THE MAGAZINE OF THE PENNINE RAILWAY
Yet another one bites 'the dust. Many of you will remember the
former "King's Head" outside Blackpool North station. There is now a
sign on the door advising patrons that it is now a "Gay" bar. It has
been renamed "The Flying Handbag". Entrance is now via the back
Whatever has been done cannot beat the "renovation" of "The Globe",
Howard Street, Sheffield, a former popular meeting place for
spotters. "It's a Disaster".
"Is it not simpler to leap the stream than to pause on each stepping
"To truly see how the crow flies , one must sit on the train".
"Mad" Eric Cantona in a new advertising campaign for Eurostar. A
spokesman said "We chose Eric because we are both likely to go off
the rails at any time".
Red Route to the Scrapyard
Pennine's No 1 bus enthusiast, Gerry Collins of Lincoln tells us
that London's red Routemaster buses with an open platform at the
back will be phased out by 2001 after 40 years of service. The
existing fleet which was built to last 17 years is virtually at the
end of its working life.
Royal News - Tony Caddick
Pennine's Royal Expert tells us that (ex-HRH) the Duchess of York is
going into modelling. He says she would make a good clothes horse,
comes with her own feedbag and saddling equipment.
Following criticism of Clare Short in the June edition of this
organ, Tony Blur has acted swiftly in transferring her from the post
of Shadow Transport Secretary to Overseas Aid.
Ms Short who has called for the legalisation of cannabis, an
increase in taxes and the nationalisation of all Islington
restaurants will now be expected to answer questions on the Middle
Dr Marje Skinner
Pennine's Agony Aunt, Dr Skinner tells us that a surgery has opened
on Platform 1 of London's Victoria Station for stressed passengers.
The Doc says services range from a consultation (£32) to a full body
The services will be advertised in telephone kiosks around London.
Driver Peter Browne of West Anglia Great Northern has lost his claim
for unfair dismissal after ignoring a red signal and derailing his
train. Mr Browne could not distinguish between red and green signals
although he had passed a colour blindness test.
Island Line Defies Strike Call
The Tory press proudly tells us that Isle of Wight's Island Line has
worked normally during the recent industrial dispute over pay and
hours. What the press fails to tell us is that Jurassic Jimmy
Knapp's RMT Union only has one member on the Island Line. This
solitary member voted against strike action.
Brussels Eurostars Axed
Readers of this organ have been well informed of the problems
incurred in the introduction of Channel Tunnel services. We now have
to relate that Eurostar services to Brussels from north of London
have been withdrawn (yes, before they have even started).
Eurostar locomotives require two pantographs, one for the Belgium
wires and one for the French/British system. Experts now realise
that the pantograph for the French wires is too "strong" for the
flimsy string erected on the East and West Coast Main Lines. As a
result, certain locomotives will have their Belgium pantograph
removed to be replaced with a pantograph compatible to ECML and WCML
The outcome of this means that all Eurostars running north of London
will run to Paris only. All passengers for Brussels Midi will
require to change trains at Lille Europe.
Peace is restored between JR and JPS. Cricket nuts J R Dewing and
Treasurer Sanderson are celebrating the fact that Derbyshire have
not won cricket's county championship.
Inter City West Coast Trains offered a £34 super-saver day ticket
from Aberystwyth to Euston, valid only on the 09.22 ex-Aberystwyth,
arriving Euston 14.25, and the 14.35 departure from Euston, arriving
back in Aberystwyth at 19.38.
Eventually realising that very few normals would wish to have only a
10-minute stay in London, validity has now been extended to the
18.15 departure from Euston.
French on Track
A French company has won control of a second London rail network.
Connex Rail Ltd, new owners of the South Eastern train company say
they will spend £400m by 2006 replacing all "slam door" trains.
South Eastern runs trains to South East London, Kent and eastern
Sussex from six London terminals.
As Connex's parent company CGEA already controls the former Network
South Central lines to Sussex and Hampshire, virtually all services
out of Victoria station are now in French hands.
A passenger-r returning home from Portsmouth to Scotland missed her
coach connection at London when her evening train from Portsmouth
After turning down an offer from South West Trains of a free night
in a hotel, a staff member on duty at Waterloo decided the best way
to get her home to Newburgh, between Dundee and Perth was by taxi.
The fare was £847. A flight to Manchester and then transfer to
Dundee would have cost £155 .
Excuse is Round The Bend
Trains have been axed from two stations - because their platforms
are too curved. That's the barmy excuse by rail bosses for chopping
weekday services from Teignmouth and Dawlish.
Cost-cutting Cross-Country Trains claim the platforms are dangerous
because the guard can't see if all carriage doors are shut.
But rival InterCity trains stop without a problem.
There is a wrong sort of accountant on the line.
Stuart Carter recently helped a woman onto a train with her luggage.
The doors closed while he was still on the train - first stop York.
On arriving at York he asked to catch the next train back to London
free of charge. A guard originally accused him of trying to get a
free ride to London, "He let me go back when I pointed out to him
how pointless it would be travelling to York only to turn round and
get the next train back".
Really? I know of many a Deltic basher who did exactly that.!!
Bosses at a French firm given almost £900m in subsidies to run
British trains are to stand trial in France for bribery. The charges
relate to CGEA's parent company CU.
The allegations Involve bribing politicians to win a water supply
contract worth £80m on the French island of Reunion. The trial will
begin in October.
Incidentally, one union member employed by CGEA in France says he
has to drive trains, check tickets, clean the carriages inside and
out and do minor mechanical repairs. Wages are 10% lower than paid
by French Railways .
CGEA owns 8000 buses in France but runs just 200 miles of passenger
lines with rural services near Nice and Colmar and two light-railway
lines through the Brittany countryside.
They carry a mere 250,000 passengers a year - a far cry from the
many millions who travel on SouthEastern and SouthCentral.
Ideas Above a Station
A manager at Sole Street station restored it to its steam-age
splendour with cream and green paintwork, heritage posters and
colourful flower baskets.
Surprise, surprise supervisors at South East Rail have ordered the
manager to return the Kent station to its "modern" red and blue
The decision has outraged Cobham parish council which had been
thrilled with the plans to restore the ticket office and waiting
room to the style of its hayday under the Southern Railway Company.
Gravy Train (Continued)
Bosses of a rail firm sold it for f£400m profit, making themselves
instant multi-millionaires. Train leasing company, sold off to its
management by the Government only seven months ago, was snapped up
by bus firm Stagecoach for £475m.
After paying off City money men who backed their buyout,
Porterbrook's 43 bosses and workers will share an £80m profit on
their own £15m investment. Heading the gravy train is managing
director Sandy Anderson aged 41 - paid £157,00 last Year - who will
pocket about £34m.
Four other directors will split another £29m. And the rest of the
workforce, including administrators, secretaries, clerks and
engineers get an average £500,0000 each. It is one of the most
spectacular killings of all time.
Trainspotters can breathe a sigh of relief. British Rail's
distinctive "double arrow" logo will continue to appear on tickets,
timetables and at stations, ending fears that it might disappear
after privatisation. The rights and control of the trademark has
passed to the ownership of the Transport Secretary. It will be
licensed to British Rail for continued use as its corporate logo, to
Railtrack for use at stations and other sites and to private train
operators which must use it on most types of tickets.
Welcome to the Autumn edition of Trans Pennine.
I wrote in the last edition that the magazine was somewhat on the
thin side because of lack of spare Since then, I've started a new
job and spare time is even scarcer! You can't win! Still, it's good
to be back in harness again! My new job means I have joined the
ranks of the commuters, in this case between Doncaster and
Rotherham, and I split my journeys between bus, train and if I have
to go to Sheffield, the occasional tram. One thing that makes
travelling easier is the South Yorkshire Travel Master which, or
those who haven't come across it, is a monthly ticket covering all
public transport in the county, and which is cheaper than purchasing
It was therefore with some dismay that I read in one of our national
papers the other day, that Government changes to the funding of the
Passenger Transport Executives means that these popular and
convenient tickets are under threat, not just in South Yorkshire,
but in any PTE area which issues a similar ticket.
At a time when even this Government is urging us all to make more
journeys by public transport, it beggars belief that something which
makes that easier, is in jeopardy. It is to be hoped that we soon
get a proper transport policy in this country, instead of constant
interference and change.
Enough of the soap-box! I have been very pleased receive news and
articles for this magazine from "new" contributors, as well as the
old stalwarts. It is always nice to record a new name (or number, in
the case of one article!) in the credits. Please keep up the
to the Committee
In response to the treasurer's efforts to track "JR." down at
Sheffield, I am afraid JPS' is wrong "JR." does mix cricket
with alcohol! I was in the bar at opening time for a couple of
pints before time for yours truly. retreating to watch the
cricket from the boundary edge.
I spent a good four days at Worcester to cheer the Tykes to
victory, plus several pints. Sadly, my latest trip to
Eastbourne turned sour - a "stuffing" in three days by Sussex.
A well-below-par performance, this time by Yorkshire. I hope for
better things against the enemy, Lancashire, in the NatWest
Your editor received this letter the day after Yorkshire succumbed
to the might of the Red Rose yet again! Not that I'm rubbing it in,
1996 Pennine Slide Competition.
(Yet another reminder - anything to fill a page!) The annual
slide competition will be held on Wednesday, October 2nd at the
Taps. Members are invited to submit up to 4 slides, colour or
to monochrome, on a railway related subject. The slides must
be their own work and should not have been entered in any
previous Pennine competition. If anyone would like to enter,
but can't get to Taps, send the slides to David Bladen, who
will enter them on their behalf As usual there will be
cash prizes and trophies for the winners.
Driving and firing
a "B1" to
At one time, annual engine-driving sessions
were a regular feature in the programme of the Cambridge University
Railway Club, the line used being the former Great Eastern branch
from Cambridge to Haverhill. The elimination of steam traction from
East Anglian railways led to the abandonment of this pleasant custom
in the early 1960s, and
I was lucky in that my first year at the University coincided with
the last year when engine driving by club members was possible.
The day of the club's final engine-driving session was the last
Sunday of April 1963. By that
date there were no longer any steam locomotives at Cambridge shed,
so it was necessary to travel to March, where dieselisation was not
yet complete. Derelict steam locomotives could be seen outside the
shed, but some steam was still active, and a March "BP
4-6-0, no. 61252, stood
in a bay platform at the north end of the station, with two rather
elderly carriages forming the Railway Club special.
The programme for the day was that the train would steam backwards
and forwards several times over the Wisbech branch, which was
normally closed on Sundays. Two students would ride on the
locomotive on each single journey under the instruction of the
regular crew, one driving and one firing, changing over halfway. The
amateur enginemen from the University sported a wide variety of
dress; my own basic gear of sweater and old trousers was
overshadowed by army battle-dress, a Sherlock Holmes deerstalker, a
Great Western stationmaster's uniform, and other curious garb.
The crew of a 31 diesel
passing through the station made good-natured insulting gestures at
our driver and fireman - the object of their ridicule seeming to be
the thick black smoke which was beginning to pour from 61252's chimney,
in contrast to their clean modern machine - and then, the junction
being clear, we were off on our first journey with an amateur crew.
My own turn came in the afternoon, on a return journey from Wisbech
to March. The previous pair of students ran 61252 round
its train, then a colleague and I got on. it was my turn to drive
first. The driver showed me how to set the reverser at 25 per
cent, then when departure time came I pulled the whistle cord and
opened the regulator.
Never having driven a locomotive before, I was ignorant of certain
basic characteristics of steam power, and when after a second or two 61252 showed
no sign of moving, I assumed my regulator opening was insufficient,
and I moved the lever further over; still no result, so I opened the
regulator to its full extent. The driver pulled it nearly shut in
time to prevent a slip - the club members had agreed that ridicule
would be directed at anyone who made the engine slip - and the train
got moving. Once over the points and round the curve outside Wisbech
station, the driver told me to reduce the cut-off to 15 per cent and
open the regulator wide; full regulator and 25 per
cent would, he said, make a "B 1 " shoot along in fine style, but
coal consumption would be heavy, and as we were working tender-first
to March high speed was not desirable. On such a low cut-off, opening
the regulator wide produced no immediate result, but the train
gradually increased speed until the speedometer was reading 45 mph.
The locomotive was swaying gently, but there was little impression
of speed with the footplate being relatively high off the ground.
I watched the orchards and flat fields of the fens slipping by for a
minute or two, and then we changed over and it was my turn to fire.
The jigging of the engine and tender unbalanced me, and my first
shovelful of coal went all over the footplate. My next few attempts
were better, and the coal did go into the firebox, although I could
not master the regular fireman's knack of striking the shovel
against the bottom edge of the fire hole door to throw the coal
forwards; I had to deliver coal to the fire by shaking it off the
shovel. I was told to allow the steam pressure to fall as we
approached March, to avoid blowing off, so apart from seeing to the
injector I had little to do as my colleague applied the brakes,
stopped in March station, and ran 61252 round
its train. I took over driving again for the final manoeuvre,
backing the engine on to the train ready for the next pair of
I had never found parking a car in a garage or other confined space
easy, and judging distances with a large locomotive was much worse.
Under the driver's instruction I got 61252 moving, then shut off
steam and let the engine coast backwards towards the waiting
carriages, checking its speed with pulls at the steam brake handle.
I made my final application a shade too soon, and the student who
was waiting to couple us up beckoned me on. The driver opened the
regulator, and immediately the coupler-up flung out his arms to
signal me to stop, I pulled on the brake, but not quickly enough to
stop 61252 hitting the carriage buffers with a resounding crash.
Like many railway enthusiasts, I had always thought driving and
firing a glamorous occupation, but after my experience with 61252 -
crouching in front of the fire, unable to keep my feet properly, and
with stiff arms the next day from wielding the shovel - I decided
that perhaps after all it was not the job for me! Nevertheless, the
day I became an engine-driver has stayed in my memory as a most
enjoyable and interesting occasion.
There's always something better!
What starts you off on this hobby? One
that is all right for boys who are 'Trainspotters'. Once you grow up
you become a 'railway enthusiast', 'ferrinquologist', 'anorak'
brigadeius', but to everyone else you are still a Trainspotter'. You
put up with jokes about flasks, books, pens, anoraks, cameras,
binoculars, etc.,etc. But why? What is it about railways that holds
your interest, whatever else happens in your life away from the iron
road? Where does it end? Does it ever end?
So much for being philosophical about questions I can't answer! What
I do know is how I first took an interest in railways, that has
lasted well over forty years.
I was born and lived within 100 yards of the ex Lancashire and
Yorkshire (or should it be Yorkshire and Lancashire?) (no, right
first time, Editor) main
line. For the first few years of my life I never bothered with the
railways until I started at the local junior school. Here, our
dinners were taken above the local working-men's club. This required
us to walk from school in a lengthy 'crocodile', over a railway
bridge and past the entrance to Thornhill Lees station. Almost every
day the local pick-up goods was shunting in the 'tranship' bay - it
was invariably an ex-L&Y 0-6-0, usually 52121 (if only we could see
it now!) and brought a chorus of groans from several members of the
'crocodile'. As days went by, I found out that the groaners were
trainspotters, something I had never heard of. They told me
that if I rushed down my school dinner (a nice change from rushing
it up!) and ran back to the fence by the station, I would see a real
Come the following dinner-time, 52121 was on duty as usual and 12.35
found us by the lineside at Thornhill Lees station, just as a Fowler
or Stanier tank with three coaches in tow left for Wakefield. Surely
this was not all that special? No, my friends urged me to wait for a
few minutes and just before 12.45 came a sound in the distance,
indescribable, but growing in volume and ferocity. Then out from
under the bridge on the fast lines, avoiding the station and right
up against our railings, came a breath of white smoke and an instant
later a massive green engine, numbered and named. Never had I seen
such a machine, green with yellow lining, a brass nameplate, its
wheels a blur and connecting rods rapidly rising and falling, its 50
mph seeming more like 100 mph. The loco was 45698 'Mars', the train
was a Liverpool - Harwich service, but to us it was the
"quarter-to-oner". I can't be certain today of the colour of the
coaches, probably "blood and custard", but though I only saw it for
a few seconds, I can see that 'Jubilee' to this day.
In the following weeks I saw the 12.45 every day, and it was always
'Mars', 'Dauntless' or 'Glorious' I don't remember it changing. By
then I was bitten by the railway bug, and that part of the L&Y main
line near my home was a place to be visited every evening by several
of us from our estate. At our view point the L&Y ran below us, the
branch to Dewsbury Saville Town ran on an embankment behind us, and
behind the main line signal-box was the junction into the wagon
works - it had originally continued into Dewsbury's L&Y station at
We had heard about a book by Ian Allen which contained all the
numbers, so two of us went round the village with a borrowed
wheelbarrow collecting scrap metal. Then round to the local
scrap-merchant and after explaining why we had collected the scrap
and what it was for, we received 5/-, just enough for two books but
not enough for the bus-fare to Dewsbury and back. So we walked the
six miles there and back for our Midland Region ABC.
Now our evenings beside the lineside really began to educate us. We
learned something of the locos passing by - 'Derby Eights'
(48xxx's), Fowler and Stanier tanks on locals, 'Crabs' and 'Black
5s' (we called them "Mickeys") on fast freights, and an endless
procession of WD. 'Austerities'. As at dinner-time, the evening
session had its highlight. About 6.15pm, an express passenger train
worked through - it started at Bradford but where it went we knew
not. What we did know
was that it was usually 61017 'Bushbuck' and, furthermore, its
number wasn't in our books. So we saved up and bought an Eastern
Region Ian Allen and having invested heavily in our hobby (5/- to be
precise!), we decided to go further afield.
Three miles to be exact!. To Thornhill LNW. Junction, by
Ravensthorpe station, where the L&Y main line joined the LNWR.
Trans-Pennine route. We could only go there on Saturdays or in the
holidays, but with a pocket full of squashed jam sandwiches and a
bottle of water, it was getting very close to Heaven!
We still saw the tank-engines and WD's hauling coal trains, but now
we had ex-LNW. GIs and G2s and the new 'Standard'-class 4-6-0s, plus
more 'Black 5s'. The 12.45 was still there, but now it took second
place to the Liverpool - Newcastle's with 'Jubilees', un-rebuilt
'Patriots' and 'Royal Scots'. What more could you ask for?
We learned to watch for the signals pegging the different routes,
the difference between 'homes' and 'distants' and something about
train diagramming, simply from the constant reappearance of the same
engines. We thought we couldn't want more - but we did. Where were
those engines whose numbers began with 6? After all. we had spent
our money on the book and now we wanted some return on our
Aged about 10, we decided to try to find them. Having gleaned what
we could from our fellow trainspotters at Ravensthorpe, we decided
to go to Leeds. On a Saturday morning in August we found ourselves
at Ravensthorpe station about 9.00am, paid our 10d for a half-return
ticket, and we were off to Leeds. The loco was one of the regular
performers on the Leeds - Huddersfield service, 42408, and it took
us to foreign parts like Batley and Morley. So much to see, a J50
shunting at Batley, Farnley loco depot, so much not to see, the 1
mile 1609 yards of Morley tunnel, and then Leeds.
At first we were a little nervous of moving round the station, but
curiosity soon found us on platform 7 on the new side of City
station. We watched Midland 'Compounds' leave for Morecambe,
Sheffield and Derby and 'Jinties' on station-pilot duties. The
'Scots' and 'Patriots' on the Liverpool - Newcastle's ran into the
old North Eastern part of the station but what we didn't realise was
they were coming off and being replaced by A3s. That side of the
station also had B1s, 'Hunts' and B16s, but then we didn't have time
for that as there was a new experience in store for us - a titled
The 'Thames-Clyde' express and what a bonus! A 'Jubilee' brought it
in and a 'Scot' took it out, two for the price of one and us only
feet away from a northbound 'Scot'. We had only just calmed down
when the southbound 'Thames-Clyde' was on us, reversing the
procedure, and a southbound 'Jubilee' was added to our fist. Later
in the day the Up and Down 'Waverley' changed engines, introducing
us to a brand-new 'Britannia`, 70053 'Moray Firth'. All to soon it
was time for home. We had run out of sandwiches, pop and money and
once again we had 42408 for company, but now it didn't raise the
same enthusiasm it had done several hours earlier.
After a few more trips to Leeds we discovered the north-eastern part
of the station, dark and gloomy but the sight of my first A3
60036 'Colombo' brightened it up considerably, and 'Pacifics' - what
giant engines they were. Where could we find some more? We were told
that three of these streamlined giants regularly worked the 10.00am,
1.00pm and 4.00pm departures from Leeds Central to Kings Cross
(well, nearly regularly). Now it was time to decide - should we
leave the 'Thames-Clyde', 'Waverley' and 'Devonian' to see what
Central had to offer? The thought of those green giants won the day.
Venturing for the first time on to the pavements of Leeds we found
our way to Central station. On to the concourse we went, but we
couldn't get on the platforms - what sort of station was this? By
way of recompense we spent a penny on a printing machine which gave
you 18 letters on a metal strip, needless to say it had our
favourite engine name on it!
Turning from the machine we saw another new loco type rolling up to
the buffer stops, 60134 'Foxhunter' arriving from Doncaster, and in
pristine condition. Even on a four-coach stopping-train it looked
impressive. All this, however, didn't solve the problem of where to
catch sight of the A4 on the 1.00pm to Kings Cross and it was now
12.30. We left the concourse and wandered around the station,
finding a viewpoint on the old cattle dock, on the arrivals side
just outside the station. The stock was already in and after a few
minutes we saw the A4 backing down - smooth, streamlined, clean,
moving silently (apart from the Gresley 'knock') onto its train.
It was totally different from anything
we'd seen before - the most beautiful engine in the world (I know
better now, but I put it down to youthful enthusiasm), 60003 'Andrew
K. McCosh'. We stood entranced, lost for words, and hypnotised by
this thoroughbred of engines, until the safety valve lifted and
brought us back to reality. We watched it leave for London and we
left for City station for the remainder of the afternoon, which was
something of an anti-climax after our introduction to the A4's.
As we journeyed home behind our faithful Fowler tank, our sole topic
of conversation was the A4. We even recounted our experiences to an
old lady of about 19, who listened with a huge grin on her face, but
then she hadn't seen the A4.
That night as I lay in bed, I thought about what a marvellous day we
had had, and the sight of that A4 in my mind's eye convinced me that
I would never have a better day's trainspotting or see a finer
locomotive. I had reached the very pinnacle of my hobby - but then
again, I hadn't seen a 'Duchess' yet! .........
Pennine Quiz No.87
Thanks to Ken for providing this edition's quiz. Answers to the
editor by November 16th, please!
1. Between which two stations is Cottage Pie
2. Which is the only intermediate
station on the Primrose Line?
3. What was the number of the only steam locomotive broken up
by F.C. Larkinson of Grantham?
4. Which two A3s were named after horses that dead-heated in
5. Who performed the naming ceremony on 47712 'Dick
6. Which was the first A3 to display the title 'BRITISH
RAILWAYS' on its tender?
7. Which station was re-opened on 5th October 1987?
8. Which Deltic was named after the winner of the Doncaster,
Goodwood and Ascot Cups?
9. What is the southern terminus of the 'Wessex Scot' service?
10) On what date was Skelmanthorpe closed to goods traffic?
11) What was the number carried by the first RES class 47?
12) Excluding the preserved 'Princess Royals',
which was the only
one not cut up at Crewe Works?
13) Which was the first 156 to cover 1,000,000 miles?
14) Which 08 carried the unofficial name "SLOP POT"?
15) Where was 61657 'Doncaster Rovers' cut
16) On what date did Margam Marshalling Yard open?
17) Which service had a St. Christopher medal on its window stickers?
18) Which was the first class 43 to carry a
tin style nameplate?
19) On what
date were class 27 push-pull services introduced between
Edinburgh and Glasgow?
20) How many viaducts are there between
Paignton Queens Park and Kingswear?
21) Near which town was Coke Ovens
22) What is the name of the former St.
Which locomotive carries the name 'Holt
24) How many class 47s have been named after
25) How much in pre-decimal currency was the
surcharge to travel in the observation car
between Fort William and Mallaig, in
Pennine Quiz No.86
What the Papers say!
3) Somerset and Dorset
4) Long Eaton
6) 40E, later 41J
8) Stratford-on-Avon & Midland Junction
9) Clapham Junction
10) Bude (or Torrington)
17) Moat Lane Junction
22) Morfa, Mawddach
23) Maiden Newton
26) Dauntsey, later Little Somerford
30) Dovey Junction
The outright winner was Pete Gardner. There
were four entries which tied for next place. Bladen junior was asked
to pull two names from a hat John Dewing and Malcolm Bell were those
picked. Well done gentlemen and thanks again to Paul Slater for
setting the quiz.
Rail privatisation has featured greatly in
this column over the past months, so by way of a change, this
edition's column starts with a railway story of a different kind. It
is taken from the London Evening Standard on July 2nd and was
written by Dick Murray, the Transport Correspondent.
Tube engineers called in to hoist 35st patient
Doctors faced with a weighty problem when they
couldn't find a bed big or strong enough for a 35stone patient have
turned to an unorthodox source for help - London Underground
The engineers were brought in after a senior
doctor at the Middlesex Hospital remembered that the same department
had offered him advice on how to raise a boat that went down off the
Italian coast in 600BC.
Teacher Peter Cameron, 42, had been flown to
Britain from the Middle East suffering from a virus that threatened
acute breathing problems. Doctors operated but the patient faced
further problems. He needed a special bed-cum-table that would tilt
him into an upright position to allow vital post-surgery
Dr Hugh Montgomery contacted London
Underground in despair after hospital staff failed to find anything
suitable to bear Mr Cameron's weight.
He said today: "It was more perspiration than
inspiration. We were desperate. Then I remembered LU had helped me
before. Twelve years ago LU helped raise an Etruscan boat which went
down off the Italian coast in 600BC. I was with the archaeological
team from the British Museum and the Museum of Florence and we were
stuck until LU advised us on how to raise her. "
The doctor said of his latest dilemma: 'We
were in a real life-or-death situation with the patient suffering
from respiratory failure compounded by the fact that he weighs
35-stone. To keep him alive we needed a contraption strong enough to
lift him from a supine to an upright position for post-surgical
LU's team responded by modifying an existing
tilting table and installing a special hydraulic system, at a cost
of £2,500, to replace the existing electric motor that could not
cope with the patient's weight. David Hornby, LU's director of
engineering, said: "It was a challenge but we were delighted to
help. People are our business. Two of our team visited the hospital
to take measurements and within days it was off the production line
and ready for the nursing team."
Today Mr Cameron is said to be making good
much missed station master is about to make Private Eye
a comeback. West Anglia Great Northern
Railways intends to restore Masters to at least 20
of its stations before the end of the year. This
poem is taken from the Poetic Licence column in
the 'Independent' and is by Martin Newell.
Return of the Station Master
A coal fire in his office
The fob watch in his pocket
The rigmarole of label tying
With sisal twine and docket
Which had to be respected
When parcels were collected
And well into the Sixties
The best-kept village stations
Had flowerbeds and livery
Did station masters dream
In bottle green and cream?
The breadth of Beeching blunders
From Bedford to St Pancras
Was measured out in traffic cones
Container trucks and tankers
While the trains were scarcely faster
Without the station master.
And when the vandal threatened
A way was found to foil it
They placed surveillance cameras
And locked the station toilet
Then only found the key
When the station staff were free
The newly managed railways
Now find an old solution
Replace machines with human beings
And there's your revolution.
Someone to take the flak
The station master's back
In the last edition of this column, one of Martin Newell's poems Adlestrop Retrieved' was
featured. Paul Slater has sent a copy of the original poem, 'Adlestrop by Edward Thomas
Yes, I remember Adlestrop
The name, because one afternoon
Of heat the express-train drew up there
Unwontedly. It was late June.
The steam hissed. Someone cleared his throat.
No one left and no one came
On the bare platform. What I saw
Was Adlestrop - only the name
And willows, willow-herb, and grass,
And meadowsweet, and haycocks dry
No whit less still and lonely fair
Than the high cloudlets in the sky.
And for that minute a blackbird sang
Close by, and round him, mistier.
Farther and farther, all the birds
Of Oxfordshire and Gloucestershire.
Independent - Colin Wheeler
Close to Leeds City station are several public
houses worthy of a visit. The Cock of the North is a new pub in an
old building under the rail bridge in Swinegate. The pub sells real
ales from small independent brewers and can be reached by turning
right outside the station entrance, walking along New Station Street
then down the steps adjacent to the NCP car park clock-tower. At the
bottom of the steps turn left and the pub is under the bridge, on
From one of the newest pubs in the area to one
of the oldest. The Prince of Wales is a Courage/John Smith's house,
normally serving a guest beer alongside the John Smiths bitter and
Courage Directors. Hot and cold food is available at lunchtimes. The
pub has won several local CAMRA awards and is also in Swinegate, but
you turn right at the bottom of the steps, and the pub is 50m on the
Another old watering-hole in Leeds city-centre
is the Scarborough Taps. This Tetley pub has recently re-opened
after extensive internal refurbishment and offers the usual Ind
Coope beers from Burton, several guest beers and hot and cold food
at lunchtimes. This pub can be reached by leaving the 'Prince',
crossing over the road (Mill Hill) and the 'Taps' is 50m on your
right. To return to the station take the stairway which is across
from the pub entrance in Neville Street - it's a two minute walk,
depending, of course, on how many you've had!
Although the Pennine is a railway society,
there are one or two members who occasionally use the bus. With them
in mind here are some recommendations for 'Bus and Coach Ale" (Note
for Gerry Collins of Lincoln - we won't make this a regular feature. Editor!) A new bus and coach station recently opened in Leeds, on
the site of the of the old Metro bus station, near to Kirkgate
Market. National Express have also moved onto the site from their
Wellington Street bus station. The new Royal Armouries museum is
nearby and there are two pubs worth a visit if you are in
the area. The Palace is a Tetley pub which also serves up to eight
guest beers. Recently refurbished, the pub offers hot and cold food
at lunchtime, has a no-smoking room and also offers views of the
York - Leeds railway line. To reach the Palace leave the bus/coach
station at the New York Street exit, cross the road and go alongside
the Mayfair Bingo hall and under the railway, until you reach the
church. The pub is on the left of the church.
The Duck and Drake is a Scottish and Newcastle
house offering up to ten guest beers and ciders from small
independent breweries. This is a very basic pub, with no posh
seating or carpets, and sandwiches served at lunchtimes. To reach
the pub follow the same directions from the bus station as for the
Palace, but when you reach the church turn right, and the pub is
100m on the right, under the railway bridge.
The following is an extract of an article
written by Brian Glover and is taken from the July edition of CAMRA's
newspaper "What's Brewing".
The brewery standing at platform one.
David Lightley's Pembroke Brewery has seen as
many battles in two short years as the castle at the other end of
the historic Welsh town's main street. To survive, he has had to
switch his point of attack - and in the process moved off the road
and on to the rails.
A keen home brewer, he bought a 10-barrel,
full-mash plant in 1994 and launched into the local free trade. At
first he seemed to have found the right road. He called his beers
after the town's thoroughfares - Main Street Bitter and Golden Hill
Ale, and sales boomed as he built up 25-30 local outlets. Then came
winter. He expected business to fall away, as Pembrokeshire relies
heavily on the seasonal tourist trade. But he did not expect so many
pub doors to be bolted in his face by the big brewers.
Knocked off his regular trading route, he
switched to a new track. He decided to open his own pub, bidding for
the lease of the railway station in Pembroke Dock. The Station Inn
in Dimond Street opened in May 1995 and has proved an oasis for
thirsty travellers. Up to eight trains a day run into the station,
the end of the line for those heading for the Ireland ferry.
Instead of standard Travellers Fare - bolted down red plastic tables
and chairs and orange lino tiles visitors will now find a pine and
ash bar with leaded glass panes, built by David himself, along with
a variety of wooden furniture inside the
old stone building.
On the bar is a fitting range of rail ales. In
addition to the original "street" beers, there is a strong ale called
Off the Rails and a special brew for trainspotters - Old Nobbie,
"the anorak stout".
David Lightley knows the detail demanded by
his new customers. The pump clip for Old Nobbie shows a rail
enthusiast clutching a pad of loco numbers. 'And those are real
trains that call here."
Last month he organised his first beer
festival at the inn, featuring Scottish and Welsh ales. He also
launched his summer brew Sound Whistle at the music and ale
celebration. The pub now standing at platform one looks to be taking
off and the brewery is also beginning to build up a good head of
Boarding the 'Dorset Scot' at Sheffield Midland
station might not seem the perfect way to begin a Great Central
Railway weekend away, but the service provided a useful connection
for our mission south. Saturday 20 July 1996 was the date chosen by
the GCRS's Southern Area representative, Len Bunning, for a slide
show in the capital. It was also the date, 15 years ago, that the
Woodhead route closed and, on a happier note, it was my ??th
birthday as well! With my better half, Denise, I headed south.
The first part of our journey, aboard the 'Dorset Scot' (the 06.55
Edinburgh - Bournemouth), involved a 126-mile run to Banbury, via
Birmingham New Street. With a seven-coach HST set, power cars 43067
(leading) and 43091 in full cry, we were well and truly on our way.
After stops at Chesterfield and Derby, we soon arrived at New Street
then, after reversing, the train called at Birmingham International,
Coventry and Leamington
Spa before arriving at Banbury at 13.07. The Dorset Scot' departed,
'and after refreshments at the 'Quick Snacks' buffet, it was back
down to platform 3 for the 13.30 departure to London Marylebone.
Our 90-minute run to the Mecca was in the
capable hands of a 3-car class 165/0 'Chiltern Turbo'. The top speed
of 75 mph was soon reached and the train called at Kings Sutton,
Bicester North, Haddenham and Thame Parkway, Princes Risborough,
High Wycombe, Beaconsfield, Gerrards Cross and Wembley Stadium,
before arriving bang-on time at Marylebone.
Once through the station barrier, we drifted
towards the 'Victoria and Albert' station bar, where we were greeted
by Les Bunning and renowned fellow-GCRS member Peter Rousselange. A
few birthday drinks, plenty of GC chat and a look through Peter's
postcards, then it was 17.00 and time to go. After a two minute car
journey from Marylebone, Len dropped us off at the venue for the
evening's entertainment, before departing to collect the guest
The venue of the slide show was 'Crocker's
Folly' in Maida Vale. This visit was our second to the 98-year old
building, following last year's 'GCRS Walkabout', and Peter must be
credited with the find. The story goes that at the height of the
Victorian railway boom, somebody gave Mr Frank Crocker a hot tip
that Marylebone station was going to be built in Maida Vale. Mr
Crocker worked out where the station would go and built a hotel
right opposite. He opened the hotel, with the highest hopes in 1898,
only to learn that the new station was to be built in Marylebone.
Ruined, he jumped from one of the many upstairs windows poor Frank!
Once inside 'Crocker's' we marvelled again at
the decor, looking up at a fanfare of marble columns and walls, whilst being careful not to spill
our real ale! Seated comfortably on antique furniture, we admired
the massive baronial fireplaces, richly coiffeured ceilings and the
expensive carved mahogany fittings - this must surely be one of
London's most remarkable public houses.
We were soon joined in these pleasant and
comfortable surroundings by our society Chairman, Mike Hartley, all
the way from Scunthorpe. Len duly arrived back with our guest
speaker for the night, Fred Ivey, who was accompanied by a friend,
Les, a former Stratford fireman.
Around 19.20, we made our way upstairs to the
small but adequate room, where Len, Fred and Les were making final
for the show.
Len then made
the audience of
Fred steamed into an excellent show, with a
varied selection covering such items as London Transport, the
Woodhead electrics, Butler Henderson' at Loughborough in 1938, and
1938 tube stock, still in use today for weed killing duties. There
was also a sprinkling of trolleybuses, and signal-gantries at
Greenford and Neasden! A truly fascinating slide show, well put
together and with a very informative commentary. Well done, Fred! I
look forward to a further helping!
After saying our goodnights, and still
wondering which window poor Frank Crocker leapt from, our taxi
arrived to take Denise, Peter and myself to the 'Lords Rendezvous',
a Peking-cuisine restaurant. Len would join us later, after taking
Fred and Les back to Edgware Road.
The first impression on entering the
restaurant is of entering a railway booking-office. Once inside,
Peter explained that this Finchley Road establishment was once the old Metropolitan
Railway's Marlborough Road station. Looking out at the lines down
below, he also told us that one or two up-Great Central expresses
passed this way, when diverted to terminate at Baker Street.
We enjoyed an excellent meal, complemented by
plenty of GC chat, but it was approaching closing
time and there was still no sign of Len. We waited
outside, listening to the clattering of the tube-stock
down below. Len finally arrived, apologising for
being late and informing us that this was due to the
common 90s phrase, "sheer volume of traffic". We
later found out
that the chaos
was due to a
Back inside Len's car, we headed home via the
EMI recording studios, and over the Pelican crossing made
famous by the Beatles' and their 'Abbey Road' album. I wonder how
much that Volkswagen number-plate would fetch at auction? We dropped
Peter off in NW8, and after the "thank you's" and "goodbyes",
continued on to Wembley for an overnight stay at Len's.
Sunday morning came around with Denise and I
being treated to a hearty 'Len Brunning Breakfast Special' -
delicious! This was followed by a tour of the local railway scene,
starting at Sudbury and Harrow Road station, whose first
station-master was a Mr Booth, transferred from Rotherham Central.
Back to the car via the vintage cigarette machine and the old 'Ryans
Bus' garage. The current proprietor of the garage stopped Len and
asked if his car needed another service. Len, laughing, explained
that we just peering into the historic building on our tour of
We travelled onwards to Sudbury Hill Harrow
and noted the station buildings have now been taken over by a
dry-rot specialist. The weather was dry
very hot as we continued our tour via South Ruislip station
(Northolt Junction), past the old Northolt racecourse site and on
for a break at Ruislip Gardens station, which was closed due to
engineering works. Never mind, we had plenty of time to study the
Harry Beck-designed Underground map.
Our final port of call was West Ruislip station, a very quiet and
spacious railway affair, with an appealing overbridge for the
railway photographer. A few of Fred's pictures, from last night's
show, were taken from this vantage point.
With the sun still shining down, we headed for Kings Cross along the
A40, Western Avenue, calling off at Marylebone for suitable
refreshments, past the crowds at Madame Tussauds and the awe
inspiring St Pancras, before arriving at the East Coast Main Line
terminus. Len's hospitality was first class - Denise and I felt like
Royalty! We said our farewells to Len and entered the bustling
The journey back to Sheffield followed the 1958 (rerouted) 'Master
Cutler' service. Our train, the 14. 10 service to Leeds, was hauled
by 91008 and the run to Retford was made in booked time. Our
connection to Sheffield, in the form of a Metro liveried class 144,
was waiting on the low-level platform 3, so completing our return
Denise and I would like to thank Len and Peter for arranging a
marvellous show, arrangements second-to none, and in surroundings,
well!! I do hope we've whetted your appetite for we will most
certainly join Len and Peter at the next 'Crocker's Rendezvous'!
Stephen Gay is
presenting a slide show, "The Master Cutler" on Saturday 16
November, at the Commercial Inn, Carbrook -Further details are in
the "Notice Board" section. Incidentally, your editor has visited
Crocker's Folly and heartily endorses Stephen's enthusiasm for the
place. If you fancy a visit, the pub is two minutes walk from
Warwick Avenue tube station, on the Bakerloo Line
The West Highland Experience
Friday, 12th of April 1996, shortly
after 7am. I get to Dave's house just as Chris and Helen arrive from
Scarborough. The taxi is punctual and we get to Doncaster station in
time to see Bo-Bo departing to work on his St Pancras tram. Tony and
the other Chris arrive, and we wait eagerly for our special. 47721
turns up promptly, hauling a Great Western observation saloon, a
club saloon, five Manchester Pullman vehicles, a mark one buffet and
a mark one open bringing up the rear. This is to be our coach for
the weekend and is off the platform because the driver stops short.
We set off up the East Coast Main Line as far as Hambleton South
Junction, turn off, passing through Gascoigne Wood where a National
Power class 59 is hiding behind a rake of MGR wagons. The next port
of call is Leeds then on through Skipton to Carlisle, where a
crew-change is made. We then head north along the West Coast Main
Line to Law Junction, bypassing Motherwell, then to Mossend Yard
where 47721 is removed to be replaced by 37428 David Lloyd George' (
a real Scottish
From Mossend we wind our way around the suburbs of Glasgow to
Cowlairs Junction, catching a fleeting glance of Eastfield shed (or
maybe not, as the whole lot has been demolished, leaving just a few
stabling roads). We are now heading out of Glasgow, through Dalmuir
and Dumbarton, running alongside the Clyde to Craigendoran Junction,
where we have a wait of about 20 minutes until the Glasgow-bound
class 156 passes.
We now have the single line token and are on the West Highland Line
proper. The first section is a very steep climb up to Helensburgh
Upper and 37428 is definitely struggling with load 9 on the back,
but we make it without stalling. From here it is all scenery, with
the line passing lochs, mountains and moors. We have a short break
at Ardlui so passengers can stretch their legs for ten minutes. At
Crianlarich we see a rescue helicopter landing to drop off a party
of rescuers who have been searching for a walker missing for over 24
hours. We hear later that the search has been called off because of
the poor weather - they have also given up much hope of finding him
Between Tyndrum Upper and
Bridge of Orchy, we pass over the Horseshoe Viaduct where it appears
that the loco is going in the opposite direction to us in the last
coach. We are now heading out on to Rannoch Moor, where it seems the
only inhabitants are herds of deer. From here it is downhill to Fort
William, where we arrive on time at 18.45. In the next platform,
37401 is waiting to take the sleepers to Edinburgh.
A coach is waiting to take us to our hotel where, after booking in,
three desperadoes (who shall remain nameless) hire a taxi back to
the station so they can have 37401 to Spean Bridge, where the taxi
will be waiting to take them back to the hotel in time for dinner!
After dinner we settle down in the hotel
bar for a few drinks and a
bit of banter. We only realise it is time for bed when the one
person who seems to be on duty is the night porter!
Saturday, 13th of April. After breakfast a coach takes us to the
station in time for an 09.30 departure to Mallaig. There is just
enough time before departure to shoot some video of the hotel and
the loch across the road. On arrival at the station we find that
37428 is at the front, but our coach is off the platform yet again,
and we have to wait for it to be set back on to the platform. The
next decision is to water the stock, which means a late departure.
I decide to inspect 37428 since it has recently been outshopped by
Glasgow Works. I am taken aback by the poor quality of the body-work
and feel that had it been a LoadHaul-owned 37, it would never be
accepted back into traffic in that condition. At least it goes well,
and I spend most of the trip to Mallaig at the front-door window,
listening to the engine.
On arrival at Mallaig, the train crew have to run the loco round the
train, but because of the exceptional length, this means propelling
the train out of the platform, splitting it in half, then pulling
one half back in. They then run round the first half of the train,
couple up, pull the first half back out of the platform then set it
back into the other platform. The loco is uncoupled again, drops
onto the second half, draws it into the platform then runs round,
before being re-coupled, drawing the second half out of the platform
and setting back on to the first half. The two halves are coupled
together and a brake-test is carried out. The whole train is then
drawn out again before being set back into the other platform, ready
for departure. (Editor's
Note: That last bit took some working out and some typing! - if it
doesn't make sense, it's my fault, not Chris's!!) This
all takes quite a long time, so we have plenty of opportunity to
video and photograph some of the movements.
On the way back from Mallaig, we have a short break at Glenfinnan,
where the club coach is named Loch Shiel. We decide to walk down the
hill to photograph 'Concrete Bob's' viaduct. Boy, is that a mistake!
Why do hills always seem twice as steep going up? On arrival back at
the station there is just enough time to poke our heads round the
door of the station museum and get a couple of photos of 37428. When
we leave Glenfinnan the driver draws the train on to the viaduct and
stops for a few minutes, giving us an opportunity to photograph the
train from the back coach.
On arrival back at Fort William we have the choice of going back to
the hotel or having a look round Fort William and making our own way
back to the hotel. We choose the latter, but decide to catch the
service train back to Banavie, with 156432. We have spotted a bus
garage next to the station and spend 50 minutes looking round before
catching 156492 back to Fort William, then a taxi to the hotel.
After dinner we decide to have a few drinks and a few games of pool.
Once again it is way past midnight- the end of another enjoyable
Sunday, 14th of April. Same routine as yesterday, but today we will
be heading south to Edinburgh and home. It is really a dull, wet
morning. A stop has been organised at Spean Bridge, where a fleet of
coaches is waiting to take the passengers on a short sightseeing
tour. I decide to stay on the train and read the Sunday papers. The
walker who was missing has managed to dig himself into a shelter and
wait until the weather improved. He has then calmly walked to the
nearest farm and asked the farmer to phone for an ambulance!
We retrace our steps of Friday back down the West Highland Line, but
at Cowlairs Junction we veer off to the left and pass what is left
of Eastfield shed, heading for Edinburgh where we have a stop of
just over an hour while the train goes to Craigentinny for
servicing. I go to the Guildford Arms for a decent pint. 37428
brings the train in from the depot, then uncouples and runs light
engine back to Motherwell. 47721 is coupled on to the other end and
we set off along the East Coast Main Line on the final leg of our
journey. At Doncaster we
bid our farewells and all that is
left is to catch a taxi home.
We start down at Peterborough, where
on May 27 31186/308/466, 37216/679/885, 56041, 58005/ 008/031/038
were noted. Later that month, on the 30th, 47294 was sighted at Hull
Paragon station. Still in East Yorkshire, Pacer unit 144013 failed
at Beverley on June 13 whilst on a Beverly - Hull working. The
disgraced train had to be rescued by 156438 which was operating a
following Bridlington - Hull service.
The 16th of June saw 47572 on' dragging' duties in the Leeds area.
One service given the treatment was the 12.40 Leeds - Kings Cross
which the 47 worked as far as Doncaster. The following week on the
23rd, 47773 was employed on the same service.
Saturday June 29th saw much charter activity at York. 86419 worked
in on a Kings Cross - Carlisle charter, which was taken forward by
47745. The Pathfinder "North Eastern Explorer" was powered north by
47778, however, the engine experienced brake problems at Durham and
the return working was taken over by 47749.
Pathfinder's "Yorkshire Yankee Doodle Dandy" railtour ran on the
13th of July. Locomotives involved during the tour's wanderings in
Yorkshire were 31112, 31554, 56094 and 60007. Other locos involved
in working were 58033, between Nottingham and Birmingham, and
37601+37603 between Bristol and Crewe. East Coast Main Line workings
noted later that day, at Hougham near Grantham, were:
15.00 KX - Glasgow
91013 15.30 KX - Edinburgh
91014 13.30 Edinburgh - KX
91015 14.00 Edinburgh - KX
91016 15.05 Leeds - KX
91018 12.00 Glasgow - KX
91020 12.00 Edinburgh - KX
9102116.00 KX - Edinburgh
91022 14.05 Leeds - KX
91025 16.05 Leeds - KX
91027 14.30 KX - Leeds
37216 on a Cargowagon train
56109 on a block train
July 20 86401 was noted operating a Kings Cross - Edinburgh charter.
The same day also saw a class 37 railtour the 'Settle Syphon' run
through Doncaster. 37058+37059 took the tour from Doncaster to
Carlisle while 37057+37051 worked from Doncaster to Kings cross.
Motive power for the rest of the tour was not reported!
A lunchtime visit to Knottingley on the 25th of July produced 56077
on a Ketton Cement - Ayr empty coal working, 56098 on an MGR, 58038
on Rufford - Gascoigne Wood coal empties, 58045 on Worksop -
Gascoigne Wood coal empties, 59201/203/204/205 on National Power MGR
trains and 59206 heading a stone train to Drax. Our correspondent
reports that it is normally possible to see all six class 59s
working through Knottingley between 10. 3 0 and 14. 00.
On July 28th, 91031 failed at Doncaster on the 11.00 Kings Cross
(12.33 Doncaster) - Glasgow. The Doncaster standby engine, 47767,
was summoned and proceeded to haul the train northwards.
47817 was noted at York on the 29th of July having worked the 07.55
service from Birmingham. The following day a member at Barnetby
noted: -37716/717, 47224, 56063/089/ 090/107/116/131,
60003/014/021/022/025/05 l/ 064/067/091
Further ECM1 sightings at Hougham, this time on August 3 rd were:
91003 14.05 Leeds - KX
91005 14.30 KX - Leeds
91006 16.05 Leeds - KX
91007 13.3 0 Edinburgh - KX
91008 16.00 Edinburgh - KX
91010 15.30 KX - Leeds
91015 15.05 Leeds - KX
91020 17.00 KX - Glasgow
91021 12.00 Edinburgh - KX
91023 12.00 Glasgow - KX
91027 14.00 Edinburgh - KX
91029 16.30 KX - Edinburgh
91031 15.00 KX - Glasgow
47201 on a car train
56126 on a block train.
Further down the ECM1 at Peterborough, the following were noted on
August 5th:- 31308/407, 37012/057/678, 56068/079, 58029. Again at
Peterborough, on the 10th of August were: -31407, 37601/612, 47142,
56058/069/089/126, 58008/ 012/049. Later that day at Kings Cross,
47765, 86419 and 90020 were noted.
47847 disgraced itself by failing at Colton on August 18, whilst
heading the 13.05 Newcastle Poole. 37519 came to the rescue and
hauled the train as far as Doncaster, where 47739 took over.
More Pathfinder news. On
June 1st, 20301+20302 +20303 worked a Pathfinder tour from Crewe to
Workington. 37604+37611 had taken the train from Bristol to Crewe,
then took over again for the return Carnforth - Bristol leg. A
member out and about on the 22nd of June noted the following:- 37408
on a Stockport - Holyhead train, 47841 on a Paddington - Piccadilly
train, 37071/255/509/695 at Warrington, 37402/413/ 414/418/429 on
Crewe - Holyhead services, 47760 at Chester, having worked a SRPS
charter from Kirkcaldy. Finally, to round off the day, 86212/216/
233/252, 87018, 90003/004 were noted at Manchester Piccadilly. The
following day at Birmingham New Street, 47853, 86253/260 were noted.
Into July, now. Saltley depot played host to 47194/294/305/306 on
the 1st, and on the 6th, the 08.10 Liverpool - Paignton was worked
into Birmingham New Street by 86204 and taken south by 47715
`Haymarket, still in its NSE livery.
Amidst the delays and confusion caused by the previous evening's
tragic derailment at Watford Junction, new RES EMU 325005 'glided'
term!) through Crewe
station on a test run, on Friday August 9th. 37418 East Lancashire
Railway' was also observed making an extremely loud and smoky
departure on the late running 11. 18 Crewe - Holyhead train.
37402/420/422/429 were noted on other North Wales services, with
37413 putting in a welcome appearance on the 18.18 Crewe - Bangor.
At Chester the same day, 31410, still in its Regional Railways
livery, was sighted on a Wylfa - Sellafield nuclear-flask train. Our
correspondent considers it strange how the most dangerous traffic on
the railway is still entrusted to engines that are considered
over-the-hill for passenger work, and are almost redundant on most
other forms of traffic - what more fitting tribute to these thirty
odd year old engines could you get!
On the 16th of August, 47831 was sighted at Stockport in charge of a
Bournemouth Edinburgh train. A visit later to Piccadilly produced
47812/828/845/854, 86205/222/252, 87001, 90002/015 on various
passenger workings and 86609+86615, 90139+90135 on through freight
trains. Crewe - North Wales services that day were in the hands of
37408/417/420/422/427. 37408 failed in the afternoon, leading to the
cancellation of the 16.18 Crewe - Bangor and return working.
Locos operating the North Wales services the following day, the
17th, were 37402/413/414/ 417/418/422/429, 37417 having started its
day at the head of the 09.52 Stockport - Holyhead. 37042+37010 were
noted at Chester, having brought a 'Pathfinder' tour from Exeter and
Didcot. 31201+31233 then worked the train on to Crewe and
go back to May, where on the 24th, 56073 hauled a Hertfordshire
Railtour working to Meldon Quarry from Exeter and 37254/695/798,
60089 were noted at Exeter. On the 27th, 47851 was sighted at the
head of a Liverpool - Plymouth working and 37107 hauled a Bristol TM
Southampton additional train, in connection with the 'Sea and Ships'
festival in Bristol. Later that
day, 37047/079/198, 47016 were noted at Swindon.
A member visiting South Wales on June
1st noted: Newport 60081/092
on iron ore trains, 60082 on a steel train, 37702+37796 on coal
trains, 56115 light-engine, 09913, 37146/158/187 /230/898/901/902,
47310 at Godfrey Road depot; Cardiff 56010/053,
60037 on steel trains, 37701+37896 on a coal train, 37894
light-engine, 08792, 37133/275/411/670, 47114/566, 56040
/044/0711121, 60089 at Canton Depot;
56043/56114, 60065 in the depot; Swansea
08780 in the yard, 08822,
47734 at Landore depot.
Sunday 7th of July saw "Heritage" DMU set 117305 (51361+51368)
employed on the St Ives branch, with 08644 noted stabled at Penzance
station and 47816 powering the 21.15 'Night Riviera' to Waterloo.
There was excitement at Exeter St Davids on the 9th of July when the
late-running 15. 00 Plymouth Newcastle HST (43153/184) was declared
a failure. Your correspondent watched in eager anticipation as 37254
was attached to the front but, as you might have guessed, the train
was terminated with passengers transferred to a following Great
Western service, the "Syphon" taking the HST "ECS" to Laira.
The Dawlish area is a good place to view van trains at the moment,
as these sightings from July 10th show:
47746 07.16 Bristol - Plymouth
47787 12.14 Bristol - Plymouth
47746 13.53 Plymouth - Crewe
47768 15.09 Plymouth - Low Fell
47750 17. 10 Plymouth - Low Fell
47787 18. 15 Plymouth - Paddington
47725 16.02 Paddington - Plymouth
47528 22.13 Plymouth - Paddington TPO
11th saw "Porterbrook"-liveried 47817 skirting the sea-wall at
Dawlish on the 11.40 Plymouth - Manchester, closely followed by
60080 on the Burngullow - Irvine china clay tanks - a bonus for the
Noted in the Dawlish/Teignmouth/Exeter areas in the period 15th -
20th July were:-
60033/082, 159002/009/010/011/ 012/013/014/015/016/017/018. (Phew!)
Pairing of class 73s on Victoria - Gatwick services seems to be
occurring. The 28th of July saw 73204+73213 operating, 73206+73213
were noted on August 5th and 73201+73213 were sighted on August
10th. These workings all feature 73213 - does anyone know why?
At Three Bridges on the 28th of July were 37892, 73110 whilst
33019/109/202 were sighted there on August 5th. '31111 Charters'
"The Multiple Marauder" worked into Kensington Olympia on the 10th
of August, some 2.1/2 hours late. The train, hauled by
31271+31308+31514 should have gone to Victoria but had been diverted
because of the Watford crash, and was delayed by 31514 overheating
and catching fire at Reading. Its ultimate destination was Cambridge
and Newmarket and was worked from and back to Olympia by
The 10th also witnessed 47840 North Star' working the 08.56
Birmingham - Ramsgate and 13.48 return. Other sightings that day
were 37603/607 at Stewarts Lane, 37605 at Clapham Junction and
"Heritage" DMU L700 (51332+51374) operating Clapham Junction
few sightings from north of the border. On June 17th 08754/762,
37410 were noted at Inverness. The "Jacobite" service from Fort
William to Mallaig, on June 25th, was hauled by 44767 'George
Stephenson', with 75014 acting as spare locomotive. Also at Fort
William. were 08630, yard pilot, and 37401 on a sleeper from Euston.
Motherwell depot on the 27th of June played host to:
08565/693/731/735/910 09205 37078/088/232/406/685
Noted at Paignton and Dartmouth on the 26th of
May were D2192, D3014, D7535, 31407, 33103, 37074, 50002, 73133,
plus "kettles" 4588 and 5239. The following day at Totnes, 132 (WD)
Sapper' and7760 were sighted.
The East Lancs Railway on June 8th had D832,
D1041, D2767, D2774, D5500, D5518, D7017, D7076, D7612, 11506,
08479, 200421188, 40145, 55002.
Into Scotland now, where on the 16th of June
at the Bo'ness Steam Railway, 65423 Maude' was working trains to
Birkhill, 08443, 27001, 50021 were in the yard at Bo'ness and North
British locomotives 42 and 256 'Glen Douglas' were in the museum at
Bo'ness. The following day at the Strathspey Railway, 828 was
working steam services and 5025 and D5394 were noted at Boat of Garten.
Many thanks to Tony Booth, (Hello
Caddick, John Dewing, Ian Shenton, Paul Slater and
Neil Sutton for their
Forthcoming meetings at the Taps, and Pennine
Shield meetings are as follows:
Wednesday 2 October
The Annual Pennine Slide Contest
Wednesday 17 October
Guest to be confirmed
Wednesday 6 November - Taps
Guest to be confirmed
Wednesday 6 November -
Club 197, Sheffield University - SYPRC
Wednesday 20 November - Pennine Shield
Corporation Brewery Taps, Doncaster - Pennine
Wednesday 27 November - Pennine Shield
Commercial Hotel, Carbrook - GCRS
Wednesday 4 December
Guest to be confirmed
Thursday 5 December -
Commercial Hotel, Carbrook - Dore Loco
Wednesday 18 December
The Christmas Eevility Night
THE GREAT CENTRAL RAILWAY
"THE MASTER CUTLER"
LONDON MARYLEBONE TO SHEFFIELD VICTORIA. A
MODERN LOOK AT THE OLD GREAT CENTRAL MAIN LINE, ILLUSTRATED WITH
COLOUR SLIDES SHOWING HOW THE LINE HAS CHANGED OVER THE YEARS, AND
IN SOME CASES, EVEN DISAPPEARED.
THE SHOW AND ALL PROCEEDINGS WILL BE
AND WILL TAKE PLACE ON
SATURDAY 16TH NOVEMBER 1996
THE MEETING TO TAKE PLACE IN THE UPSTAIRS
THE COMMERCIAL INN
3, SHEFFIELD ROAD, TINSLEY, SHEFFIELD
START TIME 13.00
ALL WELCOME, WITH FREE ADMISSION
(THE COMMERCIAL INN IS ONLY ONE MINUTE'S
WALK FROM CARBROOK SUPERTRAM STOP)
The next edition of Trans Pennine will be
produced in December.
Please have all
contributions to the editor by November 16th. Thank you!
CLASS 37/4 PASSENGER WORKINGS THROUGH DORE
by Peter Hall
In a previous contribution to TRANS PENNINE consideration was given
to the passenger workings of Western and Scottish Region allocated
Class 37s through Dore. Following on from this I have identified
several further workings for such allocated Class 37/4s. Thus I have
produced this sequel looking in depth at the passenger workings of
this subclass expanded to cover locomotives allocated to depots
within other former regions.
When first fitted with ETH the thirty one Class 37s which formed
Class 37/4 were allocated to depots in Scotland and South Wales.
37401-13/22-25 being allocated to Eastfield T&RSMD for predominantly
West Highland duties, 3741421 to Inverness T&RSMD for Far North
duties and 37426-31 to Cardiff Canton T&RSMD. Hardly surprisingly
Scottish allocated locomotives have never appeared through Dore on
Passenger duties, however in the early years several appearances
were made by Welsh examples.
The first appearance was made on 27th March 1986 when 37429 (CF)
headed a 1100 Cardiff-York relief, returning later in the day at the
head of a 1809 York-Birmingham New Street relief. Just over a week
later this locomotive made a further appearance at the head of a
Witton-Sheffield return Footex. Outward this train had been headed
by 45136 which had presumably either been declared a failure or
purloined for another train before the return journey. Later on in
that year, on 6th November, 37428 (CF) passed through Dore at the
head of the 1320 Harwich Parkeston Quay-Blackpool North which it
worked as far as Sheffield. It returned the following day on a 1203
1987 saw two of the Cardiff sextet on passenger duties. 21st March
saw 37430 (CF) heading the return leg of 'The Yorkshire Rose'
railtour from York to Cardiff. More notable however was the use on
30th December of 37429 (CF), this headed a 1125 Cardiff-Leeds relief
which returned later as ECS to Cardiff. Also of note during this
year was the use of 37427 (CF) to head the 1412 Plymouth-Leeds
parcels on 13th November. This being the first recorded working of
this locomotive through Dore on a train since it had ETH fitted.
The real pinnacle of Class 37/4 passenger workings through Dore
occurred in the autumn of 1989. During the summer and early autumn
of this year a daily Nottingham-Blackpool North train was operated
particularly aimed at the day trip market. Having being
predominantly worked by Class 47s throughout the summer it was a
great surprise when, for the period 2nd October to 3rd November, the
Monday-Friday 0815 Nottingham-Blackpool North and 1828 return were
rostered for a Cardiff Canton T&RSMD allocated Class 37/4, 37408
(CF), 37426 (CF) & 37431 (CF) doing the honours during this amazing
month. Just for good measure, 37408 (CF) was also used on the
equivalent Sunday train on 29th October, substituting for the
diagrammed Class 47, it also having worked a Leicester-Barnsley and
return Footex the previous day. The result of all this activity
being that by the end of the year five of the original six Cardiff
Canton T&RSMD Class 37/4s had now appeared through Dore on passenger
trains with the sixth being recorded on a parcels train. This was
also the year in which 37407 and 37408 were first allocated to
Cardiff Canton T&RSMD and although 37408 featured on the Blackpool
working 37407 was elusive. In fact to this date 37407 has never been
recorded passing through Dore as either D6605, 37305 or 37407 on any
Another feature of 1989 was the transfer of Class 37/4s for use on
Peak District freight workings where they joined similar 37676-37688
in the 'FABI' pool. The first arrivals being 37411/22/25 which
obviously were seen regularly through Dore on freight workings from
early 1989. Interestingly however on the day after the Blackpool
train ceased 37411 (TI) was used to head 'The Pennine Voyager'
railtour from Swindon to Carlisle through Dore. This however marked
the beginning of a three year period during which the only Class
37/4s seen through Dore were on freight trains. In particular those
from 'FABI' pool which included 37411/14/22/25 at various times and
37427/29 from 'FALY' pool. The later pair appearing on a short lived
1626 Tees NY-Earles Sidings and 2150 return Cement train which ran
between April and December 1992 on Wednesdays.
From July 1991 until July 1992 the revived North West 'Club Trains'
operated using Class 37/4s from the 'MDRT' pool with
37415/6/7/9/26/30 being used at various times during the year. With
these locomotives being based at Tinsley TMD almost daily light
locomotive workings operated through Dore during this period. It was
to be a locomotive from this pool which was to herald a revival in
the Classes passenger workings through Dore. On 21st October 1992
47851 heading the 1205 York-Poole was declared a failure at
Sheffield. Assistance arrived in the form of 37420 (TI) which
piloted the errant through Dore as far as Derby. Another locomotive
from this pool, 37426 (TI), became the first Class 37/4 to work a
passenger train through Dore Tunnel a couple of weeks later when it
was used to head a 0635 Derby-Glasgow Central and 1703 return
charter which was routed via the Hope Valley. The winter of 1992/93
also saw a couple of appearances by a 'TABI'' locomotive on railtours
with 37422 (IM heading a returning Jarrow-Derby on 31st October and
a returning Rossington-Manchester on 6th March.
The Spring of 1993 saw the gradual build up of the 'RCMC' pool prior
to the expanded locomotive hauled passenger operation in the North
West and North Wales. The following couple of years in particular
seeing a number of locomotives from this pool making appearances
through Dore on non-timetabled passenger trains. The first to appear
was 37414 (CD) which headed a Nottingham-Whitby and return charter
on 1st May 1993. This was followed a week later by a Birmingham New
Street-Pickering and return charter headed by old favourite 37408
(CD). 37421 (CD) made the first of a number of appearances on 4th
July 1993 when it headed a returning Scarborough-Derby charter the
outward working of which is believed to have been routed via the
Rother Valley. Further appearances by this locomotive took place in
1994 when on 26th June it became involved in a series of trains run
to celebrate the centenary of the Hope Valley route and on 3rd
December when it headed a West Ruislip-York Charter. 37422 (CD)
returned to old haunts by heading a York-Amlwych and return railtour
on 9th October 1993 and a West Ruislip-York and return charter on
12th February 1994. The final former TAI3F locomotive to make a
passenger appearance through Dore was 37425 (CD) which appeared on a
West Ruislip-York and return charter on 19th December 1994.
Since the autumn of 1993 the 'FABI' pool which became the 'LWCC'
pool the following spring has progressively built up a large
complement of Class 37/4s which appear regularly through Dore on
Cement and Stone trains with 37405/8/15/6/7/9/20/6 all seeing
service. To date however none of these has found its way onto a
passenger working through Dore whilst in this pool.
That then brings the story almost up to date regarding passenger
workings with the exception of the most recent working which took
place on 9th December 1995. This could in a way be considered a
revival of the earliest workings being the use of a Cardiff Canton
T&RSMD locomotive on a Cardiff--York train. On this occasion however
37413 (CF) was used to head a 0735 Cardiff-York and 1620 return
charter rather than a service train.
Subsequent to this final working 37413 has been transferred into the
'LWCC' pool along with the elusive 37407. Neither has however yet
been recorded through Dore since the transfer took place.
Thus in conclusion to date thirteen of the thirty-one class 37/4s
have appeared through Dore on passenger workings although with the
exception of the exploits of 37420 (T1) on 21st October 1992 such
workings have since 1989 been confined to special workings. A
listing of all the passenger workings through Dore follows which is
believed to be complete. I would however be grateful for any
corrections or additions that can be made to the listing.
PETER HALL July 1996
CLASS 37/4 PASSENGER WORKINGS THROUGH DORE PAGE 1
DATE LOCO TRAIN
27/03/86 37429 1100 CARDIFF-YORK RELIEF
27/O3/86 37429 1809 YORK-BIRMINGHAM NS RELIEF'
05/04/86 37429 ???? WITTON-SHEFFIELD FOOTEX
06/11/86 37428 1320 HARWICH PQ-BLACKPOOL NORTH
DETACHED AT SHEFFIELD
07/11/86 37428 1203 YORK-CARDIFF RELIEF
21/03/87 37430 ???? YORK-CARDIFF RAILTOUR
RETURN-LEG 'THE YORKSHIRE ROSE'
30/12/87 37429 1125 CARDIFF-LEEDS RELIEF
02/10/89 37426 0815 NOTTINGHAM-BLACKPOOL NORTH
02110/89 37426 1828 BLACKPOOL NORTH-NOTTINGHAM
03/10/89 37426 0815 NOTTINGHAM-BLACKPOOL NORTH
03/10/89 37426 1828 BLACKPOOL NORTH-NOTTINGHAM
04/10/89 37426 0815 NOTTINGHAM-BLACKPOOL NORTH
04/10/89 37426 1828 BLACKPOOL NORTH-NOTTINGHAM
05/10/89 37431 0815 NOTTINGHAM-BLACKPOOL NORTH
05/10/89 37431 1828 BLACKPOOL NORTH-NOTTINGHAM
06/10/89 37431 0815 NOTTINGHAM-BLACKPOOL NORTH
09/10/89 37431 1828 BLACKPOOL NORTH-NOTTINGHAM
09/10/89 37431 0815 NOTTINGHAM-BLACKPOOL NORTH
09/10/89 37431 1828 BLACKPOOL NORTH-NOTTINGHAM
10/10/89 37431 0815 NOTTINGHAM-BLACKPOOL NORTH
10/10/89 37431 1828 BLACKPOOL NORTH-NOTTINGHAM
11/10/89 37431 0815 NOTTINGHAM-BLACKPOOL NORTH
11/10/89 37431 1828 BLACKPOOL NORTH-NOTTINGHAM
12/10/89 37431 0815 NOTTINGHAM-BLACKPOOL NORTH
12/10/89 37431 1828 BLACKPOOL NORTH-NOTTINGHAM
13/10/89 37431 0815 NOTTINGHAM-BLACKPOOL NORTH
13110/89 37431 1828 BLACKPOOL NORTH-NOTTINGHAM
16/10/89 37431 0815 NOTTINGHAM-BLACKPOOL NORTH
16/10/89 37431 1828 BLACKPOOL NORTH-NOTTINGHAM
17/10/89 37431 0815 NOTTINGHAM-BLACKPOOL NORTH
17/10/89 37431 1828 BLACKPOOL NORTH-NOTTINGHAM
18/10/89 37431 0815 NOTTINGHAM-BLACKPOOL NORTH
18/10/89 37431 1828 BLACKPOOL NORTH-NOTTINGHAM
19/10/89 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
19/10/89 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
20/10/89 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
20/10/89 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
20/10/89 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
23/10/89 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
24/10/89 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
24/10/89 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
25/10/89 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
25/10/89 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
26/10/89 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
26/10/89 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
27/10/89 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
28/10/89 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
28/10/89 37408 ???? BARNSLEY-LEICESTER FOOTEX
29/10/89 37408 ???? LEICESTER-BARNSLEY FOOTEX
29/10/89 37408 0844 NOTTINGHAM-BLACKPOOL NORTH
29/10/89 37408 1729 BLACKPOOL NORTH-NOTTINGHAM
30/10189 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
30/10189 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
31/10/89 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
31/10/89 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
01/11/89 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
01/11/89 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
03/11/89 37408 0815 NOTTINGHAM-BLACKPOOL NORTH
03/11/89 37408 1828 BLACKPOOL NORTH-NOTTINGHAM
04/11/89 37411 ???? SWINDON-CARLISLE RAILTOUR
'THE PENNINE VOYAGER'
21110/92 37420+47851 1205 YORK-POOLE 37420
PILOTED SHEFFIELD-DERBY MDRI
31/10/92 37422 ???? JARROW-DERBY RAILTOUR
07/11192 37426 0635 DERBY-GLASGOW CHARTER
Via DORE CURVE
07/11/92 37426 1703 GLASGOW-DERBY CHARTER
Via DORE CURVE, RETURN LEG MDRI
06/03/93 37422 ROSSINGTON-MANCHESTER RAILTOUR
Via CHESTERFIELD, RETURN LEG FABI
01/05/93 37414 NOTTINGHAM-WHITBY CHARTER
01105193 37414 ???? WHITBY-NOTTINGHAM CHARTER
08/05/93 37408 0702 BIRMINGHAM NS-PICKERING RAILTOUR
08/05/93 37408 1450 PICKERING-BIRMINGHAM NS RAILTOUR RETURN
04/07/93 37421 ???? SCARBOROUGH-DERBY CHARTER
09/10/93 37422 ???? AMLYWCH-YORK CHARTER
09/10/93 37422 ???? YORK-AMLWYCH CHARTER
12/02/94 37422 ???? WEST RUISLIP-YORK CHARTER
12/02/94 37422 ???? YORK-WEST RUISLIP CHARTER
26/06/94 37421 1450 MANCHESTER VIC-SHEFFIELD CHARTER
26/06/94 37421 1725 SHEFFIELD-MANCHESTER VIC CHARTER RETURN
26/06/94 98241+37421 MANCHESTER VICTORIA-SHEFFIELD CHARTER
ASSISTING IN REAR
26/06/94 98241+37421 SHEFFIELD-MANCHESTER VICTORIA CHARTER
RTN LEG ASSISTING IN REAF
19/11/94 37425 ???? WEST RUISLIP-YORK CHARTER
19111/94 37425 ???? YORK-WEST RUISLIP CHARTER
03112/94 37421 WEST RUISLIP-YORK CHARTER
09/12/95 37413 0735 CARDIFF-YORK RAILTOUR
09/12195 37413 1620 YORK-CARDIFF RAILTOUR
'YORKSHIRE RAMBLER' RETURN LEG LNDK