No.68 - Summer 1989
NOTES FROM THE COMMITTEE
An additional hazard facing battle-hardened enthusiasts is a new
language introduced by BR, designed to confuse the commuter. The
good news is that BR have eliminated signal failures. The bad news
is that they have not eliminated signals failing – they have
eliminated the expression as a reason for trains running late.
Instead of crackling the words “this was due to a signal failure at
Aldwarke Junction” over the Tannoy, BR staff
must now say “this was due to failure of electronic equipment”. So
forget that over 1,000 failsafe signals broke down last year. They
There were over 1,000 cases of failure of electronic equipment.
The new BR language co-ordinator has also introduced the following
Buffet facilities available
Third Class/Second Class
Ten minutes late
It is a fair bet that the language co-ordinator was transferred to
that post from the BR accounting division where he did an equally
The Transport Secretary has refused BR permission to close the
Settle-Carlisle line because of BR's weak financial case for
closure. This has been a key element of the argument put against
closure by the objectors
during the entire six-year closure battle. BR has even been told
that their estimates for the repair and maintenance of Ribblehead
Viaduct was way over the top. They were told that 6 years ago.
Whilst the Transport Secretary's long overdue announcement is very
welcome, he did add that to cover the cost, BR would have to make
economies elsewhere, and that could include the closure of other
uneconomic routes. Tough if it's your line.
Which Chairman of the PENNINE is now known as the "Fat Controller".?
David Bladen has high hopes of son Alex eventually playing cricket
for Lancashire. He has already enrolled him in the Fan-Clubs of the
Red Rose's county stalwarts Gehan Mendis and Wasim Akram.
Robin Skinner pictured in full BR uniform, including topper, in the
local Lincoln press recently – it was a killer; well, we nearly died
He denies that his next job will be at Homepride as a flour-grader.
President's Address: Geoff Bambrough recently invited to give a
lecture to Boy Scouts on Railways. He asked our Treasurer what he
could tell them. John replied “Tell them you've got flu”.
“Jugger” Channon": The soon-to-be-axed Transport Secretary, Paul
Channon now agreed to EC “request” to allow giant Continental
lorries onto British roads – 40 tonne trucks will be allowed in from
1999, giving us time to strengthen bridges. Has anyone told him a
rail-link is being built to mainland Europe called the Channel
Investment: How many times have you heard recently the Government
proudly announcing that investment in BR is at an all-time high and
no project is turned down? It wouldn't be. The truth is that the
Government is not
funding any investment in BR. All monies have to be raised by BR
itself, through income.
Members. Slide Competition
Result of our recent competition, judged by all those in attendance
1st – Paul Wesley with 47379 "TOTAL ENERGY" on 6D71 13.00 Lindsay
Oil Refinery – Leeds ORT at Stainforth.
2nd – Mick Stewart showing 37675/672 on 6B43 15.35 St. Blazey –
Gloucester Speedlink passing Cockwood Harbour .
3rd – Andrew Watts showing 2xClass 50s on "Fellsman". at Ribblehead
in April 1988
3rd – Rhys Jones with 8F 48151 on Lunds Viaduct on the Settle &
Carlisle in October 1988.
A total of 64 slides were entered.
Welcome to the Summer edition of "TRANS PENNINE". The main news
since the last edition is that the long threatened Settle-Carlisle
line is not, after all, to close. Not only does this decision allow
us all to enjoy this famous and magnificent stretch of line in the
future, but it proves that there is some good in this Government.
By now, the new timetable is in use and this year's Summer edition
encourages us all to "spot the HST" as there is no obvious way of
telling which trains are HST or loco-hauled, as if it wasn't hard
enough to read already.
CLASS 50s ARE TRANSFERRED
With the new Summer timetable from May 15th resulting in the
Waterloo–Salisbury services being taken over by Class 50s in place
of Class 33s, five Class 50s have been transferred across to the
Nos 50005/7/9/16/45 are the locos involved and will make a welcome
return to passenger services.
DATES FOR YOUR DIARY
June 24/25 Midland Railway Centre Diesel Weekend.
PENNINE QUIZ No.58
Well, an astonishing joint 1st by FIVE members makes the judging
even harder. The lucky/unlucky five were Ian Shenton, M Bell, Peter
Gardner, Barry Marshall and Robert Whittington of Sheffield. All
scored 18 and
will each receive £2. Answers were:
1 – King Arthur; 2 – 1D Devons Road; 3 – 62740 "The Bedale"; 4 –
45616 "Malta G.C"; 5 – Par;
6 – Rosebush; 7 – 45137 "Bedfordshire and Hertfordshire
Regiment"; 8 – 73B Bricklayers Arms;
9 – 50042 "Triumph"; 10 – D807 "Caradoc" and 6873 "Caradoc Grange";
11 – Amble;
12 – 45519 "Lady Godiva"; 13 – 27003 "Diana"; 14 – 30449 "Sir
Torre"; 15 – 3E Monument Lane;
16 – Wells; 17 – Hayle; 18 – Blackwell Grange; 19 – D848 "Sultan";
20 – Sheep Pasture 17D.
PENNINE QUIZ No. 59
Picture the scene one Saturday afternoon in the future and Deltic's
rule supreme once again. Five Deltic-hauled trains leave Doncaster
at different times starting at 12.30 and following every 15 minutes
From the information given, discover each traveller's full name, the
number of the loco he had for haulage, the time of his departure,
his destination and whether his train was on time, early or late.
1-The train to Retford departed before the train to Newcastle which
departed before the train to London. Willy did not travel on any of
2-55002 and 55015 were not as quick as Steve's train. Coppitt's
train was on time but Fred's was late on arrival.
3-Snappitt's train had departed last, his train being early on
arrival. The only other train to be early being 55021 into
4-55016 was quicker than 55009 which in turn achieved better time
than 55015. Neither Bertie nor spotter travelled to Newcastle.
5-Neither Ray, Pennine nor Bawler caught the 12.45 to York.
6-55002 was quicker than Fred's train. The 13.00 train was not to
Retford or Edinburgh, the destinations of Bawler and Spotter
7-55009 was the second train to depart which was before Ray's train,
which in turn was before Steve's train.
Answers to the
Magazine Editor by 15 August 1989 please.
CHANGING TRAINS AT
by P. Slater
Bobadillas was an isolated junction where I changed trains during a
long railway journey to the south of Spain. As far as I remember
there was no town or village there, just an olive-oil factory, an
engine-shed, outside which stood many examples of derelict-looking
Spanish steam power, and a station. It was the interchange point
between the line from Cordoba to Malaga and the one from Granada to
It was in the summer of 1962 when I changed trains at Bobadillas. I
had travelled from Madrid on a Malaga train, hauled first by steam,
then by an electric locomotive, then from Cordoba by steam once
more. It was
mid-afternoon when I arrived at Bobadillas and blazing hot, the
train was slow and packed with people, and the landscape beyond the
carriage windows looked arid and alien to my eyes, more like the
Mexico of the cowboy films than the England I knew.
Beyond Bobadillas the journey was more pleasant. The Algeciras train
was less crowded, the heat grew less and the light not so harsh as
evening came on, and the line climbed a long gradient into upland
county, where a welcome breeze blew through the open windows. I
heard the 4-8-0 at the head end working stentoriously as it lifted
its train into the hills. An hour later over the other side of the
summit the train wound its way down a long narrow valley between
rocky peaks. I stood in a doorway, now nearly at journey's end,
looking out at this beautiful and exotic country where I was to
spend the next three weeks at a student's work camp, and listening
to the 4-8-0's melodious chime whistle echoing off the sides of the
The camp was a most interesting experience but I was quite glad when
the time came for me to catch the morning train from Algeciras at
the little station down in the valley and start my long journey
trees grew on the platform, and the train was hauled by another of
the sweet-voiced 4-8-0s. Soon I was on my way north through the
Once again it was the hottest part of the day when I had to change
trains at Bobadillas. On the crowded platform I thankfully paid a
few coppers for a drink from the capacious jar carried by a
water-seller; during my journeys I sometimes saw a locomotive crew
refreshing themselves from a similar jar in their cabs, and from my
own thirst I could imagine how unpleasant driving and firing a steam
engine must be in the torrid Spanish summer, the heat from the
firebox adding to the glare of the sun.
A train for Malaga arrived, double-headed by two tall-chimneyed old
Franco-Belge 4-8-0s, then the Madrid train was drawing in behind a
pair of big modern locomotives also of the 4-8-0 type. I got on
board, amid a
throng of other travellers, and before long the train was moving
northwards through the sweltering afternoon, the compartments and
corridors packed with sweating humanity, and soot from the
locomotives' exhausts raining in through the windows.
There was no bar on the train, but a vendor of cheap fizzy drinks
plying the corridors found plenty of custom. It was more like a
scene from a Third World country than my usual rail journeys. I had
to show my passport to a man in plain clothes, but with an
official-looking badge which could only be seen when he flipped up
his jacket lapel, later I learned that he was a member of General
Franco's secret police who regularly checked the documents of rail
Soon Bobadillas was left far behind.
REVIVAL AT RUSHDEN
by P Slater
During a recent visit to my
mother I had a look at the old station in Rushden, my home town. The
last goods trains ran to Rushden twenty years ago, and the last
regular passenger trains ten years before that, but the station has
remained intact, and has now been restored as the Rushden Railway
Museum. A short length of track has been installed alongside the
single platform, and at the time of my visit there were steam and
diesel shunting locomotives to be seen as well as a crane and some
The Midland signal box from East Langton in Leicestershire has been
erected on the platform as Rushden, and one of the station rooms has
been laid out as a museum, with many interesting exhibits. I was
fascinated by an old notice-board from Wellingborough engine-shed,
showing details of locomotive workings; I would guess that the board
dated from the early 1950s, as among the locomotives listed were
some Beyer-Garratt's, which were replaced by BR 9F 2-10-0s on heavy
goods workings from Wellingborough well before 1960.
Rushden was the one intermediate station on the branch from
Wellingborough to Higham Ferrers, and during my childhood – and, no
doubt, for many years previously – it was served by a steam
push-pull train. In the 1950s the almost invariable formation was a
two-coach set pulled to Higham Ferrers by an Ivatt 2-6-2T and pushed
back to Wellingborough, but occasionally there was a change of
motive power, and I can remember a BR
Standard 2-6-2T an ex-Lancashire & Yorkshire 2-4-2T and a Fowler
class 3 2-6-2T putting in an appearance at different times as well
as a representative of an earlier generation of Midland branch
locomotive 0-4-4T No.58091.
In addition to the push-pull, there were occasional excursions
starting on the branch and for many years a Saturday through working
to Leicester was hauled from Higham Ferrers by a tender-first “Black
The branch was closed to regular passenger traffic on 15 June 1959,
although summer excursion trains continued for a few more years. The
push-pull actually ran for the last time on Saturday 13 June 1959
occasion remains one of my most vivid memories of adolescence: the
heat-wave weather conditions typical of that summer, the nostalgic
ride which my brother and I took on the evening train from Rushden
to Higham Ferrers and back, and the far-off sounds of whistles and
detonators carrying to our home through the warm night as the very
last train ran, added up to make an unforgettable experience. A
double push-pull set was used for the final day's workings, with BR
Standard 2-6-2T No.84007 sandwiched in the middle.
The lightweight branch goods trains continued to run for another ten
years, supplemented in the late 1960s by more substantial trains of
iron concentrate. At first a variety of steam power was used and
some of my earliest attempts at railway photography were made on the
branch good engines.
BR Standard 4-6-0 No.75058 was a regular performer at one stage, and
more exotic subjects for my camera included class 7F 0-8-0 No.49444
and class 04 2-8-0 No.63742. I have vague memories, unsupported by
photographic evidence of a large number of ex-LMS and ex-LNER tender
locomotives at work on the branch goods trains, and I assume that
they were running-in after repairs at Wellingborough shed. Class 26
diesels had taken over the branch goods workings by 1964, and they
continued operations until the line closed completely in 1969.
Some of my most enjoyable journeys during my train-spotting days
began with a ride on the push-pull from Rushden, and the branch has
a special place in my affections; I am glad to see it undergoing a
PENNINE OBSERVERS NOTES
Melton Ross, east of Scunthorpe, is a good spot to view Class 37s
and Class 56s on steel and iron ore trains. Within minutes on March
23rd 37258/5 headed up an iron ore while 37002/377 headed in the
Noted at Immingham on April 9th were 08439/478/508,20068/89/226,
31154/233/403,37002/106/202/258/275/377, 45130, 47223/277/402/412.
97545 arrived at Sheffield on April 15th on a footex but it is not
reported where from.
Seen at Healey Mills on April 10th were 37274 on coal, 37378, 31166
light-engine and 56094 on MGR empties.
Two Rugby League Final specials from Hull to Wembley on April 28th
and 29th were hauled by 47555, while 47436 was seen at Doncaster on
May 6th on the "Lakes Express" from Peterborough to Carlisle. The
same day saw 47501 returning to London carrying Arsenal supporters
home from Middlesborough.
May Day saw an additional Sheffield-St.Pancras(18.02) hauled by
97545. The first Summer Saturday of 1989 didn't pass without one or
two problems. 31464 failed at Tapton Junction, Chesterfield on the
09.17 Paddington-York, its run from Birmingham obviously proving too
much in the warm weather, and was pushed to Sheffield by the
following 10.42 Skegness-Sheffield hauled by 47413. The defunct
Class 31 was replaced there by 31107. 47256 worked the 12.52
Skegness-Leeds and 47522 the 13.13 Skegness-Sheffield whilst the
10.20 Skegness-Leeds was hauled by 31469.
Class 56s and 58s are the mainstay of MGR trains in the Nottingham
area although pairs of Class 20s can still be seen. Noted on March
17th at Pinxton were 56020 and 58046 on MGR's with 58033 at Langley
20086/217,25209,37213 and 58031 were at Toton. 20034/42 were at
Nottingham on a parcels train and 31221/233 and 31223/249 on oils.
08623 was Yard pilot at Beeston and 08536/428,45121/135/6 were at
Class 90s are becoming very popular for reported sightings and on
April 1st 90003 headed the 16.30 Manchester-Euston and 90010 the
17.30 Manchester-Euston. Two days later saw 90014 head the 14.30
Manchester-Euston with 08838 seen at Longsight and 08669 at Trafford
A major highlight of the Spring was the use of the Settle-Carlisle
line for diverted WCML services at weekends in March.
Predictably services were predominantly in the hands of Class 47s
and on March 14th
No's 47431/440/442/471/483/489/531/2/7 were used. March 11th saw
47488/512/527/532/608/612 amongst the locos used, but unusually
47117 headed the 12.10 Glasgow-Manchester and 47365 the 12.37
March 18th found 47439/441/3/7/456/570/590/605/659 used with 47406
heading the 06.34 Carlisle-Leeds and 47413 the 08.25 Leeds-Carlisle.
Class 37/4s are finding their way southwards after being displaced
from Scottish services by Sprinters. 37411/425 were at Buxton on
April 15th with the latter being used to bank the 15.40
37073 provided power on May 6th for a footex from Birmingham to
Derby. The same day found 85023 heading the 10.29
Birmingham-Liverpool and 85032 the 13.26 Birmingham-Wolverhampton.
85006 and 81007 also worked passenger services that day.
The Midland held an Inter City Diesel Day on Sunday 21st May with
loco-hauled services running from St. Pancras-Leicester, some via
Corby. Locomotives used were 20145/228,37058/66,33021/2,47347,56017
and 58050. An added bonus was D9000 which was on show at St.
It has been rumoured that trials will take place with a Class 31/4
and 3 vehicles on the Manchester-Buxton line. There have been
numerous problems with the Sprinters on that line.
The return of Class 50 No.50049 from its guise of 50149 has
brought a crop of sightings. One of the earliest was March 20th when
it worked the 09.40 Plymouth-Portsmouth paired with 47587 as far as
The following 50s were seen on Waterloo-Exeter services between
March 16th and 20th: 50003/17/18/21/25/28/41/4/8/50. 47587 was also
Although the majority of services are Class 50 hauled, the odd Class
33 working, together with the Class 47 diagrams intermingle. On
March 19th 33118 worked the 17.00 Waterloo-Exeter with 33111 the
Exeter on March 24th.
The 09.40 Plymouth-Portsmouth had 50048 in charge on March 17th and
50049 on the 20th, whilst the 12.03 Portsmouth-Plymouth was headed
by 50041 on the 19th and 50018 on the 20th.
A concentrated Waterloo-Exeter bash" on April 23/24 found 50049 head
the 09.35 Exeter-Waterloo, 50041 the 08.25 Basingstoke-Exeter, 50027
the 09.00 Waterloo-Exeter, 50041 the 12.27 Exeter-Waterloo, 50003
the 11.00 Waterloo-Exeter, 47473 the 14.27 Exeter-Waterloo, 50030
the 14.00 Waterloo-Exeter, 47587 the 16.07 Exeter-Waterloo, 50028
the 16.10 Plymouth-Waterloo and 50049 the 17.00 Waterloo-Exeter on
the 23rd, whilst
the 24th found 33119 on the 08.39 Yeovil-Waterloo, 50028 the 07.00
Waterloo-Exeter, 50030 the 08.11 Exeter-Waterloo, 50044 the 09.10
Waterloo-Exeter, 47587 the 09.40 Exeter-Waterloo, 33109 the 10.10
Waterloo-Tilsbury/14.35 Gillingham-Waterloo, 50041 the 09.40
Plymouth-Portsmouth, 50003 the 11.10 Waterloo-Exeter, 50048 the
11.59 Portsmouth-Plymouth, 50028 the 12.20 Exter-Waterloo, 50049 the
13.00 Waterloo-Exeter, 33101 the 14.10 Waterloo-Salisbury, 50044 the
14.17 Exeter-Waterloo and
50030 the 15.10 Waterloo-Exeter. May 6th found 33119/106 heading the
07.01 Waterloo-Meldon SEG.
Railtour while 50048 worked the 08.17 Exeter-Waterloo, 50049 the
09.10 Waterloo-Exeter, 47651 the 09.40 Plymouth-Brighton to
Salisbury, 50041 the 11.10 Waterloo-Exeter, 50002 the 13.10
Waterloo-Exeter, and 33115 on the 12.10 Waterloo-Gillingham and the
The first Sunday of the new timetable and Waterloo-Salisbury/Exeter
services in the hands of Class 50s (in theory) found three of the
newly transferred members in action. 50008 worked the 10.24
and 15.00 Waterloo-Exeter, 50007 worked the 11.25 Paignton-Waterloo
and 50009 the 10.00 Waterloo-Salisbury and 21.24 return. 47452
worked the 09.28 Exeter-Waterloo proving all 47s haven't left the
line yet. The stabling point at Salisbury, for long the resting
place for 33/1s held 50029/50.
March 17th found 50033 head the 10.35 Paignton-Paddington and 47589
the 14.32 Paddington-Newbury/15.50 return. The previous day saw
50024 at Exeter on an unidentified parcels train. Also on this date
the 09.35 Cardiff-Paddington HST working arriving 30 minutes late.
Paddington-Oxford/Newbury services on this date were worked by
Noted at Laira on March 17th were 08641/840/944,47586,97652,
50002/10/12/14/22/29/42/47. 50021/49 were at Exeter. March 19th
found the 16.20 Plymouth-Paddington in the hands of 50040. The next
day saw 37425/2 unusually at the head of a Foster Yeoman stone train
Easter weekend in the West Country found the additional services
overwhelmingly in the hands of Class 47s. Monday March 27th found
47559 working the 15.55 Paignton-Paddington additional, 47558 the
Penzance-Paddington additional. Also 47652 worked the 09.18
Manchester-Plymouth and 17.00 Plymouth-Birmingham. 47543 headed the
07.40 Paddington-Plymouth and 15.10 return.
The Paddington-Hereford service has seen only occasional interlopers
of the Class 47 variety in recent weeks with 50046 on the 13.45
Paddington-Hereford/18.00 return, and 50031 the 16.15
on April 9th, 50040 on the 13.45/18.00 and 50024 the 16.15 service
on April 16th, and 47583 the 13.45/18.00 and 50034 the 16.15 service
on May 7th.
The 10.02 Paddington-Plymouth sees fairly solid Class 50 power at
its head. 50036 worked the train on April 16th and 50050 on May 7th.
Get your Class 33s here, where? Well, Taunton, of course. 15.30 hrs
on April 26th saw 33035/15 heading west on ballast empties and
33110/117 east loaded. Only five minutes earlier 47284 worked up on
Class 50s Nos 50008/15/43 were all on Exeter stabling point the same
day, before No 43 paired 50003 on the 22.15 Exeter-Laira ECS. The
next day saw 50042 heading from Meldon Quarry to Exeter.
The last week of the Class 50 diagrammed 09.40 Paddington-Birmingham
saw 47500 in charge on May 8th, an unidentified Class 47 on the 9th,
and 50035 on the 11th.
A ten-hour stint in the Didcot area by a keen member on May 13th
found most Paddington-Oxford services in the hands of Class 50s with
a couple of Class 47 interlopers, Nos 47440 and 47598. Class 50s
50025/35/36/37/40/6. 47620 worked the
Paddington-Stratford-Marylebone Inter City charter train whilst
47583 headed a westbound additional and returned ECS. Green Class
37, No 37350 partnered an unidentified member
on a westbound oils while 37174/263 worked east on ballast,
returning light. Green Class 47, No 47500 worked the 06.54
Manchester-Paddington and 12.40 Paddington-Birmingham return.
Another westbound ballast was worked by 47623, returning light.
47567 worked the 3A12 06.45 Swansea-Old Oak Common vans and
37248/220 headed the Langley-Robeston oil empties. An unusual
pairing of 31435/56039 worked westwards light-engine and 47289
worked 4M60 12.35 Southampton-Birmingham
Other liner trains, the 07.10 Coatbridge-Southampton and 12.20
Birmingham-Southampton were headed by 47144 and 47095 respectively.
Quite a variety of motive power and trains still to be found here.
On 15th April 47658 hauled race goers on the Paddington-Newbury
Racecourse special, and return. This service has occasionally been
Class 50 hauled in the past.
For information included in the above section, we are indebted to
Slater, Dewing, Gossan, Caddick, Wesley (Paul) and Sanderson.
BR Seeks advice from Racing Expert
The PENNINE's Treasurer, John Sanderson, renowned county-wide for
his horse-racing knowledge, has been asked by British Rail to
provide details of fixtures at Southwell Racecourse, near Newark, to
carrying of passengers to Rolleston Junction station, which adjoins
the track. The racecourse is to be provided with the North of
England's first all weather course, guaranteeing racing throughout
the winter months uninterrupted by the conditions.
Work is progressing speedily on the construction of a "new" station
at Swinton in South Yorkshire, and the re-instatement of Swinton
curve linking Swinton with Mexborough. As a result of these
improvements BR has
applied for closure to passenger trains of the section of line from
Aldwarke Junction to Mexborough East, with all Doncaster bound
trains using the new curve. The improvements will be completed
within a year.
PENNINE RAILWAY SOCIETY –
MEETINGS/TRIPS LIST – JUNE-SEPT 1989
Meetings List No 4 June-September 1989 Robin Skinner
All meetings held at the Corporation Brewery Taps, Cleveland Street,
Doncaster at 19.45 for a 20.00 prompt start.
Tuesday 20 June
Illus John P Sanderson, Slide Show "A Midsummer Night Madness".
Tuesday 4 July
Illus. Tony Caddick, Slide Show "Independence Day". Travellers
Tuesday 18 July
Illus. Uncle David Whitlam, Slide Show
Tuesday 1 August
Illus. Reverend Andrew J Watts (Bishop of Balby) Power from the
Pulpit. Slide Show from Above.
Tuesday 15 August
Illus. Tony Smith (the Retford variety)
Tuesday 5 September
Illus. Chris Tyas, Slide Show "Railways Larger than Life".
Tuesday 19 September
Illus. Dave Cawley, Slide Show
ALL WELCOME – BRING A FRIEND OR THREE
Fixtures List No 3 1989 PR4 David Whitlam
Wednesday 5 July
Keighley & Worth Valley Railway
PR4-89/3 Evening Tour of line and installations by Railbus.
Members £2.50; Non-members £3.00. Meet Haworth Station 19.15.
Preserved bus will provide transport from Doncaster Station,
departing 17.00 for those requiring it.
Bookings to David Whitlam enclosing SAE.
On booking, please indicate whether you will be travelling on the
bus with us from Doncaster.