The Magazine of the Pennine Railway
No. 162 Winter 2012
of the Pennine Railway Society join together in wishing all our
members, their families and their friends a Happy Christmas and
Prosperous New Year. We thank you for your support and friendship
Membership Fee (Unchanged in 2013!)
magazine you will find a renewal of membership form and we are
pleased to announce that we are able to maintain the annual
membership fee at £6 for yet another year.
We hope you
feel this continues to be excellent value for money and look forward
to you rejoining your society in 2013.
calendar is included with this magazine which we hope you will
shows the dates of the AGM and social evenings in red.
special dates have been underlined:
January – Annual General Meeting
May – The Andy Dalby Memorial Slide Competition
November – Pennine Slide Competition
December – Pennine Shield Round 2
Annual General Meeting
invited to attend the society’s Annual General Meeting which will be
held on Sunday 6 January 2012 at 12.00 noon at our usual venue of
the Salutation in Doncaster.
This is the
opportunity for you, the members, to have a say in how you wish the
society to be run and to form a plan of events for 2013. It will
also provide an opportunity to socialise with friends you may not
have seen for some time.
Any member who
wishes to raise an issue is welcome to advise this to our Chairman,
Robin Skinner, or to any other committee member, in advance of the
reminded of our social evenings, arranged by Robin, which are held
on the 1st and 3rd Wednesday of every month at The Salutation, South
The early 2013
programme is shown elsewhere in this organ. We have a private,
well-appointed function room. Non-members are also welcome to
attend and a fine range of real ales is available from the bar,
along with soft drinks.
asked to note that meetings will begin at 8pm prompt, with a finish
not normally later than 10.30pm..
backside down to Salside by 8pm and enjoy a night of entertainment!
Pennine and the Digital Revolution
is aware that many of you are now moving from slides to digital when
filming (possibly forced too due to absence of slide film!).
We are looking
at obtaining a laptop and digital projector to enable presenters to
access these at our social evenings and be available for our slide
If any member
is able to help in enabling the Society to access these, please
contact our Magazine Co-ordinator, David Whitlam, in the first
would be much appreciated. Thank you.
the Website Manager, has been working on a project so that old Trans
Pennines can be read on the website. Currently the issues for
2002-04 are available. Tony would appreciate your comments.
Franchise Programme in Meltdown
legal challenge to the awarding of the Intercity West Coast
franchise to FirstGroup from 9 December 2012 has opened a “barrel of
its defence, the Department for Transport realised its “delivery
test” to determine the winner was totally flawed.
As a result
the entire franchise programme has been suspended; FirstGroup will
not take over the WCML in December; three further franchises are
suspended, as may be the ECML franchise due to be awarded in
at the DfT have fallen on their swords. The four bidders for the WC
franchise will have their costs in preparing their bids reimbursed
(estimated at £14m for Virgin Trains alone).
will continue to run trains on the WCML in the interim.
Rail Operating Centres – Update
to replace all existing signal boxes with 14 rail operating centres
is processing with contracts awarded by Network Rail. The 14
centres will be:
Locations: Ashford, Cardiff, Derby, Edinburgh, Gillingham (Kent),
Basingstoke, Manchester, Romford, Rugby, Three Bridges, York
A new daily
record was set on 11 August 2012 when 15,152 vehicles crossed the
Channel on Shuttle trains. Shuttles now travel at 160km/h, the same
speed as Eurostar's.
Freight at Euston
There are plans for supplies to station traders at Euston to be
delivered by rail. Goods would be operated by Colas Rail, the
customer Stobart Group, and be brought in from Daventry
International Railfreight Terminal in former Motorail vans, hauled
by a Class 86.
End of Line for A-stock Tubes
The last of the A-stock sub-surface tubes have been withdrawn,
replaced on the Metropolitan Line by Bombardier built S-stock. The
S-stock tubes will eventually also replace C-stock on the
Hammersmith & City and the D-stock on the District Line, by which
time all sub-surface lines will be worked by the same main class of
Ipswich Freight Link
new freight link is to be built at Ipswich to provide a direct
connection from Felixstowe and the down GE main line, allowing
trains to continue cross-country to Nuneaton, avoiding either a
run-round in Ipswich or travelling via London to the WCML.
Pennine Slide Competition
The Pennine Slide Competition, held at The Salutation on 7 November,
was this year judged by Glynn Gossan (last year’s winner). A total
of 39 high quality slides were entered and the result was as
Rhys Jones B1 61264 leaving Rannoch on a charter in 2001 or 2002
Glen Williamson 66745 hauling the Modern Railways 50th Special
(York to Kings Cross) at Haxey
Curve on 28 September 2012
Rhys Jones Class 47 at Unstone heading towards Dronfield with a
Sunday morning service in February 1998
Congratulations to the winners, and thanks to all who entered and to
Glynn for judging.
Blackpool Tram News
Flexity 002 arrived back in Hull docks in the early hours of
Thursday 1st November and by 14.15 had been unloaded at Starr Gate
and driven into the depot for recommissioning. This completes all
the deliveries of these new trams which started with the arrival of
001 in August 2011.
During the busy half-term week in October the "B" fleet of modified
balloon cars finally saw use when 5 cars were diagrammed for use
Mon-Fri between 09.00/17.00. Some of the crews then transferred to
evening lights tours with the illuminated feature cars. Cars
700/707/709/711/713/718 and 719 were used. Of these 700/711/719
made their debuts in the purple/white "flexity" livery now being
applied to these trams to differentiate them from the heritage fleet
The first day of the new winter timetable on Monday 5th November saw
10 Flexity's 003-005/008/009/011-014/016 allocated to the peak-hour
12 minute Starr Gate / Fleetwood service with 001 out on driver
All the Lancastrian Transport Trusts collection of trams which were
still stored in Rigby Road depot were removed during the first week
of September. Unfortunately the Allely's trailer was too large to
access the LTT's Brinwell Road building so at the moment the trams
are stored outside in secure storage in a site nearby. The cars
involved are OMO 8, Brush cars 259 & 632, Balloons 704 and 715 and
Coronation 304. The only tram still on depot not belonging to BTS
is ex towing car 680 still awaiting her move to the Heaton Park
tramway in Manchester.
As a result of the general reduction in the old tram fleet four
roads in the tram depot are now used as a storage area for the BTS
The Lancastrian Transport Trusts superb Coronation tram 304 has been
on loan to the Beamish Transport Museum since October and despite
being far and away the largest tram ever to run round the tight
Beamish circuit the visitor has proved to be very popular and it is
hoped her stay may be extended for a few more weeks (see photo on
Finally on Wednesday 7th November Centenary car 646 was put up for
sale on E-Bay. The unfortunate tram is at present in open storage
in the yard of its all-over advert sponsor "Paul Gaunt" furniture at
Squires Gate. The tram is still thought to belong to the Friends of
Fleetwood group but was heavily attacked by vandals in September.
Poor old thing!
Sheffield Railwayana Auctions
At the Sheffield Railwayana Auction (now owned and run by Great
Central Railwayana Ltd) held at the Derbyshire County Cricket Club’s
Gateway Centre on 8th September 2012 the following locomotive
nameplates all sold for £5,000 or more:
· BONCHURCH, from a London & South Western Railway O2 Class 0-4-4T
No 226 built at Nine Elms Works in November 1892. It was
transferred to the Isle of Wight in May 1928 where it was numbered
W32 and named shortly afterwards. Withdrawn from Ryde on 25 October
1964, it was cut up at Ryde Works - £7,000
· EARL CAIRNS, from the GWR Castle Class 4-6-0 No 5053 built at
Swindon in May 1936 and named Bishop's Castle when built. Renamed
in August 1937 after the Earl who then resided at Farleigh House,
Farleigh Hungerford, Bath, when the GWR decided to transfer the Earl
names originally allotted to 4-4-0s of the 3200 Class to Castles Nos
5043-62. It was at Stafford Road by January 1948 and later Newton
Abbot, Laira and Cardiff Canton from where it was withdrawn in July
1962 and sold for scrap to Cashmores at Newport, entering their yard
on 22 March 1963 -£6,000 (a cabside numberplate also sold for
. FROBISHER, from the LMS Jubilee Class 4-6-0 No
5640, becoming BR 45640, built at Crewe and allocated new to Edge
Hill on 31 December 1964. Named on 16 March 1936 after Sir Martin
Frobisher, the English navigator and explorer, it was later
allocated to Crewe North, Millhouses, Kentish Town, Derby,
Nottingham and Carlisle Kingmoor from where it was withdrawn by 7
March 1964 and sold for scrap to Campbell's at Airdrie on 22 June
1964 - £7,000·
. LESLIE RUNCIMAN, from the LNER B1 Class 4-6-0 No 1238 built
by the North British Locomotive Co, Works No 26139, in September
1947, becoming BR 61238. Named after an LNER North Eastern Area
Director (1937-8 and 1946-7) who died on 1 September 1989, it was
allocated new to Gateshead and later Tyne Dock, Ardsley and York
from where it was withdrawn on 17 February 1967 and sold for scrap
to Hughes Bolckows at Blyth, received by them on 2 June 1967 -
· NEIL GOW, from the LNER A1 Class 4-6-2 built by the North British
Locomotive Co, Works No 23119, in November 1924. Rebuilt and
re-classified as an A3 in January 1943, it was renumbered 82 in
1946, becoming BR 60082. Allocated new to Heaton, it remained there
until moving to Gateshead in 1948. It then alternated between
Heaton and Gateshead with brief stays at Darlington and Holbeck. It
was withdrawn from Gateshead on 2 September 1963 and cut up at
Darlington Works. Although the loco took its name from the
racehorse which won the 1910 2000 Guineas, the horse was named after
a celebrated violin player and composer of traditional Scottish airs
(1727-1807) in whose memory the Annual Scottish Fiddle Festival is
held at Dunkeld & Birnam close to where he lived - £7,600
· RENOWN, from the LMS Jubilee Class 4-6-0 No 5713, built at Crewe
in 1936, becoming BR 45713. Named on 29 June 1936 after one of
Beatty's famous battle cruisers (1916-48) which carried battle
honours for both world wars, it was allocated new to Camden but
spent almost all its working life at Carlisle Kingmoor, moving late
on to Bank Hall from where it was withdrawn in October 1962 and cut
up at Cowlairs Works - £8,400
· WOLLATON HALL, from the GWR 4900 Hall Class 4-6-0 No 5999 built
at Swindon in June 1940 and named when built after the 16th Century
Hall which is now Nottingham's Natural History Museum. A long time
Taunton engine, it moved in 1961 to Westbury from where it was
withdrawn on 7 September 1962 and cut up at Swindon Works the
following 30 November - £12,000
The Hull and Barnsley Railway
by Paul Slater
The Hull and Barnsley Railway was built to compete with the North
Eastern Railway for coal traffic to Hull docks, and it merged with
the North Eastern shortly before the formation of the LNER in 1923.
Some of the eastern part of the Hull and Barnsley closed in the late
1950s, and most of the remainder had gone by the end of the
following decade. In its heyday it consisted of a main line from
Hull to Cudworth, with branches from Wrangbrook to Wath and to
Denaby; there was also a joint line with the Great Central to
Doncaster and on southwards to a junction with the Midland and Great
Central Joint at Braithwell. The Hull and Barnsley at one time had
passenger services over most of its lines, but it was primarily a
In the late 1970s and early 1980s I saw a lot of what was left of
the Hull and Barnsley, and I wrote an article for “Trans Pennine”
describing what I had observed. Since then, I have found further
remains of the line, and a book entitled “Steam around Sheffield”
has given me more information on the Hull and Barnsley. A stretch
of the Wath branch has been made into the “Frickley railway
footpath”, with a sign depicting a small tank engine and a passenger
train; according to “Steam around Sheffield”, a class F8 2-4-2T was
used on the infrequent passenger trains on the Wath branch during
the 1920s before the service was withdrawn. At Thurcroft a stretch
of the Midland / Great Central / Hull and Barnsley Joint line has
been made into a bridleway, which I found made a pleasant walk on a
winter day. At Hexthorpe a section of the Hull and Barnsley / Great
Central Joint line, including the bridge over the River Don, has
been incorporated into the “Trans Pennine Trail”; on the bridge I
noted a plaque bearing a representation of a 2-8-0 locomotive, the
date 1916, and the initials HB and GC.
The former station at Wath is in use as a house, as are the station
houses at Wath and Moorhouse. The Hull and Barnsley / Great Central
Joint line never had a passenger service, but some stations were
planned and partially built, and the station houses were completed;
these houses, in a distinctive style more modern than most railway
architecture, can be seen at Pollington, Sykehouse, Thorpe in Balne
Part of the former Hull and Barnsley main line was reinstated to
serve Drax power station; on this section I noted that the former
Carlton station - also known as Carlton Towers - was in use as a
house, as were the crossing houses at two automatic level crossings,
West Bank Hall and Linwith Lane, and the one at the user-operated
crossing at Jacky Duffin Wood. At Wrangbrook there is now no trace
of the Hull and Barnsley’s junctions and yards, and a new main road
has been built through the site, but the single terrace of railway
cottages is in use and has its own signpost. The former Kirk
Smeaton station, once the starting-point for the passenger service
over the branch to Wath, is now a car repair centre.
No Hull and Barnsley locomotives have been preserved, in fact only a
few survived into British Railways ownership; the last one was class
N13 0-6-2T no. 69114, scrapped in 1956. By that time, of the Hull
and Barnsley's engine-sheds only Springhead (53C) and its sub-depot
Alexandra Dock remained open; Denaby and Bullcroft had closed in
LNER days, and Cudworth (53E) closed in 1951.
(Beer and Bashing Abroad)
A 3 day
weekend from work. I wanted to save my second set of Belgian passes
until later in the year so I opted for a few days in France.
Friday 16th July 1999
I had a
meeting in York. After that I made my way to Lille.
43120 & 43038 York – Kings Cross
Eurostar's 3104 & 3103
Waterloo – Lille Europe
After checking in to the hotel I went out for food and beer.
I ate in Les Trois Brasseurs and had a ½ litre of their Blanche de
Lille wheat beer. I then visited Au Bureau for 33cl Belforth Blonde
and finished in La Taverne Flamande where Castelain Ch’ti Blonde was
Saturday 17th July 1999
leisurely start, 2 targets for the day – a bar in Boulogne and the
line from Amiens to Tergnier.
Flandres – Calais Ville
Ville – Boulogne Ville
Headed for Bar Hamiot and had a lunch of sole and chips along with a
bottle of Brasserie St Omer L’epi de Facon.
SNCF 67619 & 67451
Ville – Marquise-Rinxent
SNCF DMU X4560/8622 Marquise-Rinxent – Amiens
– St Quentin
Quentin – Maubeuge
SNCF EMU Z23506 Maubeuge – Aulnoye Amieres
Amieres – Valenciennes
Beer and evening dinner in le Grande Hotel opposite Valenciennes
station. Can’t remember the food but I had a 25cl La Choulette
Blonde and a 25cl Jenlain to drink.
Valenciennes – Lille Flandres
Beers in Lille – La Palais de la Biere - 33cl Pelforth Brune, Ah Ca
Ira – 25cl Hoegaarden Blanche,
Taverne L’ecu – 25cl Wieckse witte.
Sunday 18th July 1999
Again no rush to be up early. The main plan was to cover the 66/4
turn on the St Pol line then drop down to cover the 67 from Le
Flandres - St Pol sur Turnoise.
Its 10am on a Sunday morning and I have 35 minutes for the unit to
Arras. The brew pub in St Pol opens at 10 on a Sunday. So I had a
beer. Café La Poste – La Polo Politaine.
SNCF DMU X8619/4589 St Pol sur Turnoise – Arras
SNCF 16054 Longeau – Amiens
Amiens – Abbeville
SNCF DMU X8649/4637 Abbeville – Le Treport
If you have never been to Le Treport you have missed a lovely little
place. It is very similar to Whitby but not as hilly. I first came
here in 1975 with my parents on a caravanning holiday. This was the
first time I had been by rail. After a wander around and a few
tourist photos I stopped for a beer.
Café du Port – Gouden Boom Brugse Tarwebier. After a couple of
leisurely hours it was time to head to my Hotel in Amiens.
Treport – Abancourt
SNCF DMU X4524/8534 Abancourt – Amiens
Then time for a nightcap at the French beer guide listed – Chez
Marius. The beer was the rare and very nice Heineken (France)
Porter 39. Very rich but also quite strong at 6.9%.
19th July 1999
targets for the day both 66/4 turns; one from Etaples le Touquet to
Bethune and the other from Dunkerque to Calais. Oh and I suppose a
3rd target was to catch the Eurostar home.
Amiens – Longeau
Amiens – Etaples Le Touquet
Le Touquet – Bethune
SNCF EMU Z92053/4 Bethune – Lens
Hazebrouck – Dunkerque Ville
SNCF 66456 Dunkerque Ville – Calais Ville
Everything had gone fine so far but whilst heading from Dunkerque to
Calais the train stopped at a place called Gravelines. It waited,
and waited, and waited. Eventually having been stood for half an
hour a train in the opposite direction passed us running late. As I
was only on a plus 10 this seemed to have been blown. The next
Calais to Lille would only give me 9 minutes to get from Lille
Flandres to Lille Europe for my Eurostar – a bit of a tall order.
We arrived in Calais about 25 late to find that the 15.47 Calais to
Lille had been held to connect. There were only about 5 of us that
wanted it and after a cross platform change it set off about 18
minutes late. It turned out to be a booked connection that is
always held no matter what; can’t see that happening in the UK.
Ville – Lille Flandres
As I now had plenty of time I had a blonde beer in Le Trois
Brasseurs before wandering up to Lille Europe.
Eurostar 3212 & 3211
Europe – Waterloo
91006 Kings Cross – Doncaster
An enjoyable trip with 24 new locos for haulage and a few nice
beers. Highlight being the visit to Le Treport.
Recent sightings at Doncaster
66014, 66129, 66743 Intermodal
66565/66419, 66594 Freightliners
66055, 66109/66250 Light engines
66088, 66145 Limestone empties
66218 Aggregates empties
66013, 66078, 66206, 66518, 66526, 66701, 66707, 66718, 66722,
66726, 66742, 66744 Coal
66116 on Ballast
66511, 66710 and 66719 on Coal
66519 on Tanker train
60099 and 66001 Light engines
66054, 66056, 66741 Intermodal
66001, 66030, 66218 Light engines
66077 Limestone empties
66509, 66545, 66595, 66006, 66034, 66112,
66120, 66206, 66701, 66702, 66709, 66710,
66712, 66719 Coal
66572, 66558 Freightliners
66054, 66055, 66718 Intermodal
66567, 66571, 66956 Freightliners
70016/66619, 66004 Empty limestone
66206, 66598, 66701, 66709, 66711, 66712,
47727, 67015 in Wabtec
320311 West Yard
66019, 66084, 66731 Intermodal
66504, 66532 Freightliners
37667/37194 t. & t. Test train
66112 Empty limestone
66004 Light engine
66078, 66561, 66595, 66701, 66703, 66710, 66712, 66716 Coal
321442 West Yard
66169, 66723 Intermodal
66012, 66709 Light engines
47854/47760 t. & t. charter
66516, 66535 Freightliners
66154 Empty limestone
66055, 66144, 66514, 66585, 66703, 66737,
66056 on Mineral train
66702 and 66733 on Coal
66729 on Goods train
66041/66129, 66154 and 67028 Light engines
67019 in Depot
66035, 66106, 66745 Intermodal
66516, 66565 Freightliners
66723/66737, 66067 Light engines
66078, 66168, 66546, 66702, 66719, 66720,
66740, 66743 Coal
57003/57007/57008/57002 R.H.T.T. wagons to Stowmarket
66218 Aggregate empties
66052, 66204, 66572, 66729 Light engines
66004, 66015, 66139, 66708 Intermodal
60040 Auto ballasters
66023 Empty limestone
66078, 66136, 66150, 66508, 66701, 66702,
66706, 66707, 66735, 66740, 66745 Coal
66106, 66143, 66746 Intermodal
66097, 66218 Light engines
66010, 66123 Sand
66115 Empty limestone
66052 Point carriers
66713 Empty box wagons
66120, 66520, 66544, 66704, 66706, 66708,
66712, 66718, 66720, 66730, 66731, Coal
66070 Light engine
67015 + DVT 82305
66098, 66717 Empty box wagons
66563, 66593 Freightliners
66132/66139, 66136, 66725 Intermodal
66218 Empty aggregates
66115 t. & t. 66041, 66175 Engineers
66160, 66597, 66598 Light engines
66140, 66419, 66702, 66703, 66707, 66711, 66716, 66740 Coal
466024, 466028 Wabtec
66702 on coal train
66221 and 66706 light engines
08669 in Wabtec
66016, 66041, 66701 Intermodal
66543, 66572 Freightliners
60054, 66218 Rails
66108, 66717 Empty box wagons
66136 Empty stone
66125 Empty limestone
66080, 66957, 66702, 66706, 66711, 66723 Coal
66058, 66207, 66732 Intermodal
47843 in Wabtec
66523, 66534 Freightliners
60035, 66079, 66125, 66164 Light engines
66737 Empty box wagons
66206, 66550, 66703, 66711, 66713 Coal
37425, 66046, 66052, 66099 on the Depot
Recent sightings on the Gainsborough –
Barnetby line have been:
Sep 3 66020, 66047, 66137, 66144, 66154 and 66710 on coal
Sep 5 66089, 66144, 66149 and 66154 on coal trains
Sep 6 66006, 66063, 66144, 66154, 66710, 66712 and 66719 on
Sep 7 66063, 66154, 66168, 66185 and 66710 on coal trains
Sep 11 66034, 66137, 66185 and 66710 on coal trains
Sep 12 66034, 66063, 66149, 66168 and 66185 on coal trains
Sep 13 66168, 66709 and 66712 on coal trains
Sep 14 66047, 66709 and 66712 on coal trains
Sep 17 66047, 66107 and 66149 on coal trains
Sep 18 66051, 66054, 66107 and 66706 on coal trains
Sep 19 66054, 66107 and 66185 on coal trains
Sep 20 66054, 66107, 66185, 66706 and 66712 on coal trains
Sep 21 66051, 66054, 66107, 66149, 66185 and 66712 on coal
Sep 22 66136 and 66716 on coal trains
Sep 24 66059, 66709 and 66744 on coal trains
Sep 27 66056, 66079 and 66709 on coal trains
Sep 28 66079, 66709 and 66744 on coal trains
Sep 29 66144 and 66703 on coal trains
Oct 1 66012, 66031, 66125 and 66128 on coal trains
Oct 2 66121, 66125 and 66702 on coal trains
Oct 4 66012, 66031, 66128 and 66702 on coal trains
Oct 5 66128, 66702 and 66743 on coal trains
Oct 8 66014, 66121, 66702 and 66706 on coal trains
Oct 9 66012, 66014, 66702, 66706 and 66711 on coal trains
Oct 11 66177 on coal train 66712 on goods train 66707 light
Oct 12 66012, 66128 and 66176 on coal trains
Oct 13 66735 on coal trains
Oct 15 66012, 66114, 66177, 66703 and 66706 on coal trains
Oct 16 66012, 66037, 66114, 66703 and 66706 on coal trains
Oct 17 66012, 66114, 66139, 66176, 66204 and 66703 on coal
Oct 18 66012, 66703 and 66712 on coal trains 66040 on oil
Oct 19 66176, 66703, 66706 and 66712 on coal trains
Oct 23 66151, 66204 and 66707 on coal trains
Oct 24 66120, 66162, 66706, 66707 and 66711 on coal trains
Oct 25 66120, 66129, 66162, 66204, 66703, 66707 and 66711 on
Oct 26 66018, 66090, 66201, 66703, 66707 and 66711 on coal
Oct 27 66129, 66204, 66706 and 66711 on coal trains
Other recent sightings have been:
66716 on coal train at Welham
66164 on oil train and 66549 on coal train at Nottingham
Sep 1 66094, 66184, 66726 and 66953 on coal train at Melton
Sep 15 60059 and 66002 on oil trains and 66602 and 66712 on
coal trains at Crowle
Sep 21 66013 on Tilcon at Hull
Sep 22 92042 on goods train at Eaton Lane Crossing
Oct 12 66199 on Tilcon at Hull
Oct 13 66114, 66130, 66520, 66527, 66706, 66739
and 66951 on coal trains and 66133 on oil train at Barnetby
Oct 17 60059 on oil train, 66031 and 66848 on coal trains and
666096 on steel train at Crowle
Oct 24 66228 on Tilcon
Oct 27 20301+20303 on
track-cleaning train and 66520 and
66703 on coal trains at Hatfield and Stainforth
Locos noted at Peterborough on 28
September were 66170, 66042, 66745, 66737, 66717, 66716, 66730,
66736, 66184, 66249, 66150, 66086 and 66572. Trains were delayed by
90 minutes due to points failure and obstruction on line.
Locos seen at Edinburgh on 20
September were 37685 stabled at Craigentinny, 67024 and 90035
stabled in Waverley and 67030 on 2G13 (17.08 Edinburgh Fife Circle).
Locos noted at Mossend on 13 October
were 66095, 08676 and 66075.
Locos seen at Saltley on 24 September
were 66504, 66594, 66540, 66584, 66057 and 66418. On the same day
37683, 37603 and 37425 were noted at the Derby Research Centre.
Locos noted at the Derby Research
Centre on 4 October were 37683, 37610, 37607, 08417, 08536, 73139
Locos seen at Carlisle Kingmoor on 14
October were 66187, 66595, 66953, 66117, 66165, 66432, 66422, 66425,
66540, 66530, 66426, 37612, 37608, 37427, 37426, 37417, 87009, 08405
Noted in Crewe Yard on 20 October was
57602 worked the Penzance / Paddington
sleeper on 14 September after 08410 had brought in the empty stock.
08483 worked the ecs at Paddington the following morning.
Locos noted at Didcot on 15 September
were 66067, 66162, 66108, 08752, 70017, 66112, 66099, 66193, 66170
and 66126. Also seen on the same day were 08836 and 08848 at Old
Oak Common and 66113 and
66041 at Acton
Locos seen at Cardiff Canton on 16
October were 08499, 56094, 47739, 56312 and 56311. Also seen on the
same day were 66099, 66090, 66185, 60007 and 66127 at Margam and
66092, 66098, 66113 and 70015 at Newport.
Locos seen on railtours and charters
Aug 29 (Scarborough Spa Express)
Sep 28 (“Modern Railway Golden
Jubilee”) 87002 and 66745
Oct 6 (“Heart of Wales Rambler”)
Oct 13 (“Hunterston Tracker”)
37685, 37516, 47804, 26024, 26038 and 37175
Oct 20 (“Ferry Go Round”) 66197 and
Oct 27 (“Grinkle Belle”) 66176
Locos working at the Peak Rail Shunter
Gala on 1 September were 03113, D2139, 09001, D2953, 03099 and
PWM654. 31270 and 68013 were working to Matlock.
Locos used at the Didcot Railway
Centre’s “All in a Day’s Work” gala on 15 September were 5322,
08604, 3738 and No. 93.
Locos working at the Severn Valley
Railway steam gala on 21/22 September were 3650, 42968, 34053, 5164,
30120, 1501, 5164, 43106, 7812, 31806, 2857 and 7799.
Locos used at the Barrow Hill
Roundhouse Model Rail Live event on 22 September were 70013, No. 2000
and 1300 with 03066 giving brake van rides.
Locos working at the Churnet Valley
Railway diesel gala on 23 September were D8059, 33102 and D8059.
Locos used at the Nene Valley diesel
gala on 29 September were 14029, 31108, 25279, 37119, 47765, 50026,
55002, 56091, 56311 and 66723 (replaced by 66737 the next day).
Locos working at the Great Central
Railway steam gala on 5 October were 925, 9466, 47406, 48624 and
Locos used at the Severn Valley
Railway diesel gala on 5 October were 08471, 08015, 45133, 50026,
D1062, D8188, D821, 33108, 50035 and D8059.
Locos working at the GC Railway,
Nottingham diesel gala on 6 October were D7629, 47292, 56097, 20154,
31162, 46010 and E6016.
It is now November 6th and the
temperatures are still in the 30’s but we have had showers, thunder
and lightning for most of the day, with pools of water
at the side of the road. I asked a
local this evening when it was last like this and he said about 7
years ago. It is all down to climate change you know! Anyway down
to the railway, I mentioned a sugar cane railway before on the west
bank, there is also one between Luxor and the airport; it is crossed
about 3 times as you travel to the airport. The design of Luxor
station building is copied from an Egyptian Pharonic temple inside
and out, with the station platform canopies having Pharonic columns,
it also looks a bit Art Deco Southern railway style. The smaller
local stations do look Southern being of concrete construction. On
my 1st September visit to the station 3211 was at the head of a 10
coach 2nd class train to Cairo, depart 13.00 all stations, arrive
Cairo 01.00. Included in the train a baggage car for newspapers and
passengers with no ticket, doors are left open and as the train
draws out the passengers jump on. I managed another trip around the
depot and they were changing pistons between 2 EMDG22W’s Class 39’s
with the help of a Finish built mobile crane. The depot also has a
very well equipped machine shop. The GE Evolution Class 24 Co-Cos
are built in the States, are very up to date on fuel efficiency with
A/C, but accessing the cab from a door down the side of the loco
seemed rather an ordeal. I haven’t seen these locos on any
passenger train as yet. The October visit on the 31st was very
enjoyable and the station was busy, 3941 off shed with coach and
onto a local train to piloting 3151 on shed, 2162 (66) off
shed and onto 15.00 all stations to Cairo. 3197, 2478, 3969/70 on
shed, 3944 brought in 1st class coaching stock for Cairo. 3174
arrived with ex-Aswan train. A very nice cup of tea was enjoyed in
the buffet, water heated in rather large brass kettle on a gas
ring. The buffet as mentioned before, the kind we loved before the
corporates got on board! The trip ending with a visit to the
station signal box, with a good chat with the signalman another cup
of tea and a fag! You have to; it is not polite to refuse. Best
regards to all at the Pennine. Steve (Egyptian Correspondent).
P.S. For the aviation enthusiasts, a
flight in Egyptair A320 SU-GBU on a day trip to Cairo, and return in
Embraer-170 SU-GCT. Very nice flights with complimentary drinks
Pennine Quiz No.
50 Years of the
1 Where were the Class 47s built and
how many were built at each location?
2 How many were built with not train
3 What number was D1102 rumoured to
have carried when it first appeared?
4 What was the original maximum
output and the downrated value of the Class 47?
5 Which range of locos were built as
Class 48s and then converted?
6 Which locos never received 47
7 Which loco had the most changes of
number (excluding preservation)?
8 Which Class 47s were repainted for
the GWR 150 celebrations?
9 Which locos were painted in the
original NSE livery?
10 Which locos were repainted into
which liveries by Virgin Trains to celebrate the end of Class 47
power on cross country services?
11 Which loco became 47601 and 47901?
12 Which Class 47 was involved in the
accident at Morpeth in 1984?
13 Which loco was involved in 2
accidents; first in Scotland and then near Dover?
14 Which locos were withdrawn
following an incident at Reading in February 1991?
15 Which loco was renumbered in
response to a warning given by a clairvoyant and was then
involved in an incident near Barnetby?
16 List the names, and the Class 47s
that have carried them, that include a Yorkshire town in the name?
17 List the names, and the Class 47s
that have carried them, that include “Bristol” in the name?
18 List the names, and the Class 47s
that have carried them, that include “Derby” in the name?
19 List the names, and the Class 47s
that have carried them, that have been named after newspapers or
20 Which loco was to be named
“University of Sterling” and which actually carried it?
21 Which loco was the first to be
converted to a Class 57 and what was its new number?
22 Which locos, selected to become
Class 57s, were found to be unsuitable and which locos replaced
23 Which was the first Class 47 to be
preserved and where is it currently based?
24 Which Class 47 is owned by the
Pennine Quiz No.
1 7037, Swindon in 1950
2 70036 Boadicea
3 Class 9F Franco Crosti
4 Wheels, they are what the axle
boxes slide up into
5 Whyte Notation
6 Dent on the Settle – Carlisle
8 Midland Railway
9 Between Barlby and Brough on the
Selby – Hull line, 18 miles long
10 Cowburn tunnel, 875ft below the
surface, on the Hope Valley line at the west end of Edale
11 Hush Hush on the LNER. Built in
1930, converted to Class A4 in 1936
12 Quintinshill, on 22 May 1915, near
Gretna Green, 200+ people died and 246 were injured when a troop
train collided with a goods train
13 The distance allowed for the train
to stop in should it pass a signal showing a stop aspect
14 Controls points
15 Distant signal
17 Waterloo, closed in 1941 after
bomb damage the entrance is still there in Westminster Bridge Road
18 Adriatic, said to have been named
after its use by Austrian railways on a route by the eastern shore
the Adriatic Sea
19 Midland and Great Northern Joint
21 Compulsory refreshment stops
22 Britannia Bridge
24 Explosion of ammunition train, the
George Cross being awarded to Driver Gimbert and Fireman
Congratulations to the winner – Ian
Meetings are held at The Salutation
Inn, South Parade, Doncaster starting at
20.00 Prompt on 1st and 3rd
Wednesday of each month.
Sunday 6th January
Wednesday 6th March
“The Railways of Lincoln”
Wednesday 3rd April
(18.00 visit to Tower)
I would like to thank the following
for their generous contributions to this issue: Tony Caddick, John
Dewing, Ken King, Steve Payne, John Sanderson, Robin Skinner, Paul
Slater and Tosca.
The Spring 2013 issue of Trans Pennine
is due for publication on Wednesday 20th March would contributors
please let the coordinator have their information by no later than
Wednesday 20th February - THANK YOU. Quiz questions would be much
appreciated. If you can, please email your contributions to
for a while…
Richard Furness relives the fun of camping coach holidays
The railways became an important
element in British society from the Victorian era onwards. Cars
were not affordable for a good part of the early 20th Century, and
naturally the foreign tourist package was still a gleam in the
traveller’s eye. It was the railways who came to the rescue,
producing holiday guides, travel packages and most of all, camping
coaches for family and friends to stay together.
The coaches used were those that had come to the end of their useful
life, but when ‘kitted out’ to accommodate small groups, proved to
be immensely popular from their inception in 1933. Naturally the
railways also advertised the benefits of family holidays. So as
well as gathering income from the refurbished old coaches, they had
more revenue from the newer coaches that took all the holidaymakers
there: a win-win situation! The LNER seems to have had the idea
first, but it was not long before everybody jumped on the bandwagon.
Because of the camping coach demand, the various railway companies
fought hard before and after WWII for holiday business.
The coaches were located all over Great Britain, usually in sidings
at strategic railway stations and were generally administered by the
local station staff. The GWR and then BR (WR) seemed to have the
largest number of locations (almost fifty at the peak), so that many
places in Cornwall, Devon, South Wales and Mid-Wales saw many such
coaches and the local economy benefited from the extra tourist
income. How many Best of British readers might have visited one of
these and have happy memories of lovely hot summers?
The railway posters that advertised them are also most interesting
and these would have appeared early in the year, to encourage
booking and let the families who used them avoid the disappointment
of missing out.
They were not always sited at the seaside. The London North Eastern
Railway (LNER) had six-berth coaches in Scotland located at
Glenfinnan, Loch Awe, Kingussie and West Kilbride as well as at the
more traditional Carnoustie, Lundin Links, Arasaig and St Monance.
They also had four-berth coaches at picturesque Robin Hood’s Bay and
other six-berth coaches all the way down the East Coast to Norfolk
and Suffolk. They looked comfortable from the outside and certainly
were on the inside. But if the sun shone and the beach or scenery
was to hand, who cared that the sleeping quarters were a little
As well as the personal effects they took, other attractions could
be the local station itself, where the signalman almost certainly
used to invite guests into the signal box and maybe a few extra
levers would have been pulled? Sadly the dreaded Health and Safety
today would get in the way of fun and such amateur or trainee
signalmen would not be allowed anywhere near the signal box: what a
great deal we have lost over the years!
It was the GWR and then BR (WR) who ended up with the largest
numbers. Most were eight-berth units and some were even converted
ex-travelling Post Office Coaches! The railways however made them
home-from-home and there were apparently few complaints. There was
a heavy concentration in the Mid-Wales area (Aberdovey, Barmouth,
Borth, Dolgellau, Fairborne and Morfa Mawddach) but Cornwall also
saw many families partake of the clean air and summer sun all the
way from Foley round the tip of Cornwall to St lves. Dawlish Warren
in Devon even saw eight camping coaches parked as a complete train!
After the war, many of the coaches had been unoccupied for six years
so needed further work, but there was actually not so much money
around. When BR came into being in 1948, the wartime effort had
left the country bankrupt, but people still had to have holidays, so
even more coaches were refurbished and let in the early 1950s and
popularity returned. Some of the new coaches were Pullman Cars, so
the rent could be increased. For just a few pounds per person per
week, families could live temporarily very well, making a more than
welcome change from the smoke and pollution of Birmingham,
Manchester, Leeds or Sheffield.
Sadly, the social habits of the British holidaymaker were changing,
as more cars appeared and then the package holiday. A certain
Richard Beeching came on the scene in the early 1960s and business
economics then dealt a fatal blow to all this frivolity. By 1971,
most camping coaches had gone (save those the railwaymen used
themselves), as the family flew away to warmer destinations for the
traditional summer school holiday break. We are left with some
lovely pictures, evocative posters and memories of a time we may
never see again in Britain.
This article is
reproduced from the September 2010 issue of
Best of British,
a monthly magazine available from newsagents and on subscription.
Please visit www.bestofbritishmag.co.uk or call 01778 342814 for
Railway in the
remembers a doomed Scottish branchline
The British love lost causes and the
former line to Killin is a classic example. It remains a wonder it
ever opened for business.
Prior to its creation, the nearest station to the village - named
Killin Station - was five miles away at the head of Glen Ogle. The
laird, the Marquis of Breadalbane, believed Killin held potential as
a tourist destination. All he needed to do was get people there.
Neither the Callander and Oban Railway Company (C&O), which operated
the station at Glen Ogle, nor the Caledonian Railway (CR) shared his
Undaunted, the Marquis vowed to build the line himself and
established the Killin Railway Company, encouraging his tenants to
invest their cash. Shares were taken up by local businessmen,
shopkeepers, farmers and even shepherds.
Construction began in 1883 but it was dogged by problems. Money was
tight, costs spiralled out of control and contractors went
bankrupt. Bad weather hindered progress, unpaid navvies left in
droves and the C&O refused a connection with their line unless the
Killin Railway Company paid for a junction twice as expensive as the
one initially planned.
Time and again the Marquis dug into his own pockets to bring the
project to fruition and would continue to do so. So short were
funds that the company ordered nameboards with ‘Junction’ on to bolt
on to the old ‘Killin’ sign from the station in Glen Ogle - which
was being renamed Glenoglehead by the C&O.
Short and sweet
The new railway was five-miles long
with three stations - Killin Junction, Killin, with a small goods
yard, and Killin Pier at Loch Tay. In 1900, a siding was added at
Acharn, a mile up the line from Killin.
With the branch built and the first train ready to roll, all
problems seemed solved. The weather had other ideas. On the day of
the planned Board of Trade inspection, a snowstorm swept down the
glen, covering the rails. Plans to open were (literally) put on
ice, but many locals needed winter coal and 140 tons sat at Killin
Junction. A similar request came from local farmers in need of
hay. A plea was made to the railway, and then the Board of Trade.
The shiny new engine set out in the winter sunshine on its inaugural
Eventually the inspection was made and on March 13th, 1886, the
opening ceremony took place, seven days ahead of the launch of
passenger services. The grand affair included lunch, a trip on the
line and a cruise on Loch Tay.
The trains were hauled by two specially designed tank engines known
as Killin Pugs - nicknamed ‘coffee pots’ because of their tall
stovepipe chimneys. Built and operated by the Caledonian Railway,
one was kept at the engine shed at Loch Tay station, the other held
in reserve at Stirling.
Villagers made good use of their railway but, with little freight,
it relied heavily on summer tourism. The village established itself
as a popular destination for the Victorian middle classes, with
unpolluted air, spectacular mountain scenery and the Falls of
One great asset was Loch Tay. The Marquis set up the Loch Tay
Steamboat Company. His first vessel, The Lady of the Lake, plied a
regular service between Loch Tay Station, from a rail-topped jetty,
and Kenmore. A second cruiser, The Queen of the Lake was purchased
Despite this early optimism, there were always problems. The goads
shed at Killin blew down in a storm, the engine shed at Loch Tay was
destroyed by fire, and the two Killin Pugs performed so badly they
soon had to be replaced.
Death of the
In 1922 disaster struck. The
railway’s founder and father figure died and the line, and his
estate, passed to trustees who didn’t regard it in the same paternal
light. They stopped subsidising the company and it ran full steam
into the red. The directors struggled on without pay but the
following year, with debts of £12,000, they sold to the London,
Midland & Scottish Railway Company.
The slow demise of the branch began. In 1939, the steamboats were
scrapped, the pier demolished and Loch Tay station closed. The
number of services dropped to five a day. In 1948 the nation’s
railways were nationalised and British Railways took over.
The branch enjoyed a brief upturn in fortunes in the 1950s with the
construction of a Hydro-Electric power station on Loch Tay. But its
days were numbered. Dr Beeching’s famous axe should have fallen on
the branch in November, 1965. Closure was actually brought forward
by two months after a landslide on the line in Glen Ogle between
Callander and Crianlarich. With it went the branch.
On the wet and murky morning of September 26th, villagers gathered
to wave the last train off. It seemed unwilling to go. Hauling
three coaches and 13 wagons, it twice slithered to a standstill on
the greasy rails on the rising gradient out of Killin. Relieved of
the wagons, it made its final exit on the third attempt.
In time the track was lifted and today the route makes a fine
country walk. Ironically the first station to close, Loch Tay, is
the only one to survive. Preserved in its original state, it is now
a privately owned holiday home.
This article is
reproduced from the February 2011 issue of
Best of British,
a monthly magazine available from newsagents and on subscription.
Please visit www.bestofbritishmag.co.uk or call 01778 342814 for