For a large (227K) view of the above picture click here.
With this page taking a look at a summer weekend of workings in the Leeds area, what better choice (apart from the 'Cornishman') to feature 'The Devonian' service. It is seen here leaving Leeds behind D26 on November 4th 1961 (I know, hardly a summer day, and not quite the era featured in the notes below), but it is a Peak/Class 45 with some fine looking Mark 1 stock, complete with the wooden nameboards on the coaches. I well remember many a happy hour spent on Derby Station on summer Saturdays watching for the long parade of NE/SW services as they headed to the Cornish Riviera with coach loads full of passengers off for a week or two in the sun, whilst the equally heavily loaded northbound services were bringing home wearied holidaymakers. In those days the station announcer still identified the Cornishman & Devonian in the announcements, but the wooden carriage nameboards had been replaced by the throwaway paper labels pasted on the coach windows.
On the first page of these Holbeck area memories the pitbook was used to feature workings on a weekday, to compliment this the pitbook pages will be used to show the workings on a weekend summer Saturday & Sunday - the weekend of Saturday/Sunday September 5/6th 1981 has been selected.
Photographs courtesy E Wood (left), Peter Ryan (left center) and M Kaye (center right & right).
Saturday September 5th 1981
This weekend would be towards the end of the holiday season with perhaps another two Saturdays left to run with the summer timetable.
Midnight - 03.00
03.01 - 06.00
06.01 - 09.00
09.01 - 12.00
12.01 - 15.00
15.01 - 18.00
18.01 - 21.00
21.01 - Midnight
Sunday September 6th 1981
Midnight - 03.00
03.01 - 06.00
06.01 - 09.00
09.01 - 12.00
12.01 - 15.00
15.01 - 18.00
18.01 - 21.00
21.01 - Midnight
Explanation of the workings
The information below provides more detail about the workings listed above. The information provided is in two parts, the first part records what the diagram was supposed to cover, whilst the second part (actual working) details notes from Michael's notebooks of what actually happened when he ended up on these jobs, including times, dates, locomotives and other happenings!
1E26 00.55 Manchester Victoria - Leeds newspapers
For this job it was a case of signing on at Holbeck at about 19.00 Saturday night, walking up to Leeds City station, then travelling passenger to Manchester Victoria, frequently on a Class 123 Trans Pennine unit. From Manchester Victoria it was another passenger trip to Dean Lane station which is situated next to Newton Heath shed. Here the locomotive was picked up and taken down to either Cheetham Hill sidings or Redbank sidings, collect the newspaper vans and take them down to Manchester Victoria, always on the very lengthy platform 11. Here the twenty odd vans would be split to make two trains. A runround would be made, now with the locomotive at the Leeds end of the train, waiting here until the newspapers were loaded, a perk of the job here was to receive one of the newspapers! The trip back across the Pennines included stops at Huddersfield and Dewsbury. At Leeds the vans would be left at the PCD whilst the locomotive and crew went back to Holbeck.
On another night on this working the driver, Arthur insisted on having the cab window open despite it being one of the coldest night's of the year. With one window open the incoming cold air made for a very uncomfortable cab. I would put the cab heaters on and then this driver would turn them off a little while later. In the run round at Manchester Victoria I was up at the other cab shutting the windows and turning on the heaters whilst the driver was doing the opposite in the other cab. The nicely warming cab to be used for the eastbound run soon lost its cosyness as the driver undid my earlier handiwork. I decided it was time to open my cab window to return the draft to the driver's side. This prompted him to close his window and telling me to close mine. Once this was done he re-opened his, I smacked the chrome bar on my window quite hard, causing the window to drop like a stone and become wedged. With the outside air temperature well below freezing and unable to free the stuck window I told the driver that the boiler needed attention, quickly disappearing into the engine room, fortunately the boiler was located at the far end of the locomotive. The majority of the remainder of the trip was spent in the warm confines of the rear cab. On arrival at Leeds it was a decidely 'blue' driver who dropped down from the leading cab. Was he cured after this trip...no! When asked by another secondman about this habit the driver responded 'I like fresh air!'
Arthur lived in Beeston and walked or rode the bus to get to work, occasionally he would get a ride by car from one of the staff. One day after doing one of the newspaper turns the secondman offered Arthur a lift home. Now Arthur was not a small man, maybe six foot fourteen inches, weighing in at twenty stone with hands like shovels. With the job done Arthur squeezes into the secondman's car, he doesn't even take his hat off despite the confines of the small car! The sunroof is open to provide a little more headroom. They pull up at Arthur's home at about 4am and and he slides down in the front seat to assist in getting his body out of the car. Using the dashboard to gain leverage to exit the car all is well until the dashboard suffers serious structural failure, slowing Arthur's exit and leaving the poor secondman with a car needing a little repair work!
1D57 21.50 Bradford Exchange - Leeds
It was a lovely summer's afternoon as we made our way over the line from Accrington to Rose Grove. At Hampton station two Traction Inspectors were lineside with a radar gun monitoring the speed of passing trains. However all was not well as we passed by them for they were not alone, some police officers and what appeared to be some members of Her Majesty's Forces were also present. Apparently in an idle moment between trains the radar gun had been used to track the speed of a nearby helicopter. The Inspectors were seemingly unaware of of the ownership of the helicopter, which belonging to the military was equipped with a variety of detection equipment that had been triggered by the radar gun. Once the source had been located by the pilot and relayed back to wherever, ground forces were summonsed to further investigate, no doubt with rather embarrassing results!
Day Trip to Blackpool
On a now forgotten day during 1975 Driver G and myself were in charge of a special working to Blackpool with a Class 40 as the locomotive for the day. Once Blackpool had been reached and the passengers had detrained, the locomotive and stock were propelled out of the station to the carriage sidings. Here the locomotive was detached and we travelled down to what passed as the shed, which included a couple of sidings next to the station. On one side was a wall which led onto a row of terraced houses. Driver G, due to his size did not move to fast, so I was first to drop down off the locomotive, only to be greeted by a voice saying 'Hope you are not leaving that thing running?', the question coming from a small guy with a handkerchief on his head, string vest and baggy trousers, he further stated 'the smoke from that thing is coming down here (indicating the houses)', which was a fair comment for the sixteen cylindered Class 40.
On that comment I shouted up to Driver G 'There's a man down here wants to speak to you'. Now Driver G was somewhere in the region of twenty two stone and as he ventured from the cab down the steps to terra firma the local resident disappeared without trace. No matter, the locomotive was shut down, we went home on the cushions leaving Blackpool and its warm sunny afternoon to the day trippers and local seagulls.
On setting off with the Deltic, I heard a beep beep beep beep followed by the brakes coming on, not knowing what all this was! After waiting a minute, the brakes came back, so I moved it again, again after a minute, beep beep beep beep, still not knowing what this meant, the brakes went on again, a move which should have taken five minutes to put a locomotive from the fuel shed into a road, took aboout 15 minutes.
After disposing of the Deltic I walked back to the fuel shed for the driver to give me my next job, when arriving at the fuel shed, the driver with a fitter asked me 'what was wrong with the locomotive' my reply, this thing kept beeping in the cab, the driver and fitter after a laugh told me it was a 'new' device called the vigilance device and you must take your foot off the 'deadmans pedal' and reset it again. So that was another thing I learnt! It was to be a few weeks after that when I came across that device again.
The first Deltic I drove on the mainline was 55004 from Leeds with coaching stock to Neville Hill and then 0L50 light engine back to Holbeck sometime in late 1975 early 1976.
The driver apparently not to perturbed by the whole situation advised there had been a flashover of some sort, and all the fault lights were lit up like a Christmas Tree. I disappeared into the engine room to see if there was any damage, which was not an easy task as both the cab and the engine room were now full of dust and what ever else had been shook loose. No damage was visible although both engines were now silent, the driver deciding to coast for a few minutes, to allow everything to settle down. With the reverser handle moved to the engine only position an attempt was made to start the first engine, it burst into life, shortly followed by the second engine, and so we were off again, but what an experience.
On another Deltic a good friend was in the secondman's position when one of the engines shut down. The driver asked him to take a look and whilst in the engine room the driver applied power to the working engine, which promptly threw a piston with engine components hurtling through the engine room. The second man was out of the room like a shot, visibly shook up and to this day affected by this incident.
The following records typical workings involving Holbeck crews and the Deltics, for some of the diagrams the Deltic portions were very small. They may have appeared somwehat mundane and normal all those years ago but now the electrification of these lines and the predominance of multiple units has certainly changed everything.
Friday January 21st 1977
Locomotive 47410 1L03 Leeds - Bradford Exchange with eight coaches 265 tons
Locomotive 47413 0L50
Monday January 24th 1977
Locomotive 31417 1L49 Doncaster - Bradford Exchange via Huddersfield with three coaches 100 tons
Thursday January 27th 1977
Friday January 28th 1977
Thursday February 3rd 1977
Monday February 28th 1977
Wednesday March 2nd 1977
Wednesday March 16th 1977
Friday March 18th 1977
Thursday May 5th 1977
May 10th 1977
May 12th 1977
Monday November 7th 1977
Friday November 11th 1977
Thursday December 1st 1977
Friday December 2th 1977
Wednesday December 14th 1977
Wednesday February 15th 1978
Locomotive 47404 on 1S21 with eight coaches 277 tons
Book on at Holbeck at 06.04 for diagram 187
Deltic 55011 on 1A12 with nine coaches 300 tons
0A12 depart Holbeck 06.44 arrive Neville Hill 06.54
5A12 depart Neville Hill 07.34 arrive Harrogate 08.35
1A12 depart Harrogate 09.04 arrive Leeds ??
The 1L02 was cancelled this day due to the train running 200 minutes late caused by heavy snowfall.
This was my last run with a Deltic over this route as most of the diagrams to Kings Cross would soon be converted to High Speed Trains (HST's). It was not the end for the Deltics at Holbeck as from time to time they would travel over the Trans Pennine route. The arrival of the HST's led to the Holbeck secondmen doing other trips, becoming spare a lot of the time through late 1980 and into early 1981. In April 1981 I began training to become a passed driver, this being obtained in October 1981. I was registered as a Driver in April 1986 just after Holbeck closed.
I think I prefer diesels
On one long forgotten day at Holbeck during 1975 an A4 locomotive showed up on shed prior to working a steam special (possibly over the Settle & Carlisle?). Driver G and Fireman C were in charge of the A4 and me being a secondman with no knowledge of steam it was time to check out this beast. Fireman C had an 8mm movie camera and was busy filming this and that, with Driver G eagerly instructing him on what needed to be filmed! By this time I was up on the footplate and was given the chance to try and put some coal into the firebox, albeit from a left handed stance. I get the coal onto the shovel and completely missed the firehole, spreading the coal all around the footplate. Driver G chirps up wondering how I'm going to do with the locomotive running at 100mph rather than stationary in the yard! I got to clean the footplate up as the reward. Driver G continued to give instruction as to what needed to be captured on film, I dropped off the footplate and headed down to the outlet signal, using the phone to advise the signalman of the impending departure of the A4. I was quickly joined by fireman C, still with camera in hand and still receiving shooting instructions from Driver G on the footplate. Fireman C turned to me and said 'Please don't tell him the film ran out long ago, or I'm dead!'
I remember one instance of going to Holbeck to pick up my wage packet (weekly in cash). It was 11am and I was under strict orders from the wife to be back in one hour so that we could go shopping. On arrival at Holbeck a couple of the lads were there (well seven of them), they were going to the club and inquired if I would be joining them. My answer was of course No!, but after several more attempts at asking the same question the No! became an OK then! I picked up the wage packet, travelled up to the club on my motorbike and after a few pints decided to call it a day as the clock approached 8pm. The trip home was made by train to Wakefield Kirkgate, then a twenty minute walk to the house. Arriving home at 9pm I went in through the back door where the good wife with her usual accuracy pronounced 'Your drunk'. Right of course!
Although train heating boilers are now a thing of the past, when I first signed on at Holbeck they were an everyday happening with their reliability being a little hit or miss. On one particular locomotive, a Class 46 I think, the Stone Vapour boilers did not stand upright but rather were laid horizontally and were equipped with a sight glass near the floor. The sight glass would be used to check if ignition had occurred. On this particular boiler I could not get the boiler to spark, so inquired of the driver what the problem might be. He pointed me to a small orange box about nine inches square mounted on the floor which provided electrical current for the boiler. I was advised to kick the box and this should fire the boiler up, perhaps a slightly foolish thing to do as the boiler had by this time received quite a quantity of fuel. On giving the electrical box a good tap the expected happened - the boiler fired up, but as it was way overprimed a great length of flame shot out from the point where the missing sightglass should have been. My return to the cab led to the driver commenting that I looked like a miner & was the boiler now working, followed by the suggestion to go get a wash before I did anything else!
Holbeck crews frequently handled a train of new cars, picking up the working at Doncaster, then running via Hare Park - Calder Bridge - Wakefield Kirkgate and through to the up platform at Wakefield Westgate, to allow us to back the train down into the delivery sidings. Here we would go off to breakfast in the dairy place kitchen, having our meal alongside the dairy workers. Once breakfast was done with it was back to the car carriers to assist with the unloading of the cars. Its where I learned to drive, though some of the manouevres would be an immediate fail for the driving test! One time I remember a car getting dinged, but nothing was said.
The following views of locomotive cabs/driving desks, were mostly captured on film by Michael.
Perhaps the worst cab of all was that of the Class 08, it was a cold cab, trying to keep warm often meant turning on the hotplate. You were stood up all the time, though I did manage to sleep on one for five hours in a tunnel at New Pudsey one night, there wasn't a lot of room in the cab! But they were after all built as workhorses with few crew comforts.
A short story about an evening thunderstorm at Holbeck. When climbing into a Class 25 you had to duck your head as the cab doors on these locomotives were a bit small. One evening I was sent over to number two side, No 3 road at Holbeck, to start up a Class 25. Rain was approaching, in the distance there had been several minutes of thunder & lightning, after a quick run across the yard my refuge awaited me with protection from the approaching storm. As I began my climb into the cab, the atmosphere went into void mode, a sudden silence, I stopped on the steps, then a big bolt of lightning followed by a rather loud clap of thunder, I launched myself into the cab to get out of the way of the storm, but my forehead connected rather firmly with the top of the door frame. After an hour sitting it out in the nice warm cab of the Class 25 I returned to the messroom, to be confronted by some strange looks. I had a right bump on my forehead, some of the drivers said I had a big head, so it served me right, no sympathy there then!
I was sat with Ian Moorhouse in the cab the other day and of course we were telling railway stories, Ian was the youngest Driver at Holbeck before it closed. We talked about the early days when we started on the railway and when certain Drivers would let us drive the locomotives and trains. Ian recalls, ‘We went inside at Saville colliery, which was connected to BR at Methley Sidings signal box, they had a Class 25 and collected some wagons in Saville Colliery and were making their way to Healey Mills, at Saville Colliery the driver told Ian, ‘I’ll walk up to the signal and get on the phone to ring the signalman and tell him we are ready.’ The signal was very unusual at that time, it was a small ‘summersault’ type signal – anyway as the driver began his walk to the signal, Ian began to apply power, he noticed that the ammeter began to undulate, so Ian applied more power and the Type 2 was still revving up & down, Ian was moving to the signal nice and steady, by now the driver had finished on the phone – he turned around and put both arms in the air! Ian stopped, the driver walked up to the locomotive, which by now wasn’t very far away, Ian stuck his head out of the window and said to the driver ‘Don’t know what's wrong with the locomotive, but the amps keep going up & down’. His driver replied was ‘Yes of course they will – you are off the road!
So one day I get the diagram in the morning and travel passenger to Doncaster, now being a railway man you always looked at the bottom of the diagram first, to see what time you finished. We leave Doncaster and I'm off like a bullet and get into Stourton about twenty minutes early, where the police were waiting for the transfer of the money. Upon my return to Holbeck with the Class 31, I got a right dressing down from the foreman for not reading my diagram correctly, it was important to maintain the correct passing times, the police were turning up ten minutes after I had passed the locations!
On another occasion when I was working the 'Bullion Train' I really had a great need to use the toilet. On these workings an armed police officer travelled with you in the cab, so on arrival at Stourton I was in dire need, but you can't leave the cab of the locomotive, and was reminded of this fact by the policeman. So I told him that I'd have to go in the engine room, which would normally not be a problem except that Class 31's were not fitted with toilets. Relief came by trying to wee through side louvers of the locomotive. The operation proved successful, no one was hit by the flow coming from the locomotive, the policemen on the ground thought it was just part of the locomotive's normal happenings.
Michael remembers many a cold night in the cabs of a variety of Class 40's being used for ballast workings, and very grateful for the heavy overcoats provided. Although the cab heaters were up to the job the cab glazing and doors were not good at holding back the draughts.
There were a couple of drivers at Holbeck who were on the short side - Dennis Ward (Concrete Gnome, we called him), George Brown & Terry Foster. Their shortness was of no concern unless they were stopped at signal D310 on the approach to Doncaster. Normally if stopped the drivers would step down and get on the phone to the signalman when stood at a signal, but a couple of Holbeck drivers commented that when stood at the D310 signal they would send their secondman to get on the phone. Because, if the driver had got off the Class 40 they couldn't reach the handrails to get them back onto the first step!
Of the locomotives used by Michael the Class 45/46's were perhaps the best for heating in the cabs, whilst the Class 47's were perhaps the best taking into account all the other aspects of cab comfort.
On the class 45's/46's the toilet facilities were quite cramped, the toilet was right up by the side of the boiler, so if the boiler was in use and the train was in motion, great care was needed in using the facilities.
On another occasion Derek Welsh & I had just returned from a Sheffield via Cudworth job with a Class 45, the service terminating at Leeds. On arrival the guard got everybody off as quick as possible, so we could depart early and maybe get an early finish. At Neville Hill it was our job to stable the coaches, the second man to uncouple the locomotive from the train, then of course ‘light locomotive’ to Holbeck as 0L50. On our way up to Neville Hill I was getting ready with my smock and hooking on/off gloves, then turning the boiler off, by the time this was done we were arriving on the reception roads at Neville Hill. As I jumped down Derek was pressing the ‘anti-slip’ button device located on the end of the power handle of the Class 45, with his head out of the window shouting come on Dan! At this time we were still running about 30 minutes early and whilst on the ground in between the locomotive and the coaches, with Derek easing the locomotive onto the train, in order to get the coupling off easily, I could hear the short ‘hissing’ noises coming from the brake cylinders, Derek was still messing about with the anti-slip button. On arrival into the cab, (ready to depart) Derek looked at me and said, ‘I've broke it Dan’, the anti-slip button was now well & truly stuck in, trying our best to get the thing out. The hoped for 30 minute early finish disappeared and soon became 10 minutes late, eventually the fitters came, and after another 10 minutes we were finally on our way, finishing up 35 minutes late, never mind it went down as overtime! So the motto is – don’t mess about with something that was working fine in the first place!
Whilst Michael was doing his training as a secondman the traction inspector sent Michael and another trainee out with a Holbeck crew on a Class 47 to Birmingham. The trainee, somewhat enthusiastic about the whole thing decides to investigate the Class 47 and opens the panel in the cab roof (held by two catches). As the flap drops down the cab is immediately filled with an untold number of flies, both living and dead, half a sparrow, many feathers and other insect parts. A great majority of this ended up covering the driver, who unleashed some very vivid language on the two trainees and sent them to the corner of the cab for the rest of the trip!
And on a nightime departure from Kings Cross to Leeds, again with a Class 47, there was a tremendous bang to the front of the locomotive. Without hesitating Michael stepped down to open the panel located behind the headcode indicators. Opening the panel released the remains of a large pheasent into the cab, now in the proverbial million pieces. The none-too-happy driver removed his pipe and gave some blistering verbal abuse to the secondman, sending him to the other cab as some sort of punishment.
With the horns mounted in the cab roof their effectiveness was challenged should the grilles become choked with snow, frequently sounding as if the batteries were running down, or giving out muffled or distorted tones.
The fitter turned up to find out what was wrong, after my explanation he came up into the cab to assist, so now there was two of us looking for a large black 'wheel' handbrake to turn and there wasn't one...oh dear. The locomotives where now stacking up, so the fitter and I began looking on desk, and of course we found it, the technology of the late 70's, early 80's, it was a button! Another similar story from more modern times involved a unit at Neville Hill Shed, yes we covered some of their jobs also. Whilst on the fuel shed a Southern Region unit had been on Neville Hill for wheel turning, nobody on the depot would move it, so again, I said I would do it. I think the unit was a 'Turbostar', so I got into the driving seat, key in and pulled the power handle back, nothing happened. Looking around there was above the drivers door lots of isolating handles, and I isolated them all, not knowing what any of them did. One at least was labelled 'AWS isolating cock' and eventually after all that we got to move the unit...
As for the HST's, well going to London in one, it's like being in a washing machine drum. With a HST you just thrash the engine continuously and the noise in the cab is about as loud has a Deltic. The HST's did not have toilets fitted, officially if the need came one was supposed to stop and take care of things, but when it was a case of getting home other temporary measures were used. On a Mark 4 set with a Class 91 the driving trailer allowed access to the train should a bathroom break be needed. The Eurostars also had no toilet but you could nip through the engine room and along a narrow connection between the power cars. If the locomotive was doubled manned one of use could make this journey back to get some tea.
And the 142's, just to go off the subject of comfortable rides, of all the 'single axle units' 141's - 144's, the 141's had the best cab for being comfortable, (that was after they re-did the units). However for the passengers it was a joke, some stories can be told about the 141's. The 142's, whilst driving these your legs had to be permanetly stretched out under the driving desk, again for the passengers, nothing was really thought of them. 143/144's these cabs were half decent but you had a massive heater in the cab, so you were either boiling hot or freezing to death, you were always switching the heater on or off, again nothing was thought of for the passengers, my personal opinion, if they had taken a bit extra thought and put the 143/144 units on bogie's, you would have had a good unit...... Today, the 142's - 144's have all been refurbished for the passengers, with nice layouts and comfortable seats, why couldn't they do that in the first place!
The end of the page
After about fifteen minutes the fork lift came around the corner with the two compressors on a pallet, the fork lift driver was asked to put them onto the trailer one at a time. Whilst he was doing this I asked the driver 'How much do these weigh', reply, 'Together 640kg!'. As he was setting the first one down onto the trailer, the trailer axle went a funny shape so we hastily abandoned this idea, returning later with a van to bring the compressors home!
Page added September 2nd 2006