Snow Hill station with the old one which I could remember from the days of
steam_ Then it was time to make my way on foot to Victoria Square and New
Street station for the three ‘Turbostars" which, with quick changes at
Leicester ~and Nottingham, would take me back to Newark.
A month later, I
made a second trip to Birmingham and the Midland Metro. Again, I left my car
at Newark Castle and travelled straight through to New Street, but this time
I was an hour earlier, and I rode on a Central Trains Class l58 unit. At
Snow Hill, another passenger could not understand the ticket machine, and
asked in to use it first so that he could watch. It took me a minute or two
to work out from the~ instructions, and from my previous visit how to do it,
but then I managed to get a return ticket to West Bromwich Central, my
intention this time being to ride further along the tramway beyond The
Hawthorns, Because of damage to the overhead mower supply, the northern end
of the tramway, where it runs through the streets to the terminus at
Wolverhampton, was temporarily closed, and the trains were running only as
far as Priestfield.
I got a seat at the front of the tram, in the raised
section behind the drivers cab, and enjoyed the view forwards during the
ride to West Bromwich, although a fine wire mesh in the windows either side
of the door leading into the cab meant that I did not attempt any
photography. The day had turned wet, and I admired the view through the
windscreen wipers. No one came to check my ticket, and it appeared that
since my previous visit the trains had ceased to carry conductors_ Beyond
The Hawthorns, the tramway parted company with the railway and followed the
course of the old main line towards Wolverhampton, through grassy cuttings
and under several old railway bridges.
A church spire was visible from the
tram stop at West Bromwich Central, and signposts directed pedestrians to
the town centre The rain seemed to bring out the colours in the ornamental
foliage beside the track. Tram no. I3 arrived and departed for Snow Hill,
and then I got on tram no. 11, bound for Priestfield. Again, there was no
conductor and no working ticket machine. I rode as far as Wednesbury Great
Western Road. The tram stop had a name with historical significance, but it
was outside the town in a nondescript area of warehouses and waste land. A
new depot for the Midland Metro stood beside the tram stop. I remembered the
landscape of` industry, canals and terraced houses through which I had
travelled when I came this way on a Western Region express in l965; little
now remains of that scene.
I got on tram no. 1A for the ride back to Snow
Hill. I sat at the rear of the vehicle, and managed to take a few photos
through the clear glass of the door into the empty cab; tram no. 0l heading
for Priestfield at Wednesbury, tram no. 13 at West Bromwich, tram no. 05 at
Handsworth Booth Street, and a “Sprinter” for Dorridge overtaking on the
parallel track near Jewellery Quarter. The rain had eased off but it came
down again as I walked to the end of the platform at Snow Hill. A chilly wind
blew, the station lamps shone in the gloom, and although it was only four
o’clock on a July afternoon, it felt almost wintry; I could imagine that I
had been to the city to do some Christmas shopping A green “Sprinter”
departed for Stourbridge Junction, passing a white Chiltern Trains
‘Turbostar” moving into the station ready for a service to Marylebone. I was
thinking that I could not expect to see goods trains here, when one came
into sight, and I finished my film with a shot of 66136 running alongside
tram no. 13.
My journey back to Newark allowed me more time for the two
changes than on my previous trip, and a bonus was non stop ride from
Leicester to Nottingham on the "Robin Hood", it was the first time I had
travelled on a Midland Mainline High Speed Train, and it made quite a
contrast with my ride on a. crowded “Turbostar” from Birmingham to
Leicester. I had enjoyed my two visits to the Midland Metro.
Year in Severn
by Martin Hall
Nearly two years ago I
wrote an article about my experiences whilst training to become a Guard on
the Severn Valley Railway. One of the things I have been meaning to do for
some time is to write about my other activities there. When I’m not Guarding
trains I spend my time as a member of Station Staff at Kidderminster Town.
Now this is not just a case of donning uniform and ambling about on the
platform seeing the occasional train out, there are a wide variety of things
to be dealt with at Kidderminster and I shall, in this article, paint a
picture of a typical year. Kidderminster Town is the southern most terminus
of the railway. The preservation society which formed the railway started at
Bridgnorth in 1970 and made their way south. Kidderminster was finally
reached in 1984. Over the years, the railway has evolved from being
Something purely for the railway enthusiast into a form of entertainment for
all. A theme park, if you like, which just happens to be 16.75 miles long
and about 50 to 100 yards Wide. As With most things nowadays, income is best
generated by giving the public what they want and at a price they can
afford. Theme weekends are very much in vogue and Kidderminster Town and
it’s staff play an important role in they key theme weekends run by the
railway. A good many “purists” are not at all keen on the idea of little
blue engines with faces on, for instance, but when you consider that the 1O
key theme weekends account for just over a third of the railway’s income,
the commercial reality is that they are necessary, or dare I say, essential,
to the survival of the railway. Our year will start at the beginning of April
when the railway’s main operating service commences. Trains have been
running during the winter months but on a very reduced service and at
weekends only. At Kidderminster Town we are starting to get ready for the
first "Thomas" event of the year. All of the station’s “Thomas” gear needs to
be brought out of storage, cleaned and repaired as necessary and then put
into place. This typically involves the construction of the “Thomas” Tower
(AKA Sir Topham Hat’s Office) on the platform from where our station
announcer John will operate. His elevated view enables him to keep an eye on
what’s going on and advise the crowds (and I do mean crowds) of things such
as the arrival and departure of trains and the commencement of the next show
involving Thomas and the Troublesome Trucks. The tower is essentially
scaffolding with mock brick panels attached. Next to go up is the Thomas
bunting, all along the platform and outside the station front, At some point
in time a few of us go up the line to gather the “Troublesome Trucks" that
will be used in the display. During the winter they will have been scattered
to the four winds so to speak and can end up in all sorts of different
sidings in the most unusual of` places. We are usually assisted by the
diesel group with one of their locos_ The day starts early and can finish
late but the end result sees us travelling back to Kidderminster Town
triumphantly as a loose coupled goods with all of the required trucks in the
required order...Mission accomplished. Whilst all of this is going on a
vast amount of organisation is going on behind the scenes by our Station
Master, Malcolm Broadhurst He will be arranging everything from sound
engineers to foot-plate crews for Thomas etc. The Spring Thomas event takes
place in the middle of May. The Friday before the first weekend (Each of the
two “Thomas” events comprises two weekends back to back) sees those of us who
can, doing the last minute jobs, These typically include putting faces on
the Trucks and the Brake Van and also the sets of` coaches that will form
the trains that will operate up and down the line during the event. Chairs
also need to be arranged on the platform so that the public can sit down
whilst watching a display. And so to the event itself. The Kidderminster
Station Staff have two main roles, those working the platform seeing trains
out, dealing with passengers queries and those involved in the display. The
latter includes acting as shunters (a task I undertake), playing certain
parts such as the Fat Controller, The Policeman, The Thief. If you want to
know more, why not come and see for yourself. In the melee, it is important
that communication amongst staff is maintained so two way radios are used.
Two very hectic but very enjoyable weekends later and its all over. Then. .,
yep you’ve guessed it. the next couple of weekends are spent taking all of
the Thomas stuff down and putting it back into storage. Immediately this is
done we start preparing for the next big event which tales place at the
beginning of July, the I940’s event. The amount of preparation for this
really does defy all belief You simply have to be there to fully appreciate
it, but let me give you a few pointers. Starting with the station front and
working towards the end of the platforms;
** A mock bombed building is
erected outside the station front complete with gushing water.
** All of the
stations windows have tape applied to them. Criss-crossed.
** Sandbags are
filled and placed on window ledges and piled up either side of doorways.
An ARP’s dug out is constructed from sandbags on the station concourse and
is bedecked in an appropriately ARP type manner.
** The “Thomas” Tower is
moved from half way up the platform to the ticket barrier end and acts as a
sound control and lighting point.
** A machine gun post is constructed in
front of it from, yes you’ve guessed it, more sand bags.
** The cattle dock
area next to the museum is converted into a stage for the big band that
perform during the event.
** The station running in board is obscured with
black out material.
These are the main tasks but there are literally
hundreds of ancillary ones. And whilst all this is going on, the Station
Master is making frantic arrangements with various groups of re-enactors,
military preservation groups, War time tire fighting display teams, owners
of war time vehicles who all want to come along at the event. For the Staff
at Kidderminster Town, the event itself, which lasts now tor two consecutive
weekends, is usually a lot less strenuous than the Thomas event. A small
number of us such as myself will work on the platform seeing trains out. As
this is an event for adults and you are not therefore dealing with lots of
people and even more children, it tends to be a bit less fractious, although
it is very busy none the less. Once again, two way radios are used by staff
as a means of keeping in contact with one another. Other members of staff
take a more participative role and turn out in Home Guard or ARP uniforms
After the event all of the gear has to be taken down and put away into
store. This takes until around the beginning of August and once we've done
that we have the Thomas event at the beginning of September. Everything
that happened tor the event in May has to be repeated all over again so I
won’t go into the details a second time By the end of September, the
second Thomas event has been held and the gear taken down and stored. The
staff at Kidderminster Town have a breather for about a month and then at
the end of October, the preparations begin for the next big event, The Santa
Specials. Once again, there is a vast amount of work to be done. Santa’s
grotto is at Arley and the staff there get stuck in to setting up that end
of the operation. The trains run from Kidderminster Town which is the start
to the Santa “experience” and our job is to ensure that the station is
suitably decorated, This work involves;
** Putting coloured lights up the
entire length of the platform.
** Erecting decorative and lit screens around
the ticket barrier and entrance to the miniature railway.
** Decorating the
booking Hall and the Buffet. Decorating the marquee which is erected to
cover the entire concourse.
** Erecting and decorating the large Christmas tree
which is in the marquee.
During the event itself the staff at Kidderminster
Town work intensively. Passengers book their tickets for specific outward
bound trains to Arley. This is necessary to ensure that the flow of people
arriving at Santa's Grotto is constant and there are no surges. There are I3
trains at half hourly intervals, each booked to a capacity of 375. Our job
is to make sure that the right people get on the right trains and that this
is done in a timely fashion so as not to delay later departures. In short,
it’s a bit like working in an airport;
** Announcements are made (by me on
the “Roving mic") calling passengers to the ticket barrier when their trains
are ready for boarding.
** Staff on the ticket barrier check ticket to ensure
the right people are attempting to board the right train,
** Staff on the platform help passengers with children's’ buggies, assist with loading the
train (that is ensuring everyone has a seat) and see the train out.
** At the
same time there are trains arriving back from Arley and the passengers need
to be guided by announcements to the exit gates and away from the passengers
entering the platform to board trains for their outward journey. In essence
its all about keeping the How of people moving through the station, onto and
off trains so as to avoid congestion. And believe me, there are a lot of
people, nearly 5,000 a day to move around a terminus station with one island
platform. Staff use two way radios to keep in contact with one another and
co-ordinate things and not surprisingly, like the TV programme “Airport”
there are the inevitable dramas; lost children, lost parents, parties
delayed in traffic and in danger of missing their allocated train, lost
property, car parks suddenly invaded by a load of Gypsies, questions fired at
you from ladies you have never seen before in your life such as "Has my
husband got on the train the list is almost endless. Some how. and even we
don't always know how, we manage to keep things running relatively smoothly
for the four mad, mad. mad weekends during the run up to Christmas whilst
this all takes place. At Christmas, we all take a very welcome break from
the mayhem and return in January to...oh yes, you're getting good at
this....... take all the gear down again and put it into storage. This takes
us until the latter part of January and during the winter months things are
a little less hectic, We tend to catch up with some of the other maintenance
jobs that we simply haven’t had time to do until now, Things don’t stay
quite for too long however for by the end of March we have come full circle
through the seasons once again. The trains are starting to run during the
week and we are thinking about the Spring Thomas Event...... Many people ask me whether all of this was what I envisaged
working on a preserved railway was about. Well the answer is obviously no it
wasn’t. However, the sense of satisfaction I derive from this is
incalculable and the spirit of comradeship at Kidderminster I have
experienced is second to none, Sure, I need a break from it every now and
then which is one of the reason I decided to pass as a Guard, but I have
made some very good friends at Kidderminster Town and I am sure that if and
when the cycle of the events comes to an end, the memories these times will
stay with me forever.
A Ghost Story for Christmas an (or not)
by Chris Tyas
Once upon a time there was a rumour going around the Doncaster
Plant Works that there was a ghost which haunted the scrap line behind the
dismantling shop. Most people in the works did not believe the stories, but
one person who did believe the stories was diddy David. Now David was known
throughout the works as the fall guy for many a practical joke. One trick
which was played on him at regular intervals was when he went to the chip
shop at lunch times, he would stand in the queue and as he got near the
front someone would stand on his shoelace. As he was about to move forward,
knowing hill well that his reaction would be to turn round and hurl a volley
of verbal abuse, then the woman behind the counter would throw him out of the
shop for his bad language. One cold December night some of the men were
getting bored so they decided to play a joke on David. First they filled an
old boiler suit with rags and made and head out of muslin cloth's fastened
to it. and They then went out and hung the stuffed boiler suit from the
crane on the scrap line. Next thing was to get David to go out to the scrap
line, but this was not easy to do as he flatly refused to go in case he ran
into the ghost. However, he was told that a loco was waiting tor a part and
it was waiting to go off work’s. Eventually he was off in his little orange
tractor to try and find the part. Immediately he got out of the tractor he
saw the ghost hanging from the crane and he was off like a Deltic from the
Cross, leaving his little tractor with it’s engine running and shouting
“there’s a ghost on the scrap road” to everybody he passed probably not even
noticing that they were all laughing their heads off as the joke was on
David once more Sadly David is no longer with us, having passed away a few
years ago, but occasionally on a dark cold misty night there appears to be a
ghostly headlight on what appears to be an old orange tractor tumbling
along behind the dismantling shop. Perhaps it’s David come back to haunt
some of his tormentor’s but alas the joke is on David once again as nobody
works night’s anymore!
My True Confessions
by Chris Tyas
Perhaps this could
be a regular feature within these pages, providing members are prepared to
submit their own confessions. The editor may consider anonymity I know for a
fact that other members do have similar tales to tell so come on and send
them in. 37410 the elusive Aluminium 100 This story begins at work on Friday
I0/02/89. Whist checking out the TOPS machine I discover that 374l0 has
arrived at Fort William with the sleepers from Euston and is allocated to
work the evening return sleepers, So after work it was home tor a quick bath
and a meal then off out for the weekend, 43109 + 4307l were on the train to
Edinburgh from where I took 47705 to Glasgow Queen Street. Then it was down
the stairs to the low level for an EMU to Dumbarton East tor a visit to a
Good Beer Guide listed pub and the chip shop. Next I caught another EMU to
Helensburgh Central. From here I then walked up the hill to Helensburgh
Upper to wait for 374l0 on the sleeper service to Euston Then it happened.
Out of the gloom along the platform came a man eating a bag of chips Oh no!
It can't be, please not now not when I am so close to scoring my last EE 37
But it was. Yes it's super jinx Neil Webster, why doe’s it always happen to
me. Then into view comes the sleeper, about 40 minutes late and what's on
the front, 37404 In the true words of Victor Meldrew "I don't believe it".
Apparently a freight train heading north had tailed and Fort William shed
sent out the first engine off the line to rescue it, which just happened to
be 37410. At least I scored some new track to Glasgow Central from where
87032 took over for the southbound trip. I left the train at Watford
Junction from where I had 87030 to Crewe. From here I had 37428 to Cardiff
and then the same engine back to Shrewsbury for 47607 to Wolverhampton, From
Wolverhampton I had 87003 back to Crewe tor 900l6 to Manchester Piccadilly
and a l5o to Sheffield, Then 43016 + 43177 home to Doncaster. On arrival I had
travelled 1251 miles and had two new
engines 87032 and 90016, plus some new track, so it
wasn’t too bad after all.
Well I hope that you have enjoyed my confession. If you have please send
in your own, or at least give some feed back to a Member of the committee at
a future Pennine meeting
Quiz No. 107
High Speed Train Silver
Jubilee Prize Quiz
Andrew has kindly donated a copy of the newly
published “HS T Silver Jubilee” book to the
winner of this quiz;
1. In what year did the prototype HSDT appear in public
2. In what year did BR introduce the production HST into
3. What services did BR first turn over to HST sets
4. What were the original numbers carried by the
prototype HSDT power cars
5, In the heyday of HST operations on the ECML the
HST fleet was maintained at 4 maintenance depots -
What were they
6. What was the name of the first power car (No. 43113)
to be named in 1983
7. On 28/11/83 HST power car 43045 was named at
Doncaster Station. What was the name
8. In the summer of 1987 BR agreed to trial 2 power cars
that had been converted into surrogate DVT power
cars. What were the numbers
9. On 01/04/94 the HST fleet was split between two
Rolling Stock Companies. What were they
10. With which class of electric locomotive did the
surrogate DVT power cars work on the ECML
11. On Monday 5/10/81 what services were turned over to
12. Six coaches, two from the prototype HSDT and four from the production series have been converted to be
used in which very important
13 Which 4 main operating companies currently use
HST’s as part of their daily services
14. In the autumn of 1983, after 15 months of problems
with HST power cars, BR decided to start a repaint into 1C livery to become
On which line did the publicity run take place
15 On 25/05/91 solo power 43029 probably worked the
shortest formed HST service ever. Why?
16 What was the name of` the HST service which used to
operate between Kings Cross and Cleethorpes via
17 On 30 08/84 a Western Region power car was named
,after a famous BBC pop music programme. What was
18.What are the 3 different power units used by HST
19 0n Monday 15/05/84 BR introduced an HST service
from Kings Cross to Inverness, also named a power car after the same name
train still carries. What is
20.In the summer 2001 timetable on summer Saturdays
the "Atlantic Coast Express" ran between which two
21. The "Golden Hind Pullman” runs between which two
22. The “Red Dragon” runs between which two railway
23.The “Master Cutler” Pullman runs between Leeds/Wakefield/Doncaster/Sheffield and Chesterfield to
London St Pancras. Which power car
is named "Master
Cutler 1947 - 1997
24. In which other country is there a design closely based
on the LT( HST design)
25.The "Y Ddrgig Cwmreig/The Welsh Dragon" runs
between which two railway terminals
Pennine Quiz No. 106
l. Westcombe Park
4. Norwood Junction
5. Nine Elms
7. Durnsford Road
9. 2.37 Km
11. Bramley West Yorkshire
12. Kings Cross
13. St Pancras
16, 506 yd
18. 21 mins
21. Ripple Lane
23. 528 yds
24. St Pancras
Pennine Quiz No. 106
lst Mr Ken King
2nd Mr John Dewing
3rd Mr Paul Slater
The usual brown envelopes will be in the post!!
Noted at Lincoln during the recent
period have been:
Oct 02 56116 and 56119 on coal. 66056 on oil
Oct 04 60076 on coal. 66603 on oil
Oct 09 60023 and 66604 on oil, 66228 on coal
Oct 11 60087 and 66604 on oil
Oct 15 56018 on coal. 66604 on oil
Oct 16 66250 on coal, 66604 on oil
Oct 17 66111 on coal
Oct 18 56071 and 60027 on coal. 56048 light
Oct 19 60074 on oil. 66026 and 66044 on coal
Oct 24 56073 and 66186 on coal. 60005 on oil
Oct 26 66043 on Ferrywagons
Oct 30 56077 on coal. 66606 on oil
Nov 02 56114 + 60050 on oil. 66129 on coal
Noted at York on Oct 10 were Eurostars 3311/3312 on
the 08.51 Peterborough/York and 11.03 return.
37688 37521 and 37503 were noted working track
laying trains at Beverley station on Nov 11.
Class 66 locos are now cleared for the Hull/Scarborough line and 66237 66041 and 66221 were seen
at Cottingham on Nov 25.
Noted at Didcot on Sept 24 were 66028 66057 60003
60087 and 37706. 47712 was noted on the 23,50 London
Paddington/Penzance which called at Reading, Swindon,
Bath and Bristol TM due to an HST failure on an earlier
Paddington/Cardiff train. The train left at 02.01 and 47712
then failed at Exeter, being replaced by 57601 to Plymouth
where 47815 completed the journey to Penzance, arriving
60 mins late.
Noted at Plymouth on Sept 24/25 were 67015 67018
08499 67007 67013 67026 and 67027. Also seen on
freight workings were 60024 66127 and 60041.
On Sep 30 47816 worked the 21.00 Penzance/Paddington via Exeter Central, Yeovil Junction and
Noted at Bristol Barton Hill on Oct 01 were 67005
67013 and 67028.
At Newport on Oct 26 were 37418 66010 60034 60043
66045 66064 66079 66121 66173 66198 and 66221.
Swindon on Nov 14 was host to 66084 66529 and
Cross Country Services
The last Summer Saturday of loco hauled holiday trains in
the South West of England7f’ Produced the following;
47848 08.05 Liverpool/Paignton
47818 08.58 Paignton/Edinburgh
08 00 Penzance/Paddington
47844 10.00 Paignton/Newcastle
47750 08.48 Penzance/Manchester
47829 12.05 Paignton/Liverpool
47811 11.40 Penzance/Paddington
47701 10.33 Paddington/Paignton
47826 13.05 Paignton/Manchester
47849 08.40 Glasgow/Paignton
Virgin Voyager DEMU’s next summer??. Watch this
On Nov 24 47817 worked the 13.45 Birmingham NS/York (not Newcastle) diverted via Nuneaton and
Leicester due to engineering work. Buses were used
from Bristol to Birmingham and the train left at 14.30
arriving at York 1735, around 90 mins late. The return
working (18.07 York/Birmingham NS) left 30 mins late
due to a fault on 47817.
For the last few months of Virgin class 47 Cross
Country operations 47847 has been repainted in “Large
Logo Blue". 47826 in "Inter City Swal1ow”, 47851 in
“BR Two Tone Green" and 47853 in “XP64” livery.
Well done to Virgin Trains for trying to keep the
enthusiast fraternity happy before the “dreaded Voyagers
take over!! (I remember when Class 47’s were the least loved locos!! Ed).
At Preston on Dec 01 the 12.30 Glasgow/Poole
(starting at Carlisle due to engineering work) was formed
by 86231 with 47847 attached on the rear, 47841 then
took the service forward from Preston.
Preserved Railways, Railtours & Open Days
At Peterborough on Nov 03 90035 was on the “North
Country Boat Express”, taken forward to Harwich by
steam loco 61264. Also noted were 47712 on a
freightliner and 08569 37377 37706 53074 56103 56109
66211 on depot with 66235 in the yard,
The “Cleveland Cleric" Railtour on Sept 22 was hauled by:-
58025 Swindon/York and return
56056 York/Bishop Auckland and return
The same evening FGW liveried 47816 with matching
stock kept the photographers happy when deputising for
a Virgin HST on the 15,50 Newcastle/Plymouth
At the Great Central Diesel Gala on Sept 21 were
D8048 D8098 D7629 37075 25265 D4067 D123 Dl705(47117) and D5850 (all working).
The “Tone Bone” Railtour on Oct 27 was in the hands of:-
58030 Westbury ,»1' Yeovil/Taunton
On Nov 03 the “Nor” by
Nor’ West" Railtour saw action from; 50031 Cardiff/Blackpool North and
return 60073 Blackpool North/St Helens/Sutton Oak branch and return, Normal
punters from Cardiff could enjoy the sights and sounds of the last weekend
of Blackpool Illuminations or go for a tram ride. The last day of the lights
on Sunday Nov 04 saw 32 trams in service in the afternoon. The following day
brought in the sparse winter timetable with just 7 trams in service - Roll
on next summer!! The “Catherine Wheel" Railtour on Nov 17 was hauled by
37685/710 between Crewe and Derby, 66187 then top and tailed with the two
37’s to Sinfin/Kirk Sandal and the Bolsover branch before heading back to
Derby where the 37’s worked the train back to Crewe. The Barrow Hill Open
Day on Oct 06 was host to 73212 31108 25067 D9525 D3066 D9009 D8568 20056
37294 and 08133 (all working). 47798 and 47289 arrived at 15.00 and the
Royal engine was put on static display. Apparently 47289 arrived too late to
work due to completion of drivers working hours, The North Yorkshire Moors
Railway held a “Wartime Weekend” on Oct 21, In steam were 75029 60007 34081
60532 4177 and 29 (34081 failed in the afternoon). The event was well
attended despite heavy rain throughout the day.
A CHRISTMAS PUZZLE
story below there are 20 railway junctions mentioned, but not all are spelt
exactly the same and some only sounding like them, See how many you can
find, Dr Day’s three children Abby, Lea & Tilly had just finished a very
large Sunday lunch when it was suggested they should go for a long old walk.
Lea wanted to go to the engine shed but Dr Day said that it was against the
law. So Abby suggested going to Victoria Park. So they set off walking down
Deal Street. passing the old weavers cottage on the way. Lea said "Look it's
that cat Cliff used to feed over the road". Tilly ran across to play with it
but it was nearly run over by a black car. Her father told her to remember
the green cross code in future when crossing the road. Lea still wanted to
see the trains and told Dr Day that you could see a lot of the engines
through the long hedge down the side of the shed. If you walk under the
railway where it crosses the skew bridge and slopes away down the bank to
the shed. Dr Day said that it was getting very cold. "Even colder than the
North Pole" said Tilly. Let's go home so you can read us a nursery rhyme
said Abby Tilly wanted to hear "Little Bo Peep". but Lea preferred
“Goldilocks and the Three Bears" Upon reaching home the children went and
stood in front of the tire, but father said they should not stand there too
long as their legs would soon go red raw by standing there after being out
in the cold. Well, it had been a grand day and if was Soon time for the
children to go to bed.
Bring Back the Trains
On Saturday November
17th 2001 passengers on the 21.30 Arriva service (Bus) from Bridlington to
Hull had an eventful journey between Beverley and Cottingham. The bus driver
"got lost" three times, having to ask passengers which was the
correct route and did not even know where Cottingham station was situated.
Obviously the bus driver was new to the area and should have taken a "route
learning course" earlier. (John Dewing)
Pennine Slide Competition 3rd
Many thanks to Graham Wade for steeping in at short notice to be our judge. After deliberation over the
final ten slides the result was as
lst Chris Theaker: Early morning sunrise shot of 35005 “Canadian
Pacific" at Birmingham International.
2nd Robert Hay: EWS liveried 37419/411 on a SRPS
Charter at Glen Falloch on the West Highland Line.
Williamson: Amtrak P38/2 loco at Chicago Station (not taken on a Pennine
jaunt I presume) .
Thanks to all who entered slides and to the non-winners
(most of your committee).
Better luck in the March on Members Slide
Huffers and Harwich
by David Bladen
"Huffers" I know about Harwich",
I hear you say. " but what on Earth are huffers?”
All in good time! Some of you may be aware that management of the EWS
container fleet has now landed with me. The containers themselves are
scattered at various sites throughout the country, but the largest
concentration of boxes (nearly 500) is at Harwich.
Why they are there is the
stuff of ancient history and not something I will bore you with, (not when I
can carry on boring you with these articles!, however, having acquired the
responsibility for the things, I decided it was time to inspect a large part
of my empire and arranged a couple of days in the Essex port.
The trip down
to Kings Cross on the 07.30 ‘Yorkshire Pullman’ was its usual humdrum self
and the sweltering, crowded Underground journey round to Liverpool Street
once again confirmed my long-held view that London is a great place to
visit, but no way would I want to live and work there.
If like me, you have
not been to Liverpool Street for a while, are you in for a shock! I’d read
that major redevelopment was underway at the station (and in much of the
surrounding area, thanks to a large quantity of Semtex a few years ago) and
I think it can now be justly described as a shopping centre with some
railway lines attached.
I didn’t have chance to look too deeply at the
changes as the destination board showed there was a 09.30 Anglia Railways
departure to Norwich which would call at Manningtree. With a bit of a
sprint, I made it on to the train and shortly afterwards, 86237 gently
pushed the rake of air-conditioned Mk 2 “coffins” along the platform and out
of the station.
Once clear of the suburbs, the train increased speed and we
fairly rattled along. The driver must have been a bit of a speed merchant as
instead of slowing down for the scheduled stop at Chelmsford, we carried on
straight through the station.
This was something of a shock for four
passengers in my carriage. It turned out they were lawyers on their way to a
case at Chelmsford Crown Court. One went to find the yard while the others
indulged in some frantic mobile phone calls. The trip to see the guard must
have produced results (possibly under threat of legal action‘?), as there
was soon an announcement that the train would stop additionally at Witham to
allow passengers for Chelmsford to disembark.
Arrival at Manningtree was,
surprisingly, on time and with some twenty minutes to wait before the
connecting train left for Harwich, I headed off to a place I had long wanted
to visit, namely, the Station Buffet.
Now the buffet at Manningtree is the
stuff of legend. It has been the subject of a fair few articles in CAMRA's
newspaper, `What’s Brewing’, but surprisingly has not featured in the `Good
Beer Guide` since 1979 I was pleased to see a row of three handpumps on the
counter but they would have to remain off-limits for the time being. Not
only was I on duty, the smell of cooking was making me hungry rather than
thirsty and if truth be known, not even I can drink beer at 10.30 in the morning!
A number of handwritten menus on the walls and a large blackboard
behind the bar extolled the culinary delights on offer. I was curious about
something called a ‘giant breakfast huffer’. Enquiries revealed this was a
large, triangular bread cake that could be filled with various items of your
choice. Bacon, sausage and beans were my chosen fillings and I handed over
After a couple of minutes, something that looked as though it
would give your cholesterol levels a real fright appeared before me.
And very good it was too! I did wonder if I would get through it before the Harwich
train arrived, but I was just disposing of the last fork full as 3I2722
pulled into the bay platform, With a wistful glance at the handpumps and the
comforting thought of" I'll be back”, I made my way on to the platform and
joined the train.
The line between Manningtree and Harwich, or the "Mayflower
Line" as it now appears on advertising posters, is one I had not travelled
on before and the brief journey to Harwich International was spent gawping
out of the windows at the scenery. As we got closer to the port, I caught my
first glimpses of Parkeston Yard and also the two piles of containers I had
come to survey.
Harwich International station struck me as a curious place.
The boat-train platform is flanked by a splendid brick facade (presumably
Great Eastern) behind which is the modern ferry terminal. You then have a
single island platform with digital clocks that don’t work and vandalised
ticket machines. The two are linked by a sheet-metal-clad overbridge with
steep stairs that would not be welcome to anyone struggling with a heavy
Added to this, I was the only person to get off the train and
seemingly the only person on the station. The whole place felt unwelcoming
and I presume it only comes to life when the direct boat-train service from
Liverpool Street arrives.
I called in to see the local EWS yard manager and
then made my way back towards Tip Sidings and the containers.
containers is probably not the world’s most exciting job but it was a lovely
day and there was an opportunity to photograph some of the passing trains. By
four o’clock I’d had enough and I returned to the yard manager’s office for a
very welcome cup of tea before booking off Then it was back on to the 312
for the short run to Manningtree and the promise of a pint. Happily
ensconced back in the buffet, it was finally time to see if the wait had
been worth the while.
Two beers were on offer, Adnams Southwold Bitter and
Greene King IPA, both priced at £1 95. The Adnams was first to be sampled and
it was a smashing pint. I didn’t enjoy the IPA quite as much, but then I’ve
never really been a fan of Greene King’s bitter beers - that said, if you
can find a pub selling a good pint of the KK mild, try it, you won't be
One of the things that struck me as I sat with my beer,
watching the world go by, was that the buffet’s clientele was very varied.
The “morning” customers were not rail passengers but were people from
‘outside` who wanted a good breakfast. By contrast, the `evening` trade
seemed to be composed of rail passengers who regarded the place as a local,
as somewhere to wind down after the day’s tribulations before they went
home. I think it is fair to say many were definitely `regulars`, as each was
greeted by name as they came in.
I could have stopped in there all evening,
however, my hotel was in Harwich, the `couldn’t eat for a week` effect of the
huffer was finally beginning to wear off and I was starting to feel a bit
peckish. Time to go.
312722 was stood in the
bay and I boarded for the third trip of the day, this time to go to the end
of the line.
I’m not sure what I expected to find in Harwich itself but first
impressions were not favourable. A single, rough- riding line from Harwich
International to the small, dilapidated Harwich Town station and rusty,
weed- covered rails branching off towards the site of the old train-ferry
quay, gave the feel of a place that had seen better days. Once outside the
station and into the streets, however, it became evident that there was a
lot if history about the place, with its narrow streets and distinctly
One quick wash-and-brush-up and--a-bite-to-eat later.
and it’s out to explore. The yard manager at Parkeston had told me that at
one time, Harwich had more pubs per square mile than anywhere else in
England and although there are quite a few still in existence, I was
planning to visit just one establishment, the GBG-listed Hanover Inn on
A CAMRA-member colleague of mine had visited Harwich a couple
of weeks previously and recommended the place, and I have to agree with his
judgement as the Hanover is one of those rare places where you feel
comfortable as soon as you walk through the door.
What makes it so? Maybe it's the decor ~ a low, timbered ceiling in the lounge, with brasses and
trophies everywhere and much nautical
Could it be the welcome
from the staff and the regulars? I’m greeted warmly and soon deep in
conversation about what brings me to Harwich. It might have a lot to do with
the beer. As well as Ridley’s IPA and Rumpus, Tolly Cobbold Mild is on sale
at £1.70 and very moreish it is too!
I suspect, however, that it's a
combination of all these plus that well-known but indefinable quality called
As I wander amongst the containers the following morning, I can't help but think that this has been a rather enjoyable business trip
can’t wait to come back!
Locomotives illustrated (LI), was first published in
1974 and is exactly what the title says, about locomotives their design
construction and history in service. If you are looking for similarities
with other magazines, apart from quality of photographs and presentation,
forget it, Ll is very different to your normal Railway Enthusiasts Magazine.
Locomotives illustrated is published six times a year. every other month at
£3.20 per issue; subscriptions are £19.20 per year or £35.20 for two
years. LI is published by RAS Publishing and Printed by lan Allan LI is an Ian
Allen Stable publication along with Modern Railways and, Railway World. However LI is franchised out to RAS. Steam Days is also part of the Ian Allan
stable and franchised out to Redgauntlet Publications.
Illustrated was first published by Ian Allan in 1974, The first edition No l
being "The Royal Scots", the current edition being No 140 "Swindon‘s New
Century Part an edition devoted entirely to locomotives built at Swindon
between 1925 and 1939 This edition has 48 pages packed mainly with black and
white photographs of` Swindon built engines, there is some text but this is
mainly the Editorial and list of` locomotives built in the period at
Swindon. There are also some excellent colour shots, This is in comparison
to Edition No 1 with 40 pages and only colour on the cover and painting
colour in the centre pages but the price was 50p.
Over the years LI has
concentrated on photographic profiles of a particular class of steam
locomotive covering the pacific classes and the locomotive classes of the pre
grouping and big four era. However on the odd occasion it has strayed
(justifiably in my opinion) and edition 17 in about 1978 was dedicated to
In the mid 19705 Ian Allan began to realise that they had a
massive archive of railway photographic material available in their own
right plus the contact with established railway photographers over many
years. So using the Illustrated title used up to 1963 when Trains
Illustrated became Modem Railways, they launched Locomotives Illustrated,
Trains Illustrated, and Modem Railways Pictorial. To this day only Trains
Illustrated survives of the three. However it is interesting to note that
For Edition 1 the picture editor was Brian Stephenson and still today it is
edited by Brian.
VERDICT: If you are interested solely in pictures without
much text and no news whatsoever and want to concentrate on one subject then
LI is for you. Using my own words it is a miniature version of` the Power
series published by OPC. LI is definitely for the steam buff and as steam
buffs have their own loyalties to Gresley Stanier, Bullied and Churchward I
would suggest some would buy selectively rather than subscribe. However LI
does fill a corner of the market very well.
meetings are held at the Salutation Inn, South Parade, Doncaster starting at
2000 hrs on the lst and 3rd Wednesday of each month.
Members Slide Night Bring along a selection of` your slides'
Sunday 6th January
Annual General Meeting.
l6th January 2002.
6th February, 2002
20th February 2002.
6th March 2002.
Members Slide Competition.
20th March 2002.
3rd April 2002.
Peter Gray/Graeme Wade.
"Steam From Denmark to Dyfed"
17th April 2002.
lst May 2002.
Pennine Slide Quiz,
By Tony Smith
l5th May 2002.
Meetings in November 200l had a few technical
difficulties. We apologise for the November 7th meeting
being cancelled at short notice due to the room being
booked for a wedding reception. The 2lst November
meeting should have been Steve Hall but unfortunately he
fell ill with shingles. Steve is now okay and will be part of
next years programme. Thanks to Andy Barclay for
stepping in at short Notice. John Wragg has re-booked for
15th May next year
Thanks to all for your continued support for the Meetings.
Merry Christmas and a Prosperous New Year.
Robin Skinner .....
I would like to thank the following for their generous
contributions to this issue: Andrew Barclay. David Bladen.
Tony Caddick, John Dewing, Martin Hall, Chris Tyas,
John Sanderson, Paul Slater, Robin Skinner
Time for a Change (Part Two)
You will be aware that in the last issue I gave notice of`
my intention to resign the editorship of Trans Pennine
from the end of December 2001.
Response to the request for a new editor has shown a
distinct lack of interest.
IT IS UP TO THE MEMBERSHIP WHETHER THEY WANT A
MAGAZINE OR NOT!!!
I would ask you all to give the matter serious thought
and consider taking on this important (if at times
I would hate to see the magazine
fold after over 25 years of`continuous production.
The Spring 2002 issue oft' TRANS PENNINE is due
for publication on Monday March 25th 2002. Would
contributors please let the editor have their information
by Friday March 16th 2002 - THANK YOU
Inter City 125 - 20 Years on Cross Country Services
by Andrew Barclay
In October 1981 British Rail introduced HST intercity 125 units on the North
East/'South West services covering services between Yorkshire
and the West Country. Further services were turned over to IC125 in November
1981 and January 1982. The services that were converted are
Monday October 5th 1981 Northbound
0700 Bristol TM - Leeds W43166 W41147 W40001 W42258 W42254 W42266
08.20 Plymouth - Leeds W43l70 W14068 W42302 W/42303 W42304 W42305
14.37 Leeds - Plymouth W43165 \/\/44000 W42262 W4226o W42254 W42258 W40001
16.38 Leeds - Bristol TM W13169 W41160 W40004 W42305 W42304 W42303 W42302
The first Sunday services to be converted to 1C125 were:
Sunday October 11th 1981 Northbound
07.40 Bristol TM - Leeds W43170 W44068 W42302 W42303 W42304 W112305
21.49 Leeds - Plymouth W43169 W41160 W40004 W42305 W42304 W42303 W42302
The next batch of` services to be converted to IC125 took place between 1"
November 1981 and 8th November
Sunday November 1st 1981 Northbound
11.25 Reading - Edinburgh W43170 W14068 W42302 W42303 W42304 W42305
The southbound service did not go over to IC125 until Sunday 8” November so
I have recoded the last Southbound Loco hauled train.
11.25 Edinburgh - Plymouth 47515 W812577 W9462 W6131 W6078 W6093 W3415 W1650
W6l28 W6082 W6126 W6l27
The first weekday train service observed was:
Monday 2"d November 1981 Northbound
07.36 Plymouth - Edinburgh W43165 W44000 W42262 W42266 W42254 W42254 W40001
09.50 Edinburgh - Plymouth W43169 W41160 W40004 W42305 W42304 W42303 W42302
No more services were converted until January 1982. Listed below are the
last day of loco hauled trains and the
first day of IC operations .
Saturday 2"" January 1982 Northbound
10.54 Paignton - Leeds 45118 E5658 E5634 E5724 E1874 E3171 E3179 E9421 E9434
10.33 Leeds - Paignton 45131 E9424 E9436 E5180 E1763 E5686 E5676 E5713
Sunday 3” January 1982 Northbound
14.50 Plymouth -York 45077 E9430 E13432 E5053 E4716 E4721 E4896 E4892
16.08 Derby - N. Abbot 45001 W34945 W2612l W25097 W2594l W4777 W26094 W13093
W25952 W26062 W35361
(This train started at Sheffield at 15. 10)
Monday 4"‘ January 1982 Northbound
10.54 Paignton - Leeds W43l67 W44065 W42294 W42286 W42298 W42290 W40003 W41
10.33 Leeds - Paignton W43179 W41165 W40009 W42103 W42101 W421O2 W42100 W44084 W43180
Sunday 10 January 1982
Neither train was viewed due to adverse weather conditions which caused
severe delays and cancellations to all
trains on North East/South West services.
No more train services were converted to 1Cl25 until Monday May 17” 1982
which was the start of the summer
The following 5 pages are a summary of Summer Saturday Locomotive Hauled
Train Services or1 the West
Country, North Wales and Bristol routes from May 26m to September 29” 2001.
lf anyone can help with tilling in the gaps or providing additional
information please contact:-
437 London Road
4 Ladies Spring Court
Ladies Spring Grove
Note for Archive viewers:
These five pages were found virtually impossible to scan due to the
condition of my original sheets.
If anyone is interested, I would suggest you contact either Peter or Andrew,
who may have master copies of these documents.