Here Are Other Branches at Sheffield Mid/And and Botherwood

CONTENTS

FOREWORD ...... 3

INTRODUCTION ...... A

HISTORICAL BACKGROUND ...... 5

RATIONALISATION ...... 6

TINSLEY MARSHALLING YARD ...... 7

TINSLEY TRACTION MAINTENANCE DEPOT ...... 11

RATIONALISATION OF TRACK & FACILITIES

SHEFFIELD DIVISION ...... 13

THE CHANGING PATTERN OF THE STEEL INDUSTRY ...... 14

GENERAL INFORMATION ...... 15

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WHY NOT GIVE US A RING AT SHEFFIELD 750985

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\\Y-’ FOREWORD

We extend a hearty we/come to you, our visitors to this OPEN DA Y of Tins/ey Marsha/ling Yard which has been arranged to coincide with the Centenary Celebrations of the A.S. L.E. & F. (Associated Society of Locomotive Engineers and Firemen).

The A.S. L.E. & F. was founded in Sheffield in February 7880, when a few /ocomotivemen found it necessary to form a trade union to protect their inter- ests. They adopted the name of Sheffield No. 7 Branch and since then this branch has catered for the needs of Footp/atemen at the Old Steam Shed at Neepsend and Darnall and at it's peak, about 7.948, had around 700 members. ln fact between the two World Wars, in 7926, the members built their own Social Club lLoco Club Pitsmoor). Over the years i't has been represented at National Level by the /ate Mr. A. Wild, also by Mr. R. Jones, ll/Ir. J. Booth and Mr. S. Twigg for many years secretary, and Mr. W. Ronksley, existing president of A.S. L. E. & F.

When British Rail decided to rationalise the Sheffield Division in 7965, and open Tins/ey Mar- shalling Yard, it was considered convenient to re- organise the A.S.L.E. & F. branches in the district as Tins/ey was to be staffed by men formerly stationed at Darnall, Grimesthorpe, Wath, Staveley Central, Barrow Hill and Cank/ow. lt was also decided to reform branches to cater for the needs of the men stationed at depots which were to remain after the opening of Tins/ey Yard. There are other branches at Sheffield Mid/and and Botherwood.

Mr. P. Young was Branch Secretary at this time, and it was generally agreed that Sheffield No. 7 Branch should retain it's original name for historical reasons, and many items of historical interest were deposited in the archives of the City Library when Mr. P. Young succeeded Mr. J. Booth, who, as Secretary had held that office for 37 years in 7964. The present Secretary is ll/Ir. S. Rimmington.

Thank you for your support and hoping you thoroughly en/0y your visit to Tins/ey.

On behalf of the Branch Committee.

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‘ L__:_ _,_ .._ S. 5- °°“‘s INTRODUCTION

R.J.MDRRlS Area Manager

No railway historian would surely deny that during the heyday of railway building, because out- side competition was virtually non existant, and because the various companies were engaged almost ex- clusively in competition with each other, much un- planned growth took place.

Duplication of resources was rife, and as a result, when the various companies amalgamated to form what we now know as British Rail, much rationalisation was required to avoid wastage of both men and machinery.

Inherited also, due to little new investment, was a vast collection of buildings no longer suitable for ever changing needs.

It is popular to believe that this trend has only become prevalent in recent years, but in this context it is interesting to note that when the Wicker was opened as a rail terminal, it was described thus:- “On entering the station that is very commodious and handsome, a spacious shed supported by cast iron pillars presents itself.

The construction of the shed deserves notice com- bining as it does, strength with apparent lightness."

By 1870 however, this eulogy was forgotten for the same building was described as:- “The wretched accommodation offered as a miserable dilapidated structure which was made to do duty as a station."

This booklet, therefore, traces the events which led to the general rationalisation of the Sheffield division and the construction of Tinsley Marshalling Yard and the Diesel Maintenance Depot in particular.

Subsequently it provides a detailed description of the operating of these two locations, together with an appraisal of the present Tinsley Area Manager's organisation, and a potted history of Sheffield’s most important industry - steel making. The booklet has been produced to mark the first Open Day at Tinsley in June 1980.

ll- HISTORICAL BACKGROUND

The rst railway in the area from Rotherham Westgate In the middle 1950's, therefore, the network of railways to the Wicker was brought into use in 1838. Thereafter and depots remained much as it was at the turn of the cen- further lines and stations were opened as follows:- tury, despite the growth of competition in the interim, and the changed nature of the demand upon the railway for its services. 1840: Derby to Rotherham Masborough The former L.N.E.R., with its principal passenger station 1845: Sheffield Bridgehouse to Manchester via at Sheffield Victoria, had its main goods sundries depot at Woodhead Bridgehouses, a coal depot at Harvest Lane, fruit and perish- ables at Blast Lane and full load traffic at Park Sidings, Atter- 13491 Sheffield Bfidgehol-‘Se T0 Gein$b0f0U9h cliffe and West Tinsley; a C. & W. workshop in the former (Sheffield Vi0t0I'ie Sfetidn Opened 1351) steam shed at Neepsend and motive power depots at Darnall and Mexborough; and a main marshalling yard at Bernard 18641 W0Odburn Junetidn ‘£0 Rotherhem end Road, with other yards at Broughton Lane Up and Down, iVieXb0l'°U9h lckles and Rotherham Road.

13701 Chesterfield I0 Attefeiiffe linciuding Midiend The former L.M.S.R., with its main passenger station at Station) Sheffield Midland, had an even greater multiplicity of depots and yards. These included sundries and full load depots at 1900: Sheffield District Railway (Brightside Junction Wicker and Queens Road, coal depots at Heeley and Nunnery, to Treeton Junction) market traffic at Wharf Street, and full loads at Heeley, Pond Street, Brightside Wharf and Upwell Street Wharf; a C. & W. 19033 Citv G00d$ Branch (to Wharf Street) Workshop at Grimesthorpe and motive power depots at Grimesthorpe, Millhouses and Canklow; main marshalling In 1923 as a result of the amaigemetidn Called f0!’ bV the yards at Masborough and Woodhouse Mill, with other yards at railways Act of 1921, all these various lines were absorbed into Grimesthorpe, Engine Shed Sidings, Wincobank Up and Down, two groups — the LNER (G. C. Section) and the LMSR Roundwood and Cardigan Sidings. (Midland Section) — but, whilst in the 1930's some arrange- ments were made for the pooling of traffic, there was no Facilities — passenger, freight handling, motive power — attempt to rationalise service and facilities. remained, in number, far beyond the real need, in the new circumstances. The goods depots were out of date, cramped, Nationalisation in 1948, under the Transport Act of 1947, lacking in mechanical aids and expensive to run; the marshall- afforded a further opportunity for the elimination of duplicate ing yards were small and badly laid out; and the need for trip facilities, but little progress was made for some time. In 1950, working between yards and depots was excessive, costly and Regional boundary changes brought the whole of Sheffield — conductive to transit delays. at least commercially and administratively — into the Eastern Region. Operation and motive power functions, however, were still on a ‘penetrating lines’ basis, under which the Dis- trict Operating and Motive Power Officers — although Eastern Region Staff — continued to owe functional allegiance to the London Midland Region. No positive step forward towards rationalisation was, in practice, possible during this period, whilst the dual control of operations continued.

The only progress made towards modernisation during this phase was completion of the electrification of the Man- chester — Sheffield - Wath lines, the freight service from Wath to Dunford being electrified in 1952, the passenger services in 1954 and the remaining freight services in 1955, after the new exchange sidings at Rotherwood became available. A small electric locomotive maintenance depot was erected alongside the steam shed at Darnall. (ln 1958, this was converted to the maintenance of diesel shunting locomotives and the servicing of the diesel multiple-unit trains introduced into the Sheffield Victoria — Lincoln and Sheffield Midland — Barnsley services).

5 HATIQNALISATION

This, then, was the position in 1957, when the ‘penetrat- Other features which were introduced into the ration- ing lines’ arrangement was terminated and the Sheffield Dis- alisation proposals, as these progressed, were:- trict was formed, under the control of a Traffic Manager, as part of the Eastern Region Traffic Organisation. The layout the provision of new connections between the former as it existed at the time is illustrated in the sketch map shown G_¢_ and |\/|;d|and “nee at Aidwerke; on page 13. The change in organisation, which put every traffic facility ih the area under one control, combined with simplification of the layout and signalling at Mexborough; the plans for the replacement -of steam by diesel traction, the provision of a new curve at Nunnery, the concentra- afforded the first real opportunity to adapt the railway to pre- tion of passenger traffic at Sheffield Midland Station and sent day needs, and to eliminate the duplication of effort the closure of Sheffield Victoria Station; which then existed. the extension of the Manchester — Sheffield - Wath The basic requirements were one marshalling yard, one electrification into the new Tinsley Marshalling Yard. freight terminal and one diesel locomotive maintenance depot to serve the whole of Sheffield and its environs. At the same time, the number of stations and depots to be retained for handling full load freight traffic had to be drastically reduced. The choice of sites for these new facilities presented considerable difficulty, because of the essential requirement that the marshalling yard, the freight terminal and the diesel loco~ motive maintenance depot be readily accessible to both the former L.N.E.R., (G.C.) and L.M.S.R. (Midland) lines, and to each other. It was the Sheffield District railway which pro-- vided the solution. Halfway along its length was an extensive area of undeveloped ground, a small part of which was already in railway ownership. The topography was most unfavourable, but it was the only site large enough to take a modern marshalling yard and, by providing new north-west and south-west connections with the G.C. Woodburn Junction — Rotherham lines and a new north-east curve to the Midland main line at Treeton North Junction, access could be obtained in every direction required. The diesel depot was to be situated next to the yard and a suitable site was found for the goods depot at Grimesthorpe, displacing the motive power depot, the C. & W. workshops, Grimesthorpe Sidings and T.W. Ward's Charlton Sidings.

The rationalisation proposals submitted to the British Transport Commission in 1960, and approved by the Ministry of Transport in 1961, comprised four separate schemes:-

a marshalling yard at Tinsley;

a freight terminal at Grimesthorpe;

diesel maintenance and servicing facilities at Tinsley;

a wagon repair shop at Woodhouse Mill.

As the schemes developed, inevitably there were changes, arising from progress with the Re-shaping Plan, from changes in organisation and from technical advances. As an example, the proposal to establish a wagon repair shop at Woodhouse Mill was not proceeded with, part of the former motive power depot at Darnall being converted for this purpose.

6 TINSLEY MAHSHALLING YARD

D. PHILIP Area Operations Manager

The new yard at Tinsley was the centrepiece of the rationalisation The site chosen for the yard, whilst meeting the-operational of railway facilities in the area. It had been designed to deal primarily needs in respect of access, was not entirely suitable from the point with traffic to and from the Sheffield industrial area. Over 50% of the of view of levels, and considerable earthworks were necessary before traffic was to be of local origin or destination, and some 80% of this work on the yard layout could be started. In all, some 3.75 million private siding traffic. Much of this traffic was, by its very nature, un- tons of earth had to be moved, being mainly tipped at Orgreave, suitable for conveyance by freightliners, nor could it be received or some two miles to the south-west. forwarded in through trainloads. The remaining traffic consisted of wagons staged through Tinsley between points which had no through The fact that traffic would arrive from and depart in all directions services, or traffic which was unsuitable for existing through trains. made it undesirable to provide separate up and down yards and a large double direction yard was therefore decided upon. The multiplicity The yard and diesel maintenance depot together occupy an area of sorts required by the complex of private sidings in the area made of approximately 145 acres, 115 of which it was necessary to purchase necessary a number of sorting sidings greater than could be accomm- from 12 owners. This area, fortunately, was undeveloped, and acquis- odated in a single yard layout. The additional sidings were therefore ition did not involve disturbance of existing industrial, commercial or arranged in the form of a secondary yard, access to them being along residential premises. Negotiations were, however, to some extent com- a common feed road starting in the main yard switching area. plicated by the necessity to provide replacement land for one of the vendors, who had developed plans for a foundry extension on part of the area required for the yard, and also by the fact that the proposed Sheffield — Leeds Motorway would encroach upon the area. Parlia- mentary Powers for the works and for the compulsory acquisition of the lands required (including the "compensation" land) were obtained in the British Transport Commission Act, 1960.

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‘ The control tower with nothing as yet to control. A view looking ‘ The diesel service shed and showing the construction of the dive-under westwards admin block to main yard. for the south-west arrival.

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A The control tower looking eastwards to the hump and diesel A The yard was opened on October 29th 19$ by Lord Beeching, and maintenance depot in the far background. the photograph above shows him being greeted by the first Yard Manager, Tinsley, Harry Whitehouse.

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Reception Sidings Tinsley in 7965. (Note absence of Parkway Road Bridge and note type 13': marshalled in original formation) DESCRIPTION OF YARD I Reception Sidings There are ll reception lines with capacities of between 59 and 74 standard wagons each, together with a hump engine return line and an engine line linking with servicing depot.

The southwest arrival line and reception lines 6 - 11 electrified on the 1500 volt D.C. overhead system, as an extension of the Manchester-Sheffield-Wath electrification. I A'./4'§'I\..- ,- Main Sorting Sidings — This yard contains 53 sidings in eight ball» oons with a total capacity of 3,690 wagons. The individual siding cap- ‘ varies from 80 to 53 standard wagons. acity A wagon passes over the hump summit. This photograph clearly shows the booster — re tarders set at rail level. Departures from sidings 16 to 48 are normally westwards. The west departure lines are elctrilied, as are the western ends ol sidings in this yard sets out to accomplish 34 I0 45 l"<1lU$lV9- E35lb0U"d 59'VlC9§ "Om $ldl"9 l - 19 8"! d'BW" The Dowty system installed speed control of each wagon from it leaving l10Cl< l"l0 ll"? 9Xl'"95$ l"?l9l" and d99a"\"9 §ldl"Q5 below l93V"\9 l" complete and continuous Sgdmgg an easterly direction by a connection at the eastern end of the express the hump §umm|( um“ .1 comes to ,9“ within the wrung freight $idin9$~ This a"°ld5 °°"mcll°" Wm‘ hum? 5l‘lU"ll"9- This is done by means ol hydraulic control of wagon speeds to pre- determined values, irrespective of wagon reliability, weight or wind electronic devices E3$lb0U"

The Arrester is simply a device for bringing wagons completely to rest, and is similar to a retarder unit set at 0 m.p.m. It was important that there should be access to the yard from all directions. At the time the yard was planned two connections only The Dowty svslem l"5I8ll@d in Tinsley Yld Will Permit W890!“ existed - that at Treeton, to the southeast and at Brightside to the to pass from the hump I0 bevond "19 Clearance Poi"! I0 Bach wrtinq 12 per second, afterwards being reduced by $18995 3 south-west. Three new connections — towards Ftotherham (Masbroughl siding at ft. l° P"!Vi0\1$ on the former GC line towards Tinsley East and towards Darnall were speed Ol 4 ll. Der $8C0"d 8!Wl1lCl\ weed they Will ¢|0§9 U010 provided, wagons in the siding at a safe buffing speed. DQWTY As the feed road is equipped with 12 ft./sec. Booster/Retarders, wagons can be fed into the Secondary Yard without the use of shunting Conventional control of wagon movement during marshalling locomotives. operations usually relies upon controlling the wagons velocity by means of primary retarders, often assisted by secondary retarders. ln The routing °l ‘”a90"S "Om ll"? RQCBDUO" $ldl"9$ K0 ll“? Mal" Yards is controlled automatically from the Main Control practice it is impossible to predict accurately and avoid wrong shunts, and Secondary and over or under-speeding. TOWEL

PI Ills . L t__ t ..| I - I s serted. There is one pin for each siding and to change a route all that is necessary is for the pin for the siding concerned to be moved vertically to the hole which corresponds to the new siding number.

If only one particular cut is required to be re-routed, this can be achieved when the cut information appears in the first storage indicator on the Operator's panel. The original route is cancelled by pressing e "cancel" button and the new route information inserted by pressing the appropriate route button. HUMPING LOCOMOTIVES

The Reception Sidings has an allocation of three humping units, which provides cover for maintenance, etc. Each unit consists of two standard 350 h.p. diesel-electric locomotives, permanently coupled and operated from one cab. They are modified to suit local conditions and A weighted with ballast in order to produce a 20-ton axle load. The units are fitted with cab-signalling apparatus, precision speedometers and The hump taken from Control Tower. two-way radio telephones. CONTROL TOWERS The cab signals are displayed only when the units are between the the Two control towers are provided, one located in the Main Yard east end of any of the reception sidings and hump summit. The switching area and the other alongside the Secondary Yard. For indications in the cab are controlled by signals, transmitted through automatic working all route information for both Main and Secondary the rails from suitable points, and these signals are governed by the ahead. The indications in which do not Yards is fed into the system in the Main Yard control tower. conditions of the track thecab, necessarily repeat the fixed ground signals, enable the front of the train Both Main and Secondary Yard control towers have facilities for being propelled to preceed safely to a point within a few feet of a feeding information into the system manually and also for individual ground signal which is displaying a stop aspect, thus reducing to a min- operation of the sorting siding points. imum the time interval between the humping of consecutive trains.

Cut information is transmitted to the Main Tower by means of Addo "Add-listing" machines operated by the cut shunters located in the Reception Sidings. THE ADDO DATA TRANSMISSION SYSTEM

The purpose of this equipment is to facilitate accurate details of wagons arriving on the reception lines being transmitted to the Main Hump Control Tower as quickly as possible. With a high degree of automation in the operation of the humping process, accurate details of the make-up of trains in the reception area, which can be fed into the point-setting system, are essential.

For each train arriving in the Reception Sidings the Area Freight Centre provides the cut shunter, by Mufax machine, with a train shunt list giving details of wagon numbers, their destinations and the siding into which they are to be shunted. I Type I3 Locos On the arrival of the train the cut shunter examines the wagons, SIGNALLING and at the same time the wagons are uncoupled according to route and destination, and confirms details as printed on the shunt list. Three power operated signal boxes are provided and are as follows:- The shunt list shows the intended sorting siding into which the cut will go, the number of wagons in each cut and the presence of a long Shepcote Lane This signal is wagon. - box situated at the western end of the yard where the lines from Brightside Junction and the north-west and south-vvest curves converge. it controls all movements at the west This information is then sent by Addo machine the transmitting to end and also signals trains on the Great Central, Rotherham Branch, Main Yard control tower and the Area Freight Centre. between Darnall West and Woodburn Junctions and Tinsley East/West Junctions. Four-digit train descriptions manually initiated at the fringe The receiving machine in the Main Control Tower also prints this boxes, are carried forward from signal to signal on the box signalling detail in the same form, and automatically produces a punched tape for panel by the movement of the trains themselves. Points and signals are feeding into the route setting equipment when the particular train is to controlled from a near vertical panel and operated by push buttons on be humped. This machine sets all points in both Main and Secondary the entrance /exit route setting principle. Yards.

Transposition Equipment — Special equipment has been provided in the Main Yard control tower to enable the route to be changed after details have been punched on the tape. This equipment takes the form ol a "Selectboard" comprised of rows of holes in which pins are in-

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A A view of the Control Tower and Servicing Shed. It is in terasting to compare this photograph with the one on page 7 showing the yard under construction and taken from a similar vantage point. Tinsley Park - Sited at the west-end of the Main Yard, this signal A simple example of a wagon movement demonstrates how the box controis movements at-that point and at the eastern end of the system operates, is detailed below: - Express Freight and Departure sidings. Points and signals are operated by individual switches mounted at the bottom of a near vertical control Wagon movement events and The role of TOPS panel. The electro-pneumatic point mechanisms are of the simple yard type but, in order to ensure that the points remain in position in the 1, Customer orders an empty wagon through his AFC. event of an air failure, they have been fitted with spring toggle boxes. The order is input ‘O TOPS by me AFC TOPS dmc“ to the . l CUS(Ol’I\Ef.

_., . - 2. Empty wagon placed in customer's siding. \ -:v‘a:;j\_ TOPS informed of wagon number and the fact that it has been placed for loading.

3. Wagon loaded, released and ready for despatch. TOPS informed. Report includes commodity and destination and, if necessary, any special handling instructions.

4. Wagon departs for marshalling yard.

TOPS told. It warns the marshalling yard the train is on its way, the time of departure and of each wagon in the "consist". TOPS knows the schedule of the train and will also calculate the train's L Tinsley Yard Signal Box load.

Rece ;V:r:_::3::di'?‘:h':!e :::::;';:£"_;:§p_ 5. Train arrives at the yard, the wagons are shunted to give the . ' .. . . . best possible connections. Wagon leaves on another train. tion area up to Treeton Junction including the iunction of the north- east curves. It is operated from a control panel similar to that installed TOPS advised of arrival in the yard, the train the wagon will leave at Shepcote Lane Junction. This is the signal box which admits the on, and when it has left, "consist" is automatically generated for trains to the reception sidings of the yard and has train description the next yard with the correct shunting instruction for each wagon. apparatus connected with Treeton Junction signal box. 6. Wagon arrives at destination and placed for unloading.

COMMUNICATIONS TOPS told that wagon is in position. An automatic telephone exchange serves the_yard area for traffic 7. wagon unloaded and administrative purposes. In addition to covering all the appropriate offices, etc., within the yard, the system provides access to post office TOPS advised of release and issues disposal instructions for empty lines, train control offices, local steelworks and Sheffield Midland movement. station switchboard. The data available in the computer is accurate and current, so that Additional to the automatic system are special telephone circuits at any time a complete up to the minute picture is available in the interconnecting the signal boxes in the yard area. Two-way loud- Area Freight Centre in input of a simple enquiry. speaker circuits connect (a) the Main yard control tower and Tinsley Yard signal box, and (b) the Tinsley park signal box, Express Freight Yard Inspector and Main yard (west end) sidings.

One-way amplified circuits are provided from the Main control tower to the Reception sidings and to the Main yard (east-end) and from Tinsley Park signal box to the Main yard (west end).

V.H.F. radio telephone equipment is provided from the Main control tower and Tinsley Yard box to the "humping" locomotives in the Reception sidings. AREA FREIGHT CENTRE

The A.F.C. at Tinsley is one of approximately 150 located in marshalling yards and terminals throughout Great Britain

Each A.F.C. plans and controls all movements of freight traffic, A Tin;/ey Yard by Nfghf to assist in this task the A.F.Cs are connected to a central computer in'Lodo.Thn n esysetm'kois nwnas T.O.P.S.h'htdfTlw ic sans or ota THE TRA|N PLAN Operations Processing System. for The Area Freight Centre feeds information into the central com The marshalling yard at Tinsley is the concentration point originating and terminating within the area bounded by puter, covering, amongst ot her events, wago n ‘Cad-nl g a nd movement , traffic make up, arrival and departure of trains. The data is processed instari- Pe")“°"e' s“')'“_°"Aa"d _Me"b°_'°“9" ‘O ‘he "°"h am, che“e"°'d taneously and transmitted to other A.F.C's in the form of operating ‘° ‘he ‘°‘“h' )_~'"“"_‘)“‘ 'e'8""°'V 5"?" 3'93 3'9 '°°a'ed aPp'°X' instructions or information. As trains move, or wagons become loaded imam” '50 p""a‘e 5'd'"9s' shame“! '5 we" placad 5" '°)a"°" ‘° d T‘ I Y d h ' 1 UUEIS IO 8|) or emptied the information in the central computer files updated. This ‘he mm.‘ '°“‘e5 8" ms av 8' as conveme" ° is called a "real time" system because it reflects a present situation and me '°m°s' not historical data. Through train loads are made for: - lmmingham, Hull, Middlesborough (Tees), Newcastle (Tyne), w Newport (Severn Tunnel), Birmingham (Bescot) for S.W., Nottingham ‘Q- (Toton), Manchester, Grimsby, York, Derby, Lincoln, Sounthorpe, Doncaster, Warrington, Garston, March, Hope Valley, Wakefield, Carlisle, Basingstoke, Eastleigh. LOCAL SERVICES

All Rotherham B.S.C. Works. All Sheffield B.S.C. Works, Wath, Worksop, Mansfield, Barrow Hill, N.E. Derbyshire Collieries, Brook- house and Orgreaves and Smithywood Coke Works, Sheffield Freight Terminal, Ecclesfield Oil Terminal, Broughton Lane, Woodhouse, Beighton, Rotherwood, Wadsley and Oughtibridge.

A Tops Machine TINSLEY TRACTION MAINTENANCE DEPOT llllllllllllIllllIllllllllllllllllllllllllllllllllllllllllIllllllllllllllllllllllllllllllllllllllllllllllIIlllllllllllllllllllllllllllllllllllllllll A. LOVECY Traction Maintenance Engineer GENERAL OIL DISPENSING SYSTEM

The Depot opened in 1964 as part of the Railway Modernisation Lubricating oil, is offloaded from rail tanks into the Depot storage and Rationalisation plans for the Sheffield Division, and initially re- tanks to diipensers at each locomotive berth. placed the former Steam Locomotive Maintenance Depots of Mill- and is men dismbutad houses, Grimesthorpe, Darnall and Canklow. Two separate systems are provided so that two types of oil can be handled, but currently one grade of oil only is in use. Subsequently some or all of the Locomotive Maintenance commit- ments of the former Depots at Mexborough, Staveley, Longwith, Hull and Holbeck have been taken over by Tinsley. o“_

The Depot is responsible for the Maintenance of the Diesel Main _ , , Line Locomotives allocated to the Sheffield Division of the Region of Brim“ Ra“ Eastern O" wmch ‘s "° '°"9°' ““'sfac'°'y f°' ”'v'°° '5 p“'“p°d "°'“ ‘he diesel engine sumps via fixed pipelines to storage tanks. At one time, ' the waste oil was used to supplement the Depot heating boiler fuel oil, .. . . . Servicing and minor repairs are carried out in the Division at tl' ldt 'tf' f but Curran Y ‘S so 0 a pnva 6 Wm or reclama"°n'. Tinsley Service Shed, Wath, Barrow Hill and Shirebrook. The latter three Depots also carry out maintenance on their own allocation of Class O3 and 08 Shunting Locomotives as applicable. WATER

. . . ‘ . , Tmswv ‘S curremw responmbie or the tom mmmenance O 17,4 Raw water is '' ' h ' ' . h supplied to all locomotive berths for refilling boiler ra":“':£?vL°€:$:;:zs,:??“:i1n:e:an'_:(:ga:g‘g)8m?gV;B . . ;| e3§'a:§s4q' water tanks and also for cleaning the Depot floor. The water is treated om S '' ' and 56. Repairs' ' ' ’ in a special plant to prevent corrosion of the locomotive boiler and are undertaken on these and ot her locomotive' classes assocumd. mp. H‘. as found necessary either arising from a scheduled examination or failure in service.

As Tinsley is adequately equipped for carrying out heavy repairs, E |cAL the Depot carries these out on other Eastern Region locomotives at the request of the C.M. 8i E.E. York. The type of heavy repairs carried out The Depot is ‘ed from its own sub_sum°n which dmribm" at are traction motor renewal, boiler renewal, rewiring of control and medium vonage to a number of switchboards power circuits, reiointing and of diesel engine cylinder heads and liners. '

, _ , All socket outletsa e of the arth ' t The depot issituated high above the Marshalling Yard Reception .sh°',e. ‘upmy pom“ an: provide‘: ,0 £L(:;;n€hg?°cg;ot?:e, d l ‘;r?‘;?;'It Sidings and has rail access from either end via steeply graded approach- "gming whim i, is undergoing maimemmce es.

LIGHTING DEP T B LDI U‘ NG 0 The lighting within the Depot is a combination of hot and cold The De ‘ is 0‘ doubleendad deg. is were locomove cathode fluorescent fittings incorporated in combined lighting and eachpo . '9 ' radiant heating panel units berths at end with a central area where the stores, offices and ‘ k h ba ' ed. Wm S op Vs are mum The fittings installed in the pits. for .illuminating. . the locomotive. The Depot is 432 ti. long and 114 ti. wide with ts portal steel “"d‘;""?"‘f;°'° d‘:“9"°d ‘° b° °" 3"“ "“"°""°°' ’"d ‘° ““"“"’"" girders forming the main frame of the sheeting with side and roof mac am“ “mag glazing. Each end of the Depot has berths of 12 main lines locomotives on 6 tracks, each 140 ft. long. Each track has central pits 4 ft. below rail level, side pits at the lower ground floor level 3 ft. below rail level, and upper deck platforms, 4 ft. 6 ins., above rail level. The rails are COOLANT supported by tubular steel stanchions at S ft. centres. The coolant systems of diesel locomotives contain additives to 1 I 7 H . b .| h h .d f h protect the engines and pipework from corrosion. The additives are Depmnangsis ‘goziggg );e_v;;s'°‘:: gngzlzstorf ng“_';::k:' eT‘;ist e Borax, Sodium Metalisite and Sodium Metaphorphite. These are added bl ' . bod. be H d ‘ th b . f ' le ena es ocomotive ies i to raw water and mixed in a special tank. From the mixing tank the to te rom e ogies or comp te .. . underframe cleaning, .. traction motor renewal and extensive derailment Totgtnwglise Zing“ mm stow” tanks and than dmnbmed to each damage repairs. 0

This solution known as 'B.S.M.' is used in all locomotives except classes 08, 13 in the winter period and class 56. L'FT'NG PAC"-I1-‘Es The class 56 and classes 08, 13 (winter period) use a 25% antifreeze solution which is mixed in a special tank, and piped to dispen- Overhead cranes of 1 ton capacity are provided covering all 6 WV “cum” "Wing 2 tracks to “ch and of ‘he Depot tracks of the west end and the outer 2 tracks at the east end. Similar facilities are provided on the Store Dock to load and off load material from either road or rail vehicles, and one of the hoists runs on a continuous gantry into the centre of the Depot. VENTILATION Spanning the_middle 2 tracks at the west end is a fixed 5 ton crane used for heavy lifting such as boiler renewal. A total of 48 electric fans are installed in the roof situated above the centre lines of each track. Replacement air is drawn into the A mobile 5 ton crane is provided in the fitting annexe for the re- Depot through louvres in the walls. The fans have an extraction rate nawal of traction motors. of 5,500 cubic feet per minute. FUELLING INSTALLATION TINSLEY SERVICE DEPOT

Four 25,000 gallon storage tanks are provide and these are This Depot is situated alongside the Marshalling Yard and is pro- filled from rail tanks. Provision is made for offloading from road va- vidad for carrying out refuelling, fuel point examinations and ‘A’ hicles in an emergency. examinations.

From the storage tanks. the fuel is passed to dispensers, three at The building is 160 ft. long and 45 ft. wide clad with corrugated each end of the Maintenance Depot and two at the Service Depot. asbestos cement sheeting. lt has two through tracks each long enough for two locomotives, and fitted with concrete pits below rail level. DFIIMQB "IV! Bf? Dfvidld 8! 08¢" 0"|08di"9 ""1 ""509 D0int to Situated between the tracks are fuelling coolant; and boiler watering "00 8Di||890 Ind Prevent ground contamination. facilities. Alongside the Depot are various offices, stores and a small workshop. Annual Fuel Oil Consumption - 4,000,000 gallons. The Depot has its own B.S.M. coolant mixing plant, but no facilities for dispensing antifreeze. At the west end of the Depot are 3 sand SAND INSTALLATION storage bunkers, fed automatically from the main silo. From these overhead bunkers, sand is gravity fed to the locomotives. The maiority of locomotives carry equipment to feed sand, when necessary, between the wheel and the rail to improve adhesion and prevent wheelslip.

The sand is delivered by road vehicle in bulk and blown into a I-OCOMOTIVE WASHING PLANT storage silo. From the silo it is again blown to small bunkers at the Service Depot, from which it is dispensed to locomotives. Situated adiacent to the Service Depot is a locomotive washing plant, capable of being operated by footplate staff from lineside Sand for locomotives at the Maintenance Depot is delivered in pushbuttons or from the control cabin. When started from the line- bags; stored in a rail van and distributed by barrow. side pushbuttons, the machine operates automatically until shutdown by time switches.

H The machine is in two stages each with its own pushbutton. Each stage is identical in construction and operation except that the first The D8901 I5 healed bv B "59" Drew-"8 "OI Water svsterh "Pd bv stage applies a cleaning solution to the locomotive, and the second stage 2 boilers, which also supply heat to the Yard Administration Block gppligg (ha water (i|1$Q_ and Yard Signalbox. Each stage consists of four vertical sets of flails (two each side of The b0i|9Y$ 8I'8I\1"Y 8\Jf0"\li6 and 8'6 Oil "fed with 8" OHIO"! the locomotive), and an overhead horizontal brush. Sets of angled noz- OI 4‘/I miI|i0f\ bl-U-'5 8! 140 D-5-L zles apply the cleaning solution or rinsing water.

The heat is distributed in three individual circuits.

1. A high pressure, high temperature, hot water system servicing BR TRA|N the radiant panels in the Depot roof. A fully equipped breakdown train is allocated to Tinsley, and nor- 2- A "59" Pl’8$$\JI'@. IOW ieml-‘l0'8l\1l'9 I10! W8!" W518!" $¢l'Vi¢i"9 mally kept in a small building between the locomotive washing the radiant heating panels beneath the platforms, and the machine, and me m3(§ha||ig y3fd_ convector heaters in various offices. A 45 ton steam crane built in 1942 by Ransomes and Rapier 3- A hiah li"¢55\"9- high temperature. het water svstem servieihe forms the main lifting appliance, and is capable of retailing the majority the heating and storage calorifier in the Yard Administration of B.R. Locomotives and vehicles. Building. Other equipment provided are numerous wire ropes, slings, lifting The Depot offices and messroom are heated by warm slightly brackets, iacks and hand tools. pressurised air from a Plenum Plant. All the air is filtered and the plant is capable of providing 5 air charges per hour. The air is slightly press- Besides rerailing, the crane is also used for other heavy lifting jobs urised to prevent diesel fumes entering the offices and messroom. such as bridge renewal and transhipment of material.

DRAINAGE FACILITIES

All drainage from the Depot floor and the areas adjacent to the fuel issuing points passes through oil interceptors.

The effluent first discharges into catchment pits from where it is pumped into the interceptors. These are basically a series of weirs filled with clean water and as the oil/water affluent passes throuyl the weirs, the oil separates out and floats on to the surface. This layer of oil in- creases until it flows over the highest weir into the collecting chamber.

All the oil collected is pumped into the Depot waste oil storage tanks and then sold for reclamation.

STOR ES

Tinsley is the main stores for all locomotive equipment and spares required in the Sheffield Division, and is responsible for supplying the satellite stores at Wath, Barrow Hill and Shirebrook.

items held and controlled by the stores range from oil to deter- gents, and traction motors to nuts and bolts, totalling to approximately 3,000 different items.

A small lorry fleet based at Tinsley collect material from B.R.E.L. Works at Doncaster, Derby and Crewe and distributes to the Northern part of the Eastern Region of 8.R. and also the satellite Depots. BATIONALISATION OF TRACK & FACILITIES SHEFFIELD DIVISION llllllllllllIIIIIIllllllllllllllllllllllllllllIlllllllllllIIIII||l|lllllllllllllllllllllllllllll|||l||lllIllIlllllllllllllllllllllllllllllllIIllllll R.J. MORRIS Area Manager

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\Y~n ..-t - _~ ._ .s-ta As a result of the construction of Tinsley Marshalling _j_ f;__-__:_'".;- Yard \~"'"* it was ppssible to close many small depots around the -- - a'e8 _\. ww-~ ~~~--~ Z - ' "\"'~- "\ -moon: aw-1--A» Lu s.rn<.\ s .»~'~ *'~;~.::~ Th . . e rationa isation also . Q11!/.01 (‘P - took into account the oper -..,... n~s.r ‘“",,,;,‘ ,,_,, ational facilities within the area, and whilst as has been men- _,_ ‘_ W ~ \'- I tioned previously, new connections were installed to ease the \'. \ u-mm working of Tinsley Yard, other locations were critically ex- \= """" _ ,,_g, ,... ,. <1; amined. ‘Q ” ' ; run, v-|~ 0-40: ”.“_“ \ i-..~4 s it-<4 \__, ,. s-or um u . W.‘ The original Sheffield Flationalisation scheme included \'"3' --~'~~ “"3: H ' --it-. ~\| a double line connecting curve between the former cox Alma G.C. and \\\ I I ‘ N Midland main "' lines at Wath Road. Detailed development of ~---~-~ - -.-.w N‘\\ ‘ ""“"' " '"" "' "" the freight train plan, however, showed that the working at _...... §\‘».__ /. —.§7;:‘-ll Tinsley Yard would be improved and considerable savings in M“:-__-_ ’%/‘T“~~I£"" "‘ ~....a ..“ W-.. train miles would accrue if, instead, the connections were SHEFFIELD '7' """"' “‘ “"' _ t ,,§,,~~_\‘“"‘J1'.;7 " ““' ...... made between the ex~G.C. and ex-Midland lines at Aldwarke, --== ~'--" ;~;,~;;,,-,~;:_ ----J: ~-~-‘~g;_‘- where the tracks are parallel and in close proximity to each vul-4. -.0 ""'“"° O El’. ,, __y_' ' .0,‘ ,<,,,. . I bun-1 KI ¢ _.... Ql A new signal box, Aldwarke Junction, was provided to ,..... (I14 IO»-.u-\.\n I lcalsut signal the new junctions and act as a block post on both ex- I- (I1\'\I‘I.L;I vqme G.C. and ex-Midland lines. The modern power signalling in- m .._...... i . ._...... _ ,....a stallation absorbed the work of Aldwarke Colliery and .—-——— -nu-an---P--= ~~\ Roundwood signal boxes, with consequent economies HA‘-own W‘ '9'” in ex-o\;;_;-; '~,,,,m, '°‘~°"" ‘°"‘ manpower. IAldwarke box itself eventually closed in Feb- ruary 1980 as part of Sheffield resignallingl.

The new connection made it possible for all trains from the north to be diverted to either the east or west approaches to Tinsley Yard and contributed in the following ways to a considerable improvement in freight train '-- .4--'— - -~'~~.~-- operation in the area:- "-"1'.~§ Ii) The possibility of making more balanced use of the SHEFFIELD AREA DIAGRAM I '> -.,. ex-Midland and ex-G.C. routes. T ;r. ' @- ‘HER RAnoNAUS‘no~ m‘ ,... ~ -4 ‘\-\-, -;-up (iil The load restriction, which was an adverse feature \ ---~ of the original Wath Road curve, was avoided. »- -- ~- -Y uA\o-pa~"~'-~~-- ~»--- /~ I‘-nlilopy luv . \4£v mi Iiiil Heavy trains could be diverted from the ex-G.C. . '_fj. ':;'I!.'£"' route, which has severe gradients, thereby elimina- X -.... wt» "“"“ ting the use of two banking engines at Tinsley. __ ,___ _ W “ M " "M W“ \\‘ tmk(' “;‘..>:€TTfii'.'_'..':_ Iivl The possibility of diversion to the less steeply graded \?, Midland line made it possible to run heavier trains, ‘,~. "M" '“ r, 76) II with associated reduction in movement costs. _ __ , --- ,' ‘:.‘.:,M M ‘“'“” ‘(M \ \ ~...... - it 0 tnlrun ,<~ \I The map <~I~\ shows the Sheffield area before rational- \ I. M‘ “'1: isation and close comparison \\ is recommended with the sub- \ \ °.~..".'.'.T 1". "' sequent map to appreciate the scope of the plan. ‘ \ \ \! . , \ '_ \ ...... 1-. SHEFFIELD " -"'*i“,I.? -~_ _ ..L‘"'~'='-‘ii ~.~.Iu' upi Id In '""“ ..,_.~.Q \‘ Note particularly the new connections at Aldwarke and the flexibility of working afforded to the marshalling yard. ‘Q '°'"" mm

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§. THE CHANGING PATTERN OF THE STEEL INDUSTRY

S. BARTHOLOMEW Area Terminals Manager

Though, by no meat“, being the longest serving BR emelovee The changing pattern of the Iron and Steel Industry resulted in the Sheffield Division but having spent the last 43 years here the in those smaller communities relying on this one industry - usually stage has now been reached when, in recurrent bouts of nostalgia, one large firm - being hardest hit, viz. Kilnhurst, Clay Cross, Sheep- memories and thoughts of "what might have been", of course, have bridge, Staveley and of course, this pattern is continuing, - Corby, always to be guarded against for they breed that terrible disease, so Shotton etc. very prevalent, of "hindsight" - what a terrible word - or "being wise 8"!" the Event". Some of the changes, to a layman, have been hard to follow and one can recall that, prior to “nationalisation”, the building of In “railway terms", in common with thousands of other railway- Tinsley Park Works was to be the saviour of the rather specialised men, one could write a book, but to confine oneself to the changing activity of the B.S.C. River Don and Grimesthorpe Works, but almost pattern of the Steel Industry one must concede that the greatest boon immediately on completion and Nationalisation, the new works were has been the virtual disappearance, so far as the general public is disassociated from River Don and that works position has been pre- concerned, of the persistent noise, smoke dusk and grime with which carious ever since. the Sheffield/Rotherham area was plagued. ln many homes, however, these nuisances were welcomed since their absence spelt unemploy- The most recent greatest change in local steelmaking has been ment. l can recall, a few years ago, a complaint by the residents of the the introduction of the electric arc furnace which led virtually to new flats around Granville Street, behind the Sheffield Midland the disappearance, almost overnight, of those former "aristocrats" - Station, of the noise caused by the hammer in George Senior's Pond the Siemens furnacemen. The Siemen Furnacemen were those in Street Forge, now closed. At the time, I reflected that not too many charge of furnaces who through years of experience and "handed years previously the people living in the old houses in that area wel~ down expertise" could visually determine just when it was the right comed the same noise as an indication of employment being available. moment to teem the molten metal. A faulty judgement could be a The red "Carpet" on the road from Templeborough to Rotherham costly disaster. Steel making was then more of an art, now by elec- lckles, is not now so lush since the disappearance of the 13 chimneys "it: 8'6 it is "WC" m0"! 8 $039009- which used to stand side by side, like guardsmen, along that stretch of road at Steel Peach 8: Tozers (B.S.C. Templeborough) Works. It is with regret that Sheffield and Rotherham people have seen the rundown and closure of some works - Baker Bessemer, l can further recall, walking along Infirmary Road, Sheffield, B.S.C. Cyclops and Grimesthorpe lCammelsl, Parkgate and various many years ago, past the Royal Infirmary and being met, on crossing Rolling Mills (Clay Wheels, Millsandsl, and Forges lRotherham the top of Bedford Street, leading from Neepsend, by a dense cloud Forge), but, particularly at Rotherham, these have been tempered of thick grey black smoke coming from lnow closed) Samuel Osborn's by the new developments at Tinsley Park, Shepcote Lane, Aldwarke Steel Works. l pitied the poor patients in the Infirmary, and partic- and Thrybergh. ularly those on the open verandahs. Yet there was no public outcry. Of course, the communities which surrounded the steel works have ln conclusion it must be admitted that the retraction in the now either disappeared - the desert of Attercliffe etc. - or changed steel industry, naturally, has been due to the stronger competition beyond recognition. from the European competitors, the emergence of new competition from Japan etc., and the establishment of a steel industry, in some

I often used to wonder how the Royal Victoria Hotel, Sheffield, cases by the export of British, including Sheffield and Rotherham,

used to satisfy its guests’ complaints of noise from the two steel works - expertise and techniques, in countries not previously so endowed. Samuel Osborn and Arthur Balfour, operating in the Wicker. They This pattern would seem to be continuing and unless the British backed onto the'river opposite the Hotel with the additional noises Steel industry can obtain and maintain the "edge" on such com- from the Victoria Station. Further back in time the din was increased petition, then its outlook is bleak. The investment problem in by the fair-ground noises when, at holiday times, the Fair was held at implementing new techniques should be eased by the larger units Smithfield Fair Ground, on the ground from the hotel to the bottom created by amalgamations etc., but, unfortunately, experience of the Station Approach. This was subsequently used asa stock yard shows, that in such larger units these benefits can be and are, for Samuel Osborns. leased by "human" problems, the solution to which, seems as far away as ever it was. Now- both steel firms have ceased operating on these sites, the Fair Ground is now developed with Office Block and Car Park, and the Station is closed. It is paradoxical the Hotel trade has de- clined and perhaps the old saying "where there's muck there's money" is true after all.

During the pre-war “bad years" some closures and amalgamations took place, the largest, of course, being the United Steel Cos Ltd., with Headquarters at Steel, Peach and Tozers. lt embraced the Scunthorpe Plant together with complete or part interest in many other firms and activities. lt is interesting that the recent B.S.C. re-organisation nearly matches, locally, that arrangement and one can only speculate on the ‘intention for the future.

In the years in question, there seemed to be more small and medium sized steel firms and more "hustle and bustle" than now in the steel activity. The post war thinking of "what is big is good" was no doubt responsible for the elimination of this impression Unfor- tunately, the Steel Industry, in common with other Industries, has learned the hard way of the error of such thinking. They have learnt that there is an optimum size for an activity to obtain maximum efficiency. beyond that size, efficiency decreases in proportion and effective Management control is lost.

In the private sector some well known names have disappeared either through going out of business or by "takeover" i.e. Brown Bayleys, Tinsley Rolling Mills, Rotherham Forge, Clay Wheel Rolling Mills, Baker Bessemer, Owen and Dyson etc. iii GENERAL INFORMATION llllllllllllIllllIIllIllllllllllllllllllllllllllllllllllllIIIIIllllllllllllllllllllllllllllllIlllllllllllIllllllllllllllllllllllllllllllllllllllllll H. DES ~FORGES Area Administration Officer Tinsley Marshalling Yard originally came under the supervision Year Winner Runner-up of a Yard Manager, and the first occupant of this position was Mr. 1974/75 Shirebrook Tinsley ,A, "“’"Y w"‘""‘°““’" 1915/76 Shirebrook ‘A’ Shirebrook '9' 1 . , , . Following local reorganisation in 1971, those Areas formerly Zafgixogk administered by the Rail Manager, Sheffield Freight Terminal‘, and the 1978/79 Tins,” ,A, Shirebmok Station Manager, Woodhouse, were placed under the iurisdiction of the 1979,80 Shirebrook Tins.“ ,A, newly designated Area Manager, Tinsley. In September 1977, the Rotherham Area was also placed under the iurisdiction of the Area An Easwm Region Mic compemion is 8'50 held each Manager’ Tms ev on similar lines to the Divisional Competition. The Tinsley Team . i . . won the Regional Competition in 1978 The Tinsley Area now extends rom Brookhouse Signal box in York Team in me 1980 Regiom“ Fina‘. and were runners-up to the the east, to Deepcar in the west, and from Kilnhurst South to Winco- bank and Beighton Junction Signal boxes, and embraces Sheffield Leiswe activities may be pwsued through the Bmish gaiiwavs Fmigh‘ T”'mi"a'- a'5° Ti"s'eY' R°"""w°°d' Homemam Md R°me" Staff Association and Tinsley Area staff have actively participated in ham Road 1-"35" c'ew Dep°“- hm "M R°"‘e'ha'“ sumo“ There various outdoor sports such as football, cricket, hockey, angling etc., 3'9 app'°"i'“a‘°'Y H00 Sm" e'“p'°\/ed i“ the Am” Md ""959 i"°'“d“-' and also indoor games like table tennis, darts, snooker Footplate Staff, Guards, Signalmen, Shunting and Handling etc. Miss Elaine Sta". Rawlings, Clerical Officer, Tinsley T.M.D., s“pe"’l5°'V 3"‘! was a member of the Eastern c'e'l°a' 9"ades- Reponmg immediately ‘O me Awa Region Table Tennis Team that won the British Rail Inter-Regional Manager is an Area Terminals Manager, who is responsible for the staff companion in February 1980 at Sheffield Freight Terminal, also an Area Operations Manager, Area Traincrews Manager and a Area Administration Officer who are re- separaw annual reunions are hem for remed sea" and their specvelv 'esp°"5ib'e f°' ‘he Ope"a‘i"9- T'ai"c'e"" a"d c'e'i°3| Sm” wives/husbands from Tinsley, Flotherham and Flotherwood Depots, and 5" ‘he 3'91 these provide a meaningful link with former colleagues. Refreshments and entertainment is provided from funds raised by the respective Them is 3 nmvlng Mumal 'mD'°"em°"‘ Class he'd 3‘ Timley Social and Welfare Funds. The Tinsley and, as the name implies, this is for reunion was held in the City the mutual improvement and acqui- Ha“. Sheffield on Thursday 3rd AD," 1980' when over 600 famed smo" °' k"°w'ed9e by ‘he F°°‘p'a‘° Sm" membe“ i" Rmes a“d staff and their wives/husbands sat down to an excellent five course Regulations and Locomotive Traction. An M.l.C. competition is held dim-,e,_ Each lady was presented in the Sheffield Division each year and each participating with a box of chocolates and the team consists gemiemen received eiee,s_ A pmgmmme of emenainmem was |a;d on of four members plus one reserve. Each member of each team is re- and ‘ms was “mowed by dancing quired to answer two questions on Diesel Traction, and one question 0" '°c°m°""e b'ake5' A'w-5' °' 9e"e'a' "am hea"9- and ‘W0 There are many other varied activities which Q“e5‘i°"5 take place through- °" RM" 3"‘, R*9“'a°"5- Ma'k5- ‘° a '"°'d'“'-1'“ °' ""ee- out the area but it is hoped are awarded for the answer given each that this article gives an insight into the to question and the team with divemw 0‘ imeres in an area as mge as Timmy. the highest marks total is judged the winner of the competition. The winners of the Sheffield Division M.|.C. competition in recent years 3'9 §h°W" b°'°W1* Y Tinsley ‘A ' team being presented with Eastern Region M. I. C. Qiiald in I978.

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