The Magazine of the
Pennine Railway Society
No. 132 - Summer 2005
We are pleased to announce the following future events:
· Tuesday 12 July 2005 – a re-run of the successful evening visit to Barrow Hill. Again, a preserved bus has been requested to transport members from Doncaster and Sheffield. The bus will leave West Street (near the railway station) at 17.00 and call at Crystal Peaks at 17.45 for a 19.00 start at Barrow Hill.
· Saturday 22 October 2005 – visit to Shildon for the Deltic Day. Travel by shared cars, or make your own way by rail.
· Thursday 15 September 2005 – visit to private premises in Doncaster housing an Aladdin’s Cave of railway relics. Numbers limited. Members made a visit recently on 19 May.
Robin Skinner will have full details of the above events. Early booking for Barrow Hill and Doncaster is advised.
Fill Those ‘RAIL’ Gaps
In the Winter 2004 Trans Pennine we mentioned that the Society has a large number (over 200 issues of RAIL magazine available to raise some funds. Owing to a poor response and lack of storage space we have set a deadline of July 31st 2005 after which any remaining mags from this batch will be disposed of to another railway society or charity.
This is your final chance to fill any gaps in your collection at little cost. The earliest available issue is No. 222 and most of the next 200 issues are in stock. A phone call to Geoff Bambrough would confirm if your requirements are in stock. All donations (suggest approx. 20p per copy) will go into Society funds. NB Buyer must arrange with Geoff for collection of any mags bought either from future Pennine meetings or Geoff’s home.
End of Line for Passenger Password
A bizarre and possibly unique arrangement, whereby if you whispered a password, usually a cartoon character, to a member of staff at Clapham Junction station, you could cut through the station and out of the back, thus avoiding a badly lit and deserted alternative route late at night which runs under a railway bridge on Falcon Road. This route also avoided the ticket barrier!
South West Trains, which runs Clapham Junction, says it has abolished the system because it was being abused by people who did not live locally and just wanted to save cash rather than benefit from the shortcut.
The decision has angered “legitimate” users.
Dear Train Deal
Unions have claimed that passengers will pay through higher fares for one of the biggest rail deals ever, following GNER’s “crazy money” bid for a licence to run the East Coast Mainline.
GNER beat Virgin Trains to win a 10-year licence to continue running trains on the route.
It clinched the deal after agreeing to pay the Treasury £1.3 billion over the 10 years. It has also agreed to invest £75m in new high-speed trains and spend £25m on improving stations. They plan to run extra between Leeds and London.
Terrorism Police Swoop on Spotters
A group of spotters, including the wonderfully named Michael Fidoe, were detained and searched recently at Basingstoke by anti-terrorism police under Section 44 of the Terrorism Act 2000 which allows officers to frisk anyone without the usual need for “reasonable suspicion” that a criminal offence is being carried out.
They were thought to be behaving like a reconnaissance unit for a terrorist cell by taking photographs and noting down numbers.
Home Secretary, Charles Clarke, had placed a Section 44 order on the station because as a “transport hub” it was on a list of possible targets to be monitored during the General Election.
Driver Tommy Farr
Driver Tom Farr, who took Virgin Trains into the record books during a non-stop London to Manchester Pendolino run last year, had a surprise retirement present with the naming after him of 87010.
The first of Hull Trains’ 125mph Class 222 Pioneers has arrived into Kings Cross. The four-car units will come into service during May and the whole of the £24m fleet of four sets will be in service by the middle of June.
They replace the Class 170 Turbostars.
End of Eurostars on GNER
Good news – GNER plan to electrify the line from Leeds to Hambleton Junction. Bad news – they will not renew the contract to hire Eurostar sets after the end of the year. These will be replaced by HST's.
Chiltern Trains ran additional, and strengthened, trains on the Slough – Windsor line on 9 April 2005 to cater for well-wishers attending the wedding of Prince Charles and Mrs Camilla Parker Bowles.
Figures on usage of this additional provision have not been released.
Extra customer service staff were on hand at Slough to help the flow of passengers through the station and crowd control measures were in place at Slough and Windsor and Eton Central. Again, figures have not been released which might indicate whether they had nothing to do.
Members Slide Competition
After a few technical difficulties with the projector (one slide got stuck!!), the result of the competition held on 2nd March was as follows:
1st Andy Dalby 5972 at Hellifield on a charter on 4 December 1999 (printed on front cover)
2nd Glenn Williamson 40145 at Rossington on a charter in January 2005 (printed on back page
3rd Glenn Williamson 60019 at Stainforth on 3 January 2004 (printed on back page)
Congratulations to the winners. We hope to be able to introduce a change in the scoring for next year’s competition. Details will be published in the Winter edition of Trans Pennine and voted on at the AGM.
The first meeting in May saw the welcome return of Tony Smith’s annual slide quiz with the chance for members to show there knowledge (or lack of) on railways in general with this year the added bonus (for some) of a foreign section.
After a close run contest, the result was: -
1st Paul Sutton
2nd Chris Theaker
3rd Martin Fisher
4th Steve Payne (after a tie-break with Chris Tyas)
Many thanks again go to Tony and his magic
laptop for an interesting and educational evening. Your membership
secretary’s lack of knowledge of the London Underground section was
plain for all to see.
Our racing correspondent (and Treasurer!) tells us that 5 extra daily services each way will run between London and York during the Royal Ascot festival, held in York this year between 14 and 18 June because of the redevelopment of Ascot racecourse.
Two of the northbound trains will be designated race day special services and will run non-stop from Kings Cross to York.
My Early Days as a BR Trainee
First of all, I must start this item by crediting Robin Skinner with the blame for me sharing this with you. Now you know… At the time of writing, I have been employed by BR and the various successor companies for over 18 years. A railway enthusiast from an early age, I only ever had a career on the railway in mind all the way through school. I completed my further education with a degree in mechanical engineering and was pleased to be taken on by BR as a “Graduate Engineer Trainee” in September 1986.
In those days, when there was a Director of Mechanical & Electrical Engineering, there existed a well regarded scheme to take engineering students and graduates and give them the necessary experience to become a Chartered Engineer. I had applied to join this scheme as a student, but was unsuccessful, so I was doubly pleased when I got in at the second attempt.
My first day as a railwayman was Monday 15th September. On that Monday morning, I made my way to Watford Junction from where I caught the minibus to BR’s Management Training Centre, “The Grove”, a country house on the outskirts of the town that had at one time belonged to the LMS Railway. The irony was that I had been to Watford Junction many times – if I was bored on my school holidays, it was little over 10 minutes away from one of the stations on the St Albans branch line. I have also lost count of the number of times that I passed the entrance of “The Grove”, often wondering what was there.
As I recall, the others on that week’s induction course comprised four graduates and around twenty students, fresh from passing A-levels. We were educated, or at least given an overview of, how the various bits of BR worked. I recall how BR was organised along the lines of a “Rubik’s Cube”, with the different departments (operations, S&T, etc.) split amongst the regions, but then with further splits between the “Business Sectors”, each of which only comprised a few staff at that time. It was really that long ago, well before “sectorisation” took hold.
The highlight of the week was on the Friday; we were given our travel passes. “All Stations BR”, second class. This made things interesting! On the Friday afternoon, we were all dropped off at Watford Junction. I was just glad to head straight home down the branch line, but others were already eager to explore the network. The shine was rather taken off things, though, with the collision that afternoon between two Class 86-hauled passenger trains at Colwich Junction. Fortunately, none of my fellow trainees were involved.
My second week was spent at the Railway Engineering School at Derby, learning how trains worked. About the only memorable bit was a trip to look at nearby Toton Depot.
These first two weeks were standard for all of
us on that year’s training scheme; from then on, things got a lot
more interesting. After induction training, the general plan
· BREL loco works
· BREL carriage works
Time with a Region (choose any one from five!)
· “Design Appreciation” at the Railway Technical Centre
After that fairly well defined period, you were then slotted in somewhere that matched your preferred career path, still as a trainee, but with the intention of getting a substantive post (i.e. real job) as something like a Senior Technical Officer.
My student colleagues were destined to spend a lot of time in Derby, with metal bashing at a local Tech College, followed by time in both of the Derby Works.
I was exempt from basic metal-bashing, as I had already covered that requirement so I went straight off to BREL at York. This was my “base works” from which I would get all pay and admin support. While looking for my first job, I had applied to BREL but been turned down - now here I was on their payroll!
In October 1986, York had just finished the new build of Class 318 EMUs for the Ayr electrification, there were body shells in the yard for a top-up new build of Class 317s (317 369 – 372), while the main new-build activity at that time was the Class 150/2 DMU fleet. Also under development was the first of NSE’s Thameslink Class 319 EMUs. On the EMU overhaul side of things, there was a slow trickle of Class 313s, each gaining the then-new NSE livery.
Loco hauled coaches were still big business at York too, with Mark 2f stock being refurbished into the “INTERCITY” (red/white stripe) livery and plenty of early Mark 2s and even Mark 1s to be seen. Several early Mark 2s were outshopped in the Provincial Sector “Trans-Pennine” colours.
My training comprised spending a few days in each of the new-build activities, following the trail from the laying of an underframe to the painting of a complete vehicle. Notable at that time was that the Class 150/2 build was not going to plan, with a yard full of bodyshells waiting the fitting of interiors. There is some of my handywork on the underframe of the motor coach of what became 319 001 - I had to hold the bits while they were tack-welded. I also spent time on coach and 313 overhaul. Notable was 313 012 which arrived with crash damage. This was one of the units used on the Euston - Watford “DC” lines, which were shared along part of their length with London Transport’s Bakerloo Line. 313 012 had collided with a train of 1938 tube stock; being of a smaller size, this had penetrated the
front of the 313 without significantly damaging the floor, sides or roof. The cab front was laying down flat on the floor! When spending time on the repair of coaching stock, I heard some of the horror stories about toilet floor on Mark 2abc vehicles - when the plywood and steel flooring had rotted away, it was only the lino that stopped anyone falling out.
One of the options available to the works apprentices was to spend time either toolmaking or model making. Whenever a new type of DMU or EMU was delivered, it was customary to present the “customer” with an O Gauge model. One of the sheet metal bashers from the main works was on secondment to the apprentice school to make these models from flat sheets of brass, while also training the apprentices in the art. When completed, these models were painted in a joint effort between him and the works’ signwriter. They had recently presented a Class 318 EMU to Strathclyde PTE; in the absence of transfers, they had to hand paint the “Strathclyde Transport” logos on the sides. I was told that each logo was different! I was able to spend a day with him, making some cab fronts for a later-build 455 and a 150/2.
When I was not in the works, I was able to make plenty of use of my all stations pass. At the time, West Yorkshire still had a good selection of “proper” DMUs, and these were my particular interest. When riding around on these, particular favourite stations to change trains were Shipley and Bingley. One evening, I was out of the works early enough to claim a ride on an ECS DMU from York Station to Rowntree’s Halt. From there, I recall it formed a through train to Selby. Proper DMUs shared duties with the original Class 141 bendy-buses; these were joined at the end of 1986 by some of the second batch of Class 142s and the Alexander Class 144s.
At the time, the East Coast Main Line was being electrified, so a few Sundays were spent track-bashing some of the diversionary routes. I was friendly with a former fellow student who was doing some post-graduate studies in Glasgow. Her flat was ideally placed for Queen Street Station, with Central being not much further away. That Autumn, almost the entire fleet of ScotRail Class 107 DMUs had been grounded due to a mystery axle problem. I had only “spotted” a small part of the fleet, but a trip to Falkland Yard, Ayr, saw me find all previously unseen vehicles! A bonus was that any serviceable withdrawn DMU cars from the ER and LMR were drafted to ScotRail to act as cover.
After my period at York Carriage Works, January 1987 saw me move over to Crewe, to be educated in the art of locomotive overhaul. At the time, the Class 37 refurbishment was in full flow, while there were also Class 47s being converted to ETH, the last few of the batch that went up to 47 665. The “Melts” area was a scene of much sadness, as there were still a number of Class 40s sat there forlornly awaiting an appointment with the cutting torch.
There were crash repairs in the works, too. I recall 37 416, not long out of the works following ETH conversion, being there after rear-ending the train it was supposed to be rescuing. All that remained of number 1 cab was the roof and the windscreens; ALL of the rest had been cut off back to the engine room bulkhead. Also, the main frame was bent, beneath the radiator grille. The application of some heat and a few jacks straightened her out while a whole new drag box had already been constructed to go back on. Eventually 416 re-emerged as a complete loco.
Not so fortunate was 47 275. The main generator had self-destructed in such a way that the outer casing had separated from the engine bed plate and moved along it, while the armature looked like a bare pulley. All of the copper bits were laying in a heap on one of the side walkways and the engine room sides were dented from the inside out.
As part of my “tour” of the works, I stumbled across a small workshop still making brand new oil tail lamps. One of the large workshops was almost empty, but there was much activity getting ready to build what we now know as the Class 90s and 91s. My time with “Diesel Test” saw me ride from the Works to Llandudno and back in the cab of 47 099 as it took the test train out for a run. As I recall, this loco was in Railfreight grey.
The next phase of my training was “Regional Training”. While still at York I had been called by the BREL Training Department and asked to select a Region. ER was discounted as I had already lived in York; the LMR was out as I was going to live in Derby in due course; SR was out as it was too close to home and not well placed for DMU bashing; WR was also eliminated due to not enough DMUs to chase and not enough going on following the closure of Swindon Works. That left ScotRail- DMUs aplenty, plenty of interesting operations, an interesting loco fleet and the bonus of being close to my then lady friend!
For six weeks, I was based in the Technical Office at Shields Electric Traction Depot. At the time, they looked after the Class 81 locomotives and EMUs of classes 303, 311, 314 and the new 318s. One of my little projects was to check the setting of the door interlock switches on the refurbished Class 303 “Blue Train” units; this took me to sidings in exotic locations such as Corkerhill and Airdrie, while a real treat was to go to Bridgeton. This location had been a terminus station at the end of a short branch line, but had been rendered surplus when the “Argyle” line opened, which featured a new through station underground. The old station served a new role as a carriage cleaning depot accessible via an anonymous door opened with a carriage key.
Another project was to find locations for coasting boards on the newly electrified Ayr line. My role was to ride in the cab of the 318 with a traction inspector; when he identified a location, I had to record the OHL structure number. This took me to all parts of the route, including a special trip to “track-bash” the short Ardrossan Harbour branch.
The local EMU fleet had been fitted with Glasgow area carriage maps printed on Formica-type laminate. These had become obsolete and had been replaced, leaving a large stockpile beneath someone’s desk at the depot. I scrounged a pair for use as placemats on my bedsit table!
My all-stations pass was put to good use, with the twin objectives of chasing the ScotRail DMU fleet and of riding every BR passenger line in Scotland that I had not already done (which was most of them). The locomotive fleet was very interesting at that time, with ETH 37s on the West Highland and Far North routes, other 37s on freight, 20s, 26s and 27s still in evidence and of course plenty of 47s,
with a wide variety of liveries. The various Area Maintenance Engineers were applying their local badges to their allocated locos, with leaping salmon, castles, Highland stags and West Highland terriers adding to the variety.
The Kyle and Far North lines were ridden on, but only with a bit of planning; to get to Kyle, I had to ride the Friday overnight train from Glasgow Queen Street to Inverness then wait for the first Saturday train. To kill some time, I took a walk around Inverness Depot in the early hours, as you do. Wick and Thurso were visited in one day, but only by taking the Friday off; leaving Glasgow in the morning, I caught the lunchtime train through to Wick, then a bus across to Thurso to ride back on the other portion of the train. I got back to Inverness late on the Friday night, riding back to Queen Street on the overnight service. The latter train did not run on a Saturday night, which was why I had to do this trip on a Friday.
After leaving Shields Depot, I was assigned to ScotRail House for a four week period. For three of those weeks I was assisting the Training Engineer on a project, which meant that I was outbased in his training school by the entrance to Eastfield Depot. This allowed a lunchtime treat of a look around, from time to time. The depot stores had a pile of redundant APT memorabilia, some of which I was able to obtain. One treat was the invitation to tag along with a group of trainees doing practical fault finding; this involved a footplate ride on 47 709 “The Lord Provost”, seen at Crewe Works a few months earlier, while it dashed across central Scotland at an indicated 100 mph.
My odd week at HQ saw me spend some time with the DMU Engineer’s team. You may recall a former Class 101 DMU driving trailer that was used as an observation saloon on the Kyle line; I helped to nail the PA system wiring into place…
My final fortnight in Scotland was possibly the best ever. In those days, trainees were scheduled to have “footplate riding experience”; imagine having a “Freedom of Scotland Rover” that allowed you to sit in the front… can you see what I mean?
The first Monday morning saw me ride a 37/4 to Glen Douglas loop with a Traction Inspector; we changed trains and returned to Queen Street, whereupon I was let loose on my own, with the advice “don’t distract the driver and don’t drive the train” recurring in my head. Although it was not possible to get on the footplate of the West Highland steam loco (I did ask!), highlights included 47 665 (again seen a few months earlier at Crewe) from Dumfries to Glasgow Central, 47 541 “The Queen Mother” from Inverness to Aberdeen, 47 006 on a freight from Perth to Cumbernauld, a pair of 20s from Mossend to Hunterston, a return trip on a pair of “Iron Ore” 37/3s and bundling off a 37/4 to go to the chip shop in Mallaig. For my purposes, I was happy to regard Berwick and Carlisle as being part of ScotRail (HST from Queen Street to Berwick and Class 85 on a freight from Mossend to Kingmoor). The West Highland Line had lost all fixed signals but token were still exchanged - swapping token on the move out of the window of a 37/4 was entertaining; the Far North Line was also made available to me and I was even allowed to exchange RETB tokens by radio.
There is a bit of a story about my footplate trip to Wick; to get there for the first train of the day, I had been booked a sleeper berth on the 23.30 Queen Street - Inverness. In those days, there was also a 23.30 Edinburgh - Aberdeen. Both trains conveyed two sleeping cars plus some early Mark 2 coaches as seating accommodation. One sleeper on each went to Inverness and one to Aberdeen; both trains were shunted at Perth to get the right sleeper on the right train. My train had been brought down the bank from Cowlairs by a 37/4, which sat at the buffers. A sister 37/4 was attached to the country end, ready to storm the incline back to Cowlairs, which is, of course, in a tunnel nearly all the way. The Inverness sleeper was the front coach and I took up my position in the leading vestibule with the droplight lowered. At the appointed departure time, we set off and the 37/4 did indeed thrash up the hill, with the tunnel enhancing the aural pleasure. About halfway up, the deafening noise grew even louder as the 37/4 that had been left on the buffer stops overtook us on its way back to Eastfield! In those days, it seemed that the ScotRail Class 37 driving technique was either “nothing” or “flat out”…
After the climax of my three months in Scotland, it was back down to earth with a three week course at the Railway Engineering School, Derby, with more lessons on how trains work. This was followed by “Design Appreciation”, a three month spell in the DM&EE Brakes Section in Derwent House at the Railway Technical Centre. Some of my little projects included a day at Toton Depot assisting with the fitting of a new design of compressor delivery hose and a trip to Eastfield Depot to measure some Class 26 air reservoirs.
Earlier, I mentioned the fatal collision at Colwich Junction; it seems that there was an allegation that the wheel slide prevention (WSP) system had been operating incorrectly on the train that “spadded” and there were some investigations to be done on other WSP-fitted trains to see if these, too were misbehaving. Locations visited included Preston, Romford and Finsbury Park. With the early starts and late finishes on some days, I managed to build up enough extra hours to claim an additional week’s holiday!
At the end of the spell in Derby, it was time to choose my future career path. If the Editor permits, the next instalment will reveal whether I opted for “Technical Centre” or for depots.
Having made a small contribution to the appeal to buy “Flying Scotsman”, I was pleased to see this famous locomotive on display at the Railfest exhibition at the end of May 2004, carrying a headboard “National Railway Museum, York” to proclaim its new ownership following the successful outcome of the campaign. “Railway Magazine”, which had supported the appeal, published an article giving details of the fund-raising, and I received a letter of thanks and a certificate of appreciation. The letter stated that it was hoped to use “Flying Scotsman” to
operate a season of trips from York to Scarborough during the summer, and in due course I received another letter to say that the summer specials timetable had been confirmed and tickets were on sale. The inaugural run on 20 July 2004 was for supporters of the “Save our Scotsman” appeal, and there would then be two trains a day from York to Scarborough and back for the public on every Tuesday, Wednesday and Thursday until the end of August: a Lunchtime Excursion departing from York at 12.05 and an evening Sundowner Special departing at 18.10.
The steam trips to Scarborough proved very popular, and by the time I rang the number given in order to book a ride towards the end of August, the Lunchtime Excursions were fully booked, with places available only on the Sundowner Specials. In view of the distance I had to travel back to Gainsborough after the steam train had returned to York, I had thought that only the 12.05 departure was feasible; but on checking train times, I realised that if I caught a Sundowner Special and managed a fairly tight connection at York afterwards, I could be home by about eleven o’clock. An evening trip to Scarborough would be a novelty, steam locomotives are even more impressive after dark than in daylight, and if I missed my connection at York, after a wait of some two and a half hours the next train, departing just after midnight, would get me back to Doncaster, where I planned to leave my car. A drive back to Gainsborough from Doncaster in the middle of the night before a day’s work was not an attractive proposition, but it was not impossible, and it would - as I told Chris - be a bit of an adventure. I rang the number again, and booked a place on the Sundowner Special for the Tuesday of the following week. I asked the girl I spoke to about the connection at York, and she said that I should catch the train for Doncaster if I dashed.
Telling Chris that if I missed that connection I wouldn’t be home until past one o’clock, I set off for Doncaster after lunch on the Tuesday; going for the Sundowner Special, I had plenty of time to get to York. There had been frequent downpours during August, so I was pleased that the weather was sunny but not too hot for my drive. I got one of the last places in the station car-park at Doncaster, found that the ticket office had moved since my visit to Railfest, and was nicely in time for the next Virgin train north, 220028 “Black Country Voyager”. Heavy showers were building up, and soon rain was beating against the windows; it had stopped by the time I alighted at York, and conditions were good when, along with several other photographers, I watched 4472 “Flying Scotsman” steam in with the returning Lunchtime Excursion from Scarborough, 47854 attached behind the steam locomotive. When everyone had at last alighted from the packed train, I watched 4472 slowly steam away with its eleven carriages to the sidings south of the station. I had my evening meal in the same cafe in the station entrance which I had used after my visit to Railfest.
After “Flying Scotsman” had been turned and made ready for its next duty, it stood for a time on a siding alongside the far platform of the station, where it attracted considerable attention and made an interesting contrast with the modern GNER expresses. I took more photographs of it, with its “Scarborough Flier” headboard, then watched it steam away to collect the carriages from the sidings to the south. At about six o’clock it whistled, expelled a great rush of steam, and chuffed slowly into the station with its long train, 47854 now at the back. I got on board, along with a crowd of other passengers, many women and children among them; this was obviously an excursion aimed at families as well as railway enthusiasts.
The carriages were almost full when the train departed and slowly made its way out of York. Soon speed was increasing, and in golden evening sunshine steam billowed across the fields. All along the line spectators stood and waved, and I waved back at many of them. I was in a carriage near the end of the train, but could still hear the sound of the locomotive working if I stood close to an open window.
The Sundowner Special braked and came to a halt, but was soon on its way again, the engine very audible as it accelerated its heavy load. The picturesque stretch where the line winds beside the River Derwent through the low hills at Kirkham Abbey gave me several opportunities to admire the locomotive steaming hard around the long curves, then the sun disappeared in heavy cloud and rain began to fall. We passed Malton. I noticed how wet the countryside looked, with many fields partly under water. The long line of the Yorkshire Wolds ran parallel to the railway to the south.
The rain had stopped when we passed Seamer and ran into Scarborough. We all alighted, and crowds of us stood round the engine. The train was due to depart in just over an hour for its return run to York. I walked through the town centre to a cliff-top garden which gave me a view of the sea. The light was starting to fade, and it was beginning to rain again. I used a cliff lift, a short but steep funicular, to get down to the promenade, and walked briefly on the beach in warm, gentle summer rain. I got as far as the water’s edge, and then retraced my steps, my eye on the time. I used the lift to get back up to the town centre, had a quick drink in a big pub near the station, and saw the carriages of the Sundowner Special being slowly backed into the platform.
It was dusk when “Flying Scotsman” steamed slowly out of Scarborough. I was now near the front of the train, and could hear the engine well. Crowds of people stood near the station, and along the road out of the town, to watch the departure of’ the train. Soon it was growing dark, and the train was hurrying towards York. I stood by an open window, enjoying the sound of the locomotive and the sight of the steam in the gathering night. I was in a different seat from on the outward journey, and talked to the couple sitting opposite me. They had glimpsed the sea at Scarborough, but had not got as far as the beach; I described my quick trip to the water’s edge. ‘Flying Scotsman” seemed by now to be travelling at a good speed, and the man said that he thought we should arrive back in York early when I expressed my concern about making the connection for Doncaster, his partner replied “if you made it to the beach, you’ll make it to the train!”
And so it proved to be. Before the final slowing for York, “Flying Scotsman” seemed to be going faster than ever through the night, steam roaring from its safety-valves. Arrival was a few minutes early, and the GNER express for Kings Cross, first stop Doncaster was shown on the screens
as running ten minutes late, so I had ample time to go and look at the famous locomotive at the head of the Sundowner Special before crossing to another platform to wait for my connection. When the London train departed from York, 4472 had uncoupled from the special but was still standing at the platform; 47854 had its engines running ready to move the empty carriages. I rang home from Doncaster station and was soon driving back to Gainsborough along almost-empty roads to conclude my evening trip to Scarborough.
No. 28 Manx Transport Review
When I was six in 1962 I was taken by my parents with my sister to the Isle of Man for a holiday. Now I was only six but I had heard a lot about this magical island across the sea because my Grandmother was born on the island in Ramsey, so I was also going to meet lots of Aunties and Uncles I had never met before.
I remember very little about the journey other than we set off very early from Sheffield Midland and caught the morning boat from Liverpool Pier Head under the Liver building. So with that detail and a little help from my parents the British Rail Timetable for June 1962 has come up with the following journey:
Sheffield Midland Dep.: 6.6am
Chinley Arr.: 7.11am
Chinley Dep: 7.33am
Manchester Central Arr.: 8.05am
Manchester Central Dep.: 8.30am
Liverpool Central Arr.: 9.15am.
Isle of Man Steam Packet sailing - 1030 Liverpool to Douglas.
Douglas Horse Tramway - Douglas Harbour to Derby Castle.
Manx Electric Railway - Derby Castle to Ramsey.
If only I had had the foresight to record the haulage probably steam throughout!!
What I do remember is the IOM Steam packet vessel was “Manxman” the last steam boilered ship to be built for the Steam packet and now in a sorry state in dry dock in Sunderland. A group of people are trying to raise the money to restore her to her former glory.
The Isle of Man is a very special place to me not just because my Grandmother came from there but also because it is a working Victorian transport museum with The IOM steam railway, The Manx Electric railway, and the Snaefell Mountain Railway just to name the highlights.
Today I have lost count of the number of visits I have made to the island but one good way to keep up with the transport scene there is to read “Manx Transport Review” published by the Manx Electric Railway Society up to four times a year.
Publication times do vary according to the availability of publishable material. The latest edition purchased during a visit in March to the island to attend my auntie Kath’s funeral is No 84 - winter 2004/2005.
MTR is published in A5 format with colour pictures on the covers and black and white photography throughout. The cover price is £4.95 for 108 pages.
The publication is quite fascinating in that it does not have a contents page but covers just about every form of public transport on the island. The first page is a sort of editorial and the politics of this island, a Crown dependency not part of the UK or Europe, obviously have a hand to play in transport.
The next pages are news of the different systems on the island: Manx electric railway 11 pages, Snaefell Mountain railway half a page, bus and coach news Isle of Man Transport 8 pages (still owned by the IOM government and operated like a Corporation transport undertaking), private bus and coach operator 2 pages, Douglas Horse Tramway 2 pages, Isle of Man Steam railway 11 pages, Groundle Glen railway 2 pages, Shipping news Steam Packet 4 pages and other shipping half a page.
It is interesting to note that The Isle of Man Steam Railway, The Manx Electric Railway, The Snaefell Mountain Railway and the buses are all operated by the government’s transport department.
There then follows fifty plus pages of articles starting with an article on the Manx Electric Railway which on June 21st 2004 had an unusual trailer day, pictures of trailer cars that spent most of their time in the back of the depot but on this day are brought out into traffic.
There then follows an article 10 pages long listing every bus and coach to visit the island in 2003; then 6 pages of pictures of the steam railway, a look back in time; then 9 pages reporting on the ordinary general meeting of the Isle of Man Railway Co.
There is also a Post Box page and a Bookshelf page and with only five adverts in the whole publication what a breath of fresh air compared to magazines published over here, but then that could explain the £4.95 cover price.
VERDICT: If you have an interest in Victorian railways and or transport systems still doing the work they were designed to do then a visit to the Isle of Man is a must for you. But before you go read a copy of Manx Transport Review, it will open up a whole New World on a little rock in the middle of the Irish Sea…
Manx Transport Review is available from Manx Electric Railway Society, PO Box 117, Douglas, IOM, IM99 1JS.
Pennine Observer Notes
April 23 was a red-letter day for enthusiasts at Doncaster – in a splendid hour the following passed through: -
43014/062 – Network Rail Test Train
47703 – L/E from Doncaster RMT off steam charter
31602 – as above
B1 61264 – steam charter
55019 – KX to Edinburgh DPS charter
47709 – northbound charter
The same day saw York play host to 2 steam charters with GWR 4965 ‘Rood Aston Hall’ and 71000 ‘Duke of Gloucester’ doing the business.
Unfortunately Deltic 19 encountered problems with one of its engines on the northbound journey and it was decided not to risk the long trip back on only one engine so the charter with the Deltic still on the back was worked back to KX by 67013.
Recent sightings at Hykeham have been:
Dec 2 60043 on oil train
Dec 14 66074 on Serco train
Dec 23 60012 on oil train
66236 on coal train
Jan 10 66138 on coal train
Jan 11 60027 on oil train
Jan 13 66708 on ballast train
Jan 18 60043 on oil train
Jan 20 66145 on goods train
Jan 25 66139 on coal train
Feb 1 66158 on coal train
66703 on ballast train
Feb 3 66078 on coal train
66610 on oil train
Mar 1 66236 on container train
66703 on ballast train
Mar 3 66047 on container train
Mar 7 66087 on cement train
Mar 8 66151 on coal train
Mar 10 66010 on coal train
66610 on oil train
Mar 14 66192 on cement train
Mar 15 66011 on coal train
66220 on goods train
66704 on ballast train
Mar 17 60002 on oil train
66030 on container train
Mar 21 66144 on container train
66201 on coal train
Mar 31 66225 on container train
Apr 28 60093 on oil train
66221 on coal train
66704 on ballast train
May 3 66035 on coal train
66709 on ballast train
Recent sightings on the Gainsborough - Barnetby line have been:
Dec 1 66218 and 66226 on coal trains
Dec 2 66187 and 66226 on coal trains
Dec 3 66171 on coal train
Dec 4 66026 and 66099 on coal trains
Dec 6 60050 on oil trains
Dec 8 66189 on coal train
Dec 9 60021on oil train
66022 on coal train
Dec 10 60053 on oil train
66214 on coal train
Dec 11 66196 on coal train
Dec 20 60051 on oil train
66049 and 66137 on coal trains
Jan 22 60009+60043+60076 light engine
Jan 23 60003 on goods train
66549 and 66562 on coal trains
Jan 30 66023, 66556 and 66558 on coal trains
Mar 12 66082 on coal train
Mar 19 66182 and 66188 on coal trains
Mar 26 66027 and 66150 on coal trains
Mar 27 66109 on p.w. train
Mar 28 66242 on coal train
Apr 9 60041 on oil train
66134 on coal train
Apr 23 60036 and 66203 on coal trains
Apr 30 60023 on goods train
60036 on coal train
Recent sightings in Lincoln have been:
Dec 15 66553 and 66615
Dec 30 66157
Jan 5 60066 on coal train
Jan 14 66610 on oil train
Feb 8 66048 at Lincoln
Feb12 66226 on weekly scrap train
Feb 15 66017 on hoppers
Mar 11 66145 on coal train
Mar 18 60022 on van train
66137 on coal train
Mar 23 66705 on goods train
Apr 6 66040 on coal train
Apr 18 66112 on container train
Apr 25 60021 on oil train
Apr 27 66052
May 12 66183 and 66713
Recent sightings on the Stainforth - Joan Croft Crossing line have been:
Mar 5 60078 light engine
Apr 2 66029 on coal train
Apr 9 66097 on steel train
Other recent sightings have been:
Jan 7 60019 at Newark
Jan 9 66042, 66194, 66216 and 66527 at Doncaster
Jan 19 66548 on goods train at Sheffield
60036, 66064 and 66247 at Worksop
Jan 25 66128 on ballast train at Cottingham
Jan 26 66123 at Worksop
Jan 29 66568 and 66575 on container trains and 66704 light engine at Weston (near Newark)
Feb 5 66525 on coal train and 66568 on container train at York
Feb 18 60025 on empty MGR's at Newark
Feb 21 66703 at Stow Park
Mar 12 60011 on steel train, 60083 and 66561 on coal trains and 66577 on container train at Dormer Green Crossing (north of Doncaster)
Mar 25 60068 and 66178 on coal trains, 60094 and 66031 on steel trains and 66141 light engine at Church Fenton
Mar 26 66070 light engine and 66503 on container train at Moss
Apr 2 60005 on steel train, 66501 on goods train and 66503 on coal train at York, 66709 at Saxilby
Apr 12 90024 and 90030 on North Berwick services
Apr 14 60041 at Grantham
Apr 16 60032 and 60500 on steel trains and 66542 on freightliner at Massarella’s Crossing (North of Doncaster)
Apr 19 66071 at Langworth
Apr 21 66071 on coal train at Gainsborough Lea Road
Apr 22 90021, 90024 and 90030 on North Berwick services
Apr 23 66219 light engine at Kirk Sandall
66572 on freightliner at Dormer Green Crossing
Apr 28 66607 at Newark
May 4 66561 on coal train at Marsh Lane Crossing, Arksey
May 21 60093 at Langworth
Seen at Peterborough on 3 December were 66704, 66705, 66712 and 66714.
Ex Scot-Rail Class 150s noted on Sheffield/Doncaster services were 150284 (7 December) and 150256 (8 December).
Making a welcome change from the usual ‘Sheds’ the yard at Corus Aldwarke was host to celeb 60081 ‘Isambard Kingdom Brunel’ on 6J48, the morning Scunthorpe/Aldwarke Billet train on 18 January.
Noted at Peterborough on 11 February were 66706, 66703, 66715, 66707, 66702, 60069, 66063, 66087 and 60032.
Locos noted working Liverpool Street - Norwich services have been:
Apr 7 86234, 86232, 90001, 90003, 90006, 90007 and 90012
May 6 86235, 90001, 90002, 90004, 90006, 90008, 90009, 90013 and 90015
May 20 86235, 90001, 90003, 90006, 90009 and 90012
Seen at Ipswich on 7 April were 90041, 57003, 47370, 66533, 66503, 66580, 90047, 66573 and 47316. On the same day 47818, 86218, 86246, 47714 and 60011 were at Norwich.
Noted at Peterborough on 8 April were 66701, 66702, 66704, 66711, 66714, 66085 and 66236.
Seen at Southampton F/L Terminal on 9 April were 08745, 66501, 66538, 66536, 66541, 66610, 57002, 57008, 57010 and 08077.
Noted at Ipswich on 6 May were 57003, 57010, 90042, 90043, 90048, 66536, 66537, 66539, 66542, 66534, 66571, 66573, 47270, 47303 and 57001.
“Heart of Wessex” liveried 153355 was a long way from home when viewed at the Heart of South Yorkshire - Mexborough – on 16 May, probably on its way to Doncaster Works.
Seen at Ipswich on 20 May were 47370, 57008, 57012, 57005, 90042, 90044, 90043, 66543, 66575, 66577, 57003, 66517, 66543 and 66190. On the same day 86218, 86250, 87027, 47200 and 86232 were at Norwich.
Noted at Thornaby Depot on 21 May were 60038, 60081, 60085, 60083, 66023, 66039 and 66049
Seen at Didcot on 5 February were 66029, 66196, 66166, 60089, 66066, 08913 and 08856. On the same day 66603, 66605, 66602, 66511, 66519, 66508 and 08754 were noted at Reading.
Noted at Westbury on 9 April were 66046, 60049, 66128, 59204, 59206, 31459 and 31602.
57605 worked the 23.50 Paddington - Penzance on 6 May (47840 brought the stock from Old Oak Common).
57604 was on the 00.20 Plymouth - Paddington on 21 May. It was attached to 57602 that had bought the train from Penzance. 08645 was on shunter duty at Plymouth.
Locos seen working London to Birmingham / Wolverhampton services have been:
Dec 2 87030, 87012, 87021 and 87023
Dec 3 87035, 87012, 87010 and 87001
(87007 was on the 11.40 Euston - Glasgow)
Dec 10 87030, 87003, 87033, 87023 and 87002
Dec 14 87002, 87003, 87023, 87030, 87001, 87021, 87010
Noted at Rugby on 2 December were 92015, 66210, 47830, 66517, 90027, 90039, 90021, 90030 and 90026. Also seen were 92016, 87015, 87034, 87001, 87010, 57007, 66056, 66233, 66212, 66952, 57313, 66045, 66090 and 66132 in the Willesden/Wembley area.
Seen in the Willesden area on 3 December were 57314, 57315, 87002, 66016, 66219, 66089 and 08847. Also seen were 47810, 47816, 57310, 66506, 66222 and 92015 at Rugby and 66084, 66085, 66040, 66170, 66220, 60100 and 92037 at Warrington.
Noted passing in convoy through Milton Keynes on 14 December were 90013 with 92022, 92023 and 92014.
Seen at Leicester on 29 January were 66217, 66230 and 60017.
Noted between Leicester and Kettering on 1 February were 66011, 66059 and 66201. 57316 was at Derby.
Seen at Leicester on 3 February were 60071, 66104, 66115, 66231, 66133 and 66092.
Locos seen working Wolverhampton - Nuneaton drags have been:
Apr 23 57301, 57303, 57308 and 57310
May 7 57301, 57302 and 57303
May 21 57301, 57302, 57303 and 57312
Seen at Carnforth on 12 April were 57309, 66071 and 66147.
Noted at Sellafield on 13 April were 20312, 20313, 37069 and 37259.
Railtours and Charter Trains
Locos used on charters to the Lincoln Christmas market were:
Dec 3 (VSOE) 67006 and 67008
Dec 4 (VSOE) 66181
(Steam Dreams) 73096 with 47703 as backup
Also 43007+43043 were used on a non-stop shuttle to Nottingham.
Locos seen working on other railtours and charters have been:
Dec 4 (NENTA Traintours) 47355 and 47832
Dec 11 (The Anglian Angel) 37669+37692, 66717, 66547, 92043 and 60010
Jan 22 (Northern Belle) 67005 and 67024
Feb 5 (Hertfordshire charter) 90024
(East-Ender) 37427+37669, 73204+73205, 60094 and 86501
Mar 28 (Hull to Carlisle charter) 57601 and 47854
Apr 9 (The Solent Syphons) 37406, 37401, 60091 and 57002
Apr 30 (The York & Alnwick Flyer) 67025 and 67003
May 21 (The Whitby Flyer) 66074 and 66204 top and tailing
Locos stabled at Leemimg Bar on the Wensleydale Railway on 23 November were 37003, 37275, 37198, 20189 and D2144. The 3 car DMU (51842/59701/51813) was working the service that day.
Locos working at the Great Central Steam Gala on 29 January were 45231, 63601, 7821, 78019, 45305, 4141 and D8098.
Locos working at the East Lancs Railway Steam Gala on 16 April were 92214, 45337, 71000 and 44422.
Locos used at the Peak Rail Diesel Gala on 23 April were 44008, 31270, 08016, D2284, 03099 and D2953.
Locos working at the Great Central Railway 1960s Gala on May 2 were D5830, D8048 + D8098 and steam locos 63601 and 78019.
Locos used at the West Somerset Railway Gala on 7 May were 37190, D6566, D7523, 7017, D9526, 31271, 73204, 73205, D3462, D2133 and HST 43094/43123. 73209 and 03119 were also there but not working.
Steve Payne saw a Janus loco ex Corus heading towards Lincoln on the back of a lorry on April 18, an industrial loco at Cottam Power Station on May 9 and a Class 66 hauling two Electrostars northbound near Retford on May 19. Steve wants to know if anybody can identify any of these?
ALL OUR YESTERDAYS
Day trip to Carlisle on Saturday 16th February 1985
When there was no such word as Voyager or Pendolino all trains were either loco-hauled with diesel or electric locomotives and heritage DMUs. Train to Carlisle was via the Settle & Carlisle line.
07.38 HULL to CARLISLE return on 16.35 CARLISLE to HULL, which was a pair of Class 31/4s hauling a rake of Mk 1 coaches: 31409, 31432, 7940, 34533, 18988, 18570, 18362, 18749, 18861, 7637, 34538, 18425.
In Carlisle station and sidings were the following locomotives, DMUs, parcel vans and Sleeping Car. 37031, 27045, 26042, 47009, 27063, 37194, 20068, 81014, 86235, 85038, 20075, 08759, 08912, 85005, 86035, 47539, 54244/53952, 51223/54439, 53987/54270, 53959/54243, 54406/53220, 53957/54236, 51214/54379, 93939, 93331, 84472, 94176, 94239, 94338, 94335, 94366, 94899, 94647, 93702, 93462, 93478, 93081, 10565.
Carlisle Kingmoor TMD.
Locomotives on depot were: 85017, 86327, 25307, 47465, 25313, 25209, 08910, 08447, 08911, 08428, 08808, 47539, 20156, 20097, 85032, 86039, 40060, 08690, 47419, 86246. DMUs on depot were: 53071/59616/53101, 54239/53958, 54256/53982, 53245/53962, 54265/53954, 54241/53963, 54240/53960. Vans on depot were: 92247, 92211.
Passenger train observations are as follows.
07.45 Euston to Glasgow Central 87027
12097, 12046, 12103, 12155, 12065, 10024, 11013, 3385, 92166.
07.30 Aberdeen/10.45 Glasgow Central /10.34 Edinburgh to Penzance 86249
81334, 17147, 5767, 5814, 5813, 1947, 17157, 5758, 5834, 5903, 5901, 92038.
11.10 Glasgow Central to Euston 87007
92229, 11043, 11030, 1729, 12064, 12042, 12041, 6105, 6165.
07.27 Nottingham to Glasgow Central/Edinburgh 86318
17127, 5878, 5893, 5835, 5791, 1813, 5757, 5828, 5761, 17166.
11.10 Edinburgh/11.20 Glasgow Central to Harwich Parkeston Quay THE EUROPEAN BOAT TRAIN 86204
17159, 5775, 5842, 5831, 5815, 1861, 17152, 5891, 5884, 5800, 5880.
11.00 Stranraer Harbour to Euston 47532 in 81014 out
17155, 3198, 3300, 1563, 5925, 6137, 6164, 5875, 5975, 5971, 5784, 93331.
13.10 Edinburgh/13.20 Glasgow Central to Swansea 86311
92220, 5870, 5788, 13591, 9473, 1842, 9472, 13524, 5869, 6123.
10.20 Euston to Stranraer Harbour 85020 in 47539 out
93741, 92146, 6056, 5977, 6175, 6183, 5908, 5911, 3395, 1508, 3424, 3379, 17169.
09.30 Euston to Inverness “The Clansman” 86238
92078, 5312, 6179, 5959, 5963, 6038, 6112, 1712, 3205, 13605, 3297.
07.34 Poole to Glasgow Central/Edinburgh 86217
92105, 5766, 5786, 5823, 17162, 1863, 5822, 5824, 5852, 17140
07.17 Harwich Parkeston Quay to Glasgow Central/Edinburgh THE EUROPEAN BOAT TRAIN 86241
5843, 5840, 5839, 17170, 1857, 13582, 5750, 5820, 5818, 17141.
11.45 Euston to Glasgow Central 87017
3331, 12168, 6002, 5991, 12055, 12059, 1680, 3327, 3354, 3436, 92152.
15.10 Glasgow Central to Euston 86212
92166, 3385, 11013, 10024, 12065, 12155, 12103, 12046, 12097.
Pennine Quiz No. 120
1. Which line is known as the Derwent Valley Line?
2. What is the experimental livery of “Northern Rail” 156451?
3. On what date was the Tay Bridge opened?
4. In which year were the Brown Boveri Gas-Turbine Locomotives introduced?
5. What was the world speed record (mph) set by an HST in 1987?
6. Which Class 50 hauled the Derbyshire Dingle railtour on 8/2/1986 from Paddington to Derby?
7. What was the fuel tank capacity of a Class 50 diesel locomotive?
8. Which two diesel locos featured in a re-run of the “Conway Crusader” on 21/4/1984 between Llandudno Junction and Blaenau Ffestiniog?
9. Which Class 50 was in charge of the 21.15 Oxford to Paddington on 6/8/1989, which was derailed at West Ealing?
10. On what date was 50011 named?
11. Which two locos worked the Pennine 30th anniversary dining train at Butterley last year?
12. How long is “Moncrieffe Tunnel?
13. What was the maximum speed of a Class 15 locomotive?
14. What was the name of Class 47 loco 47584?
15. Where were the Class 28 locomotives built?
16. How many ‘arches’ are there on the Culloden (or Nairn) Viaduct?
17. On which date was the Liverpool and Manchester Railway opened?
18. What is the height of Druimuachder Summit?
19. Which line is known as the Avocet Line?
20. Which “Electric Loco” hauled the last TPO train from London to Carlisle?
21. What is the name of the Viaduct which takes the Channel Tunnel Rail Link over the Essex Marshes?
22. What was the original name of A4 Pacific 60028?
23. What was the name of A1 60135?
24. In what year was the Rugby Testing Plant opened?
25. What name has recently been given to HST Power Car 43114?
Pennine Quiz No. 119
1 London Liverpool Street to Norwich
2 Harwich Parkeston Quay to London Liverpool Street
3 Harwich Parkeston Quay to Edinburgh/Glasgow Central
4 Sheffield to St Pancras
5 Euston to Inverness
6 Euston to Glasgow Central
7 Euston to Holyhead
8 Euston to Inverness/Fort William
9 Euston to Glasgow Central
10 Paddington to Swansea
11 Paddington to Bristol TM
12 Paddington to Bristol TM rtn outward started at Weston-Super-Mare
13 Paddington to Swansea
14 Paddington to Penzance
15 Paddington to Plymouth
16 Paddington to Paignton
17 Paddington to Penzance
18 Paddington to Penzance
19 Inverness to Wick/Thurso
20 Inverness to Kyle of Lochalsh
21 Kings Cross to Aberdeen
22 Kings Cross to Inverness
23 Kings Cross to Newcastle via Middlesbrough
24 Kings Cross to Cleethorpes
25 Kings Cross to Aberdeen
26 Kings Cross to Aberdeen
27 Leeds to Kings Cross outward rtn went to Harrogate
28 Kings Cross to Edinburgh
29 Liverpool Lime Street to Euston
30 Manchester Piccadilly to Euston
31 Kings Cross to Aberdeen
32 Kings Cross to Bradford Interchange
33 Kings Cross to Hull
34 Wolverhampton to Euston
35 Kings Cross to Newcastle
Pennine Quiz No. 119
1st John Dewing
2nd Ken King
3rd Paul Slater
First an apology; I forgot to include the Pennine Observer Notes in the last edition, so I have included them this time with the new ones I have received. I would like to thank the following for their generous contributions to this issue: Geoff Bambrough, Andy Barclay, Tony Caddick, John Dewing, Eddie Knorn, Steve Payne, John Sanderson, Robin Skinner and Paul Slater.
The Autumn 2005 Issue of Trans Pennine is due for publication on 7th September. Would contributors please let the coordinator have their information by Wednesday 10th August - THANK YOU. Remember, you can email your contributions to firstname.lastname@example.org.