Pullman Car Services - Archive
Pullman & CIWL
News
“The Quality of Service is Remembered Long After The Price is Forgotten”
November & December 2014
Edition No.21.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News
Edition No.21 - November & December 2014 - Page 1 of 67
COVER PHOTOGRAPH - Graham Hallett.
A rare view of a Pullman car at Gloucester Central Station in July 1971. Mk1 Pullman Kitchen Second No.345. The car was broken-up at King, Snailwell in 1980.
From The Coupé.
Welcome aboard your bi-monthly newsletter.
I take this opportunity to thank those readers who have kindly taken time to forward contributions in the form of articles and images for this edition. I remain dependent on contributions of news, articles and ‘jpg’ format images in all aspects of Pullman and CIWL operations both past, present, future and of course aspects of both within the model railway interests.
In the event you have anything that you wish to contribute to the th next edition the editorial deadline date of Tuesday December 30 , nd with the scheduled publication date of Friday January 2 2015.
All I ask of you for the time I spend in producing your newsletter, is for you to forward on by either E-mail or printing a copy, to any one you believe would be interested in reading matters Pullman & CIWL. Changing your Email address, or wish to be removed from the mailing list, please send an Email to the [email protected] with your request, it’s as simple as that.
Publication of this newsletter will be on or about the 1st of January, March, May, July, September and November. The editorial date for the next edition is Tuesday December 30th, with the scheduled publication Date of January 2nd 2015.
The views and articles within this publication are not necessarily those of the editor.
Editors Acknowledgement.
My thanks to the following contributors for their assistance in the production of this issue by way of either articles and or images. Rest assured without you contributions this edition would not have been published: - G.Hallet, A.Ford, G.Behrend, D.Lindsay, D.Jones, T.Knox, R.W.Kidner, D.Richards, A.Cheetham, G.Woods, N.Marshall, R.Henneffer, R.Barber, Amstrong Railway Photograph Trust Collection, R.Barber, M.Dunnett, J.Archer, S.Doughty, P.O’Connor, J.McFarlane, B.Reddy, J.Poulson, P.Thestrup, S.Dresler.
In addition my thanks to the following Publications, Societies & Web Sites: - Pullman in Europe, Pullman Profile No.1 The 12 Wheel Cars, Pullman Cars On The Southern 1875 to 1972, Pullman Trains In Britain, The Railway Magazine & The Railway World.
“Information is for sharing - not gathering dust”
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 2 of 67
Your Newsletter Menu.
Page 1 Cover Photograph.
2 From the Coupé & Editors Acknowledgement.
3 Menu.
4 - 5 Pullman Car History ‘CAR No.42’.
6 Free Internet Newsletters, Magazines & Web Sites.
7 Look Back at Pullman.
8 - 11 LNER Pacific’s - T.Knox.
12 - 22 Statesman Rail ‘ West Highland & Jacobite Scotsman’ Rail-Tour - D.Richards.
23 The Pullman Society.
24 - 25 The Doug Lindsay Pullman Archive.
26 - 27 West Coast Railway - The Spirit of the Lakes - A.Cheetham.
28 Glen Woods 1956 Lancing.
29 - 31 5BEL Trust.
32 - 34 Illinois Railway Museum - R.Henneffer.
35 - 36 Armstrong Railway Photograph Trust Collection - R.Barber.
37 - 46 Pullman Preservation & Restoration News.
47 - 49 Model Railway News.
50 The British Pullman Train Working - New Year’s Eve 2003 - B.Reddy.
51 National Railway Museum - Churchill’s Final Journey.
52 - 53 ORION - R.Barber.
54 - 66 La Compagnie Internationale des Wagons-Lits et des Grand Express Européens.
67 Tail Lamp.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 3 of 67
PULLMAN CAR HISTORY.
CAR No.42 THIRD CLASS.
Pullman Number: CAR No.42 Third Class. Type of Car: Dining Third Class. Into Service: August 1921. Builder: Birmingham Carriage & Wagon Company. Pre 1960 Schedule No: 115. Post 1960 Schedule No: 123. 1 Tare: 42 /4t. Seats: 47. Bogies: 2 x 6 wheels. Brake: Air. 1 Length: 63’ 8 /2”. Width: 8’ 9”. Roof: Ellongated. Table Lamps Type: 1Type 1932 List: -/-. 2Route Restriction (SR): -/-.
1Entries such as -/H indicate that the car was not originally given a Type letter, but was classified as Type H after 1932. Entries such as (A)/G indicate that the car was originally (old) type A, and was re-classified as Type G about 1932.
Entries such as (D) indicate that the car was originally (old) Type D, and was withdrawn before the new Classification was introduced in 1932.
2Entries such as (I) indicate that the car concerned would have been Restriction( I) had it been allocated to the S.R. when the latters scheme of Route Restrictions was compiled. Entry (4) for the 1960 cars (Schedule Nos.311 to 354 inclusive) is the B.R.(S.) equivalent of the British Railways Standard Restriction ‘CI’.
Entries such as 6/2A indicates that the car concerned was originally Restriction 6, and S.R. Route Restriction2A.
Entries such as -/2A indicates that the car concerned was not originally given a S.R. Route Restriction because it was not originally allocated to the S.R.; and that it was given Restriction 2A on being transferred to the S.R.
Interior panelling & Scheme of Decoration.
Mahogany panelling. Adam style. Green duratex coverd tip-up seats. Blue & grey titling.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 4 of 67
1921. In 1920/21 a total build of 10 Pullman cars were built by Clayton Wagons of Lincoln for the the 15 year contract with the Great Eastern Railway Pullman services. In 1921 a further build of 10 Pullman cars for the Great Eastern Railway (of which CAR No.41 was one) were constructed by the Birmingham Railway Carriage & Wagon Company.
1921 - 1923. Allocated to GER Pullman operations.
1923. GER absorbed into the London North Eastern Railway. c1923 Pre June. Remodelled to a Kitchen car with 36 seats at the Pullman Car Company Workshops at Longhedge, London. c1930 Known to be allocated to the ‘West Riding Pullman’.
Pre - 1928 October 1st. Repairs undertaken to the value of £206.12s.4d.
1939. Withdrawn.
1941 January 9th. Scrapped by the Company Board.
1944. Sold to the LNER for £160 (plus cost of dynamo) Allocated to Departmental use and the LNER identity of 970201.
Information Sources: - 1 & 2 Pullman in Europe G.Behrend 1962 ISBN not registered. Pullman Profile No.1 The 12-Wheel Cars Antony M Ford ISBN 978-1-906419-00-4. Pullman Cars On The Southern 1875-1972 R.W.Kidner ISBN 0-985361-356-7. Pullman Trains In Britain R.W.Kidner ISBN 0-85361-531-4. Pullman Car Services - Archive.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 5 of 67
FREE INTERNET NEWSLETTERS, MAGAZINES & WEB SITES.
Bringing Back The Brighton Belle. The wonderful Brighton Belle, the only electric all-Pullman train in the world, succeeded the steam service between London and Brighton in 1933 and became the world's first electric inter-city train. A much loved railway icon, the three five-car train sets were withdrawn by BR in 1972. Now we have a wonderful idea - an amazing feat of restoration, to bring together a complete train set and return the Belle to the mainline! To follow progress with the restoration and help. http://www.brightonbelle.com
BritPull. Pullmans in Britain. An opportunity to discuss all aspects of Pullman vehicles and their workings in Britain. http://finance.groups.yahoo.com/group/BritPull/
Blue Pullman. A group for anyone interested in the British Rail Blue Pullman sets which operated between London and Manchester / Birmingham / South Wales. http://finance.groups.yahoo.com/group/blue_pullman/
Pullman Company Researchers. A friendly discussion group for anyone with a genealogical or historical interest in the Pullman Company and their ancestors who were associated with it. Includes Pullman Company, Pullman Car Works, Pullman Palace Car Company, Pullman porters etc. and the town of Pullman near Chicago built for Pullman employees. http://finance.groups.yahoo.com/group/PullmanCompanyResearchers/
MRE Mag. Model Railway Express - Britain's leading FREE online magazine for railway modelers with thrice weekly news and readers' discussion. Also, model and book reviews, classified ads, etc. Over 1,000 readers and published every Monday, Wednesday & Friday by editor Phil Parker. Visit http://www.mremag.com/ for further detail and information.
Raildate. The weekly newsletter produced and also published by Howard Sprenger every Friday covering general railway subjects with links to sites for further information visit: - http://groups.yahoo.com/group/RAILDATE/ Where you can sign up to access the weekly newsletter.
Coupé News, Coupé News Special Editions and Pullman & CIWL News Past Editions. All past issues can be readily accessed by visiting: - http://www.semgonline.com/coach/coupe/index.html
Model Railways On-Line. The British Railways modeller’s source of prototype information, modeling articles, hints & tips, electrical and DCC articles, current & historical photographs.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 6 of 67
http://www.mrol.com.au/ LOOK BACK AT PULLMAN.
1879 - 135 Years Ago.
November 1st. ‘Prince of Wales’ enters service on the Great Northern Railway, following a trial run undertaken on October 18th. (Information Source: PCS-A).
1924 - 90 Years Ago.
November 17th. The ‘ Continental Express’ introduced commonly known as the ‘White Pullman. Pullman cars allocated, AURELIA, MAJORIE, SAPPHO, VIKING, MEDUSA, PAULINE, FLORA & MONTANA. (Information Source: The Railway World - November 1986).
1929 - 85 Years Ago.
November 1st. The 21st anniversary of the ‘Southern Belle’ introduction. (Information Source: The Railway Magazine - December 1979).
1939 - 75 Years Ago.
December 4th. The LNER Timetable is issued with no mention of Pullman services. (Information Source: PCS-A).
1949 - 65 Years Ago.
December 9th. The ‘Up’ working of the ‘Golden Arrow’ consisting of eight Pullman cars hauled by Bulleid Battle of Britain Pacific No.34084 ‘253 Squadron’ on entering Victoria station Collides with light engine working of Bulleid Battle of Britain Pacific No.34085 ‘501 Squadron’. The wreckage of the collision is then hit by an EMU on a local service. Two Pullman cars were damaged on colliding with 34085. (Information Source: PCS-A).
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 7 of 67
The Eastern Region of British Railways Pacific Class Locomotive Pullman Workings - Tommy Knox.
As ever my thanks to Tommy Knox for the following information on steam hauled Pullman services on the East Coast Main Line. Within the text reference is made to ‘Down’ and ‘Up’ workings. These relate thus, an ‘Up’ working is a service to London Kings Cross, and ‘Down’ working is a service working from Kings Cross. I.e. All lines to any of London’s terminals are classified as the ‘UP Line’.
The Queen of Scots.
November / December 1934 (80 Years ago).
Date: L/No: Identified Working:
34.11.06 60038 Up Queen of Scots Glasgow - Leeds/19.10 Leeds - Newcastle 34.11.06 60082 Dn Queen of Scots from Leeds - Glasgow 34.11.10 60039 Up Queen of Scots Glasgow - Leeds/19.10 Leeds - Newcastle 34.11.10 60080 Dn Queen of Scots from Leeds - Glasgow 34.11.17 60036 Up Queen of Scots Glasgow - Leeds/19.10 Leeds - Newcastle 34.11.17 60080 Dn Queen of Scots from Leeds - Glasgow 34.11.24 60083 Dn Queen of Scots from Leeds - Glasgow 34.11.24 60086 Up Queen of Scots Glasgow - Leeds/19.10 Leeds - Newcastle 34.12.01 60075 Up Queen of Scots Glasgow - Leeds/19.10 Leeds - Newcastle 34.12.01 60080 Dn Queen of Scots from Leeds - Glasgow 34.12.08 60082 Dn Queen of Scots from Leeds - Glasgow 34.12.08 60086 Up Queen of Scots Glasgow - Leeds/19.10 Leeds - Newcastle 34.12.15 60077 Up Queen of Scots Glasgow - Leeds/19.10 Leeds - Newcastle 34.12.15 60082 Dn Queen of Scots from Leeds - Glasgow 34.12.22 60080 Dn Queen of Scots from Leeds - Glasgow 34.12.22 60088 Up Queen of Scots Glasgow - Leeds/19.10 Leeds - Newcastle 34.12.29 60036 Up Queen of Scots Glasgow - Leeds/19.10 Leeds - Newcastle 34.12.29 60081 Dn Queen of Scots from Leeds - Glasgow
November / December 1954 (60 years ago).
54.11.02 60130 131 Up Queen of Scots from Leeds - Kings Cross 54.11.06 60081 131 Up Queen of Scots from Newcastle - Leeds 54.11.06 60161 131 Up Queen of Scots into Newcastle 54.11.13 60086 142 Dn North Briton into Newcastle / 131 Up Queen of Scots from Newcastle 54.11.13 60529 131 Up Queen of Scots into Newcastle 54.11.16 60134 58 Dn Queen of Scots from Kings Cross 54.11.20 60160 131 Up Queen of Scots into Newcastle Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 8 of 67
Date: L/No: Identified Working:
54.12.02 60131 131 Up Queen of Scots from Leeds 54.12.02 60503 131 Up Queen of Scots from Newcastle 54.12.03 60131 131 Up Queen of Scots from Leeds - Kings Cross 54.12.04 60081 131 Up Queen of Scots from Newcastle 54.12.06 60084 131 Up Queen of Scots from Newcastle 54.12.11 60152 131 Up Queen of Scots into Newcastle 54.12.14 60131 58 Dn Queen of Scots from Kings Cross 54.12.15 60133 131 Up Queen of Scots from Leeds 54.12.17 60133 131 Up Queen of Scots from Leeds 54.12.18 60026 131 Up Queen of Scots from Leeds 54.12.20 60120 58 Dn Queen of Scots 54.12.20 60134 131 Up Queen of Scots from Leeds 54.12.21 60122 131 Up Queen of Scots from Leeds 54.12.21 60134 58 Dn Queen of Scots 54.12.22 60122 131 Up Queen of Scots 54.12.22 60134 58 Dn Queen of Scots 54.12.23 60133 131 Up Queen of Scots from Leeds 54.12.23 60134 58 Dn Queen of Scots 54.12.28 60131 131 Up Queen of Scots from Leeds 54.12.28 60133 58 Dn Queen of Scots 54.12.28 60137 131 Up Queen of Scots into Newcastle 54.12.29 60159 131 Up Queen of Scots from Edinburgh - Newcastle
Tees Tyne Pullman.
November / December 1954.
Date: L/No: Identified Working:
54.11.02 60026 145 Up Tees Tyne Pullman 54.11.08 60026 145 Up Tees Tyne Pullman 54.11.16 60033 145 Up Tees Tyne Pullman 54.11.25 60029 145 Up Tees Tyne Pullman 54.11.26 60029 82 Dn Tees Tyne Pullman 54.11.30 60028 145 Up Tees Tyne Pullman failed at Retford with fallen brick arch - loco kept on to Kings Cross 54.12.06 60003 145 Up Tees Tyne Pullman 54.12.08 60028 145 Up Tees Tyne Pullman 54.12.13 60003 82 Dn Tees Tyne Pullman 54.12.13 60034 145 Up Tees Tyne Pullman / 108 Dn from Kings Cross 54.12.14 60003 145 Up Tees Tyne Pullman failed en route - 60521 on 54.12.14 60025 82 Dn Tees Tyne Pullman 54.12.14 60521 145 Up Tees Tyne Pullman 54.12.15 60025 145 Up Tees Tyne Pullman 54.12.15 60129 82 Dn Tees Tyne Pullman 54.12.16 60003 145 Up Tees Tyne Pullman 54.12.16 60025 99 Up into Kings Cross / 82 Dn Tees Tyne Pullman 54.12.17 60003 82 Dn Tees Tyne Pullman
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 9 of 67
Date: L/No: Identified Working:
54.12.17 60025 145 Up Tees Tyne Pullman 54.12.20 60008 145 Up Tees Tyne Pullman 54.12.20 60022 82 Dn Tees Tyne Pullman 54.12.21 60030 777 Nottingham - Kings Cross / 82 Dn Tees Tyne Pullman 54.12.22 60030 145 Up Tees Tyne Pullman 54.12.23 60003 82 Dn Tees tyne Pullman 54.12.23 60853 145 Up Tees Tyne Pullman / 18.17 Dn from Kings Cross 54.12.24 60003 145 Up Tees Tyne Pullman 54.12.24 60022 82 Dn Tees Tyne Pullman 54.12.31 60022 145 Up Tees Tyne Pullman
Yorkshire Pullman.
November / December 1954.
Date: L/No: Identified Working:
54.11.10 60067 84 Dn Yorkshire Pullman 54.11.17 60133 19 Up Yorkshire Pullman 54.12.08 60141 19 Up Yorkshire Pullman 54.12.09 60010 84 Dn Yorkshire Pullman 54.12.13 60029 84 Dn Yorkshire Pullman 54.12.14 60034 84 Dn Yorkshire Pullman 54.12.15 60029 84 Dn Yorkshire Pullman 54.12.18 60006 84 Dn Yorkshire Pullman 54.12.20 60062 777 Nottingham - Kings Cross / 84 Dn Yorkshire Pullman 54.12.20 60141 19 Up Yorkshire Pullman 54.12.21 60029 84 Dn Yorkshire Pullman 54.12.22 60058 19 Up Yorkshire Pullman 54.12.23 60029 773 07.25 Grantham - Kings Cross / 84 Dn Yorkshire Pullman 54.12.23 60120 19 Up Yorkshire Pullman / 968 15.18 Kings Cross - Leeds 54.12.28 60119 19 Up Yorkshire Pullman 54.12.30 60034 84 Dn Yorkshire Pullman
Harrogate Sunday Pullman.
November / December 1954.
Date: L/No: Identified Working:
54.12.19 60007 84 Dn Harrogate Sunday Pullman
Can you help Tommy.
Tommy is updating the database on a daily basis and would be most grateful if any newsletter reader who undertook train spotting in steam days could look through their notebooks and if they find any information to contact him. Tommy is also happy to answer any reasonable enquiries if he can.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 10 of 67
My email address is [email protected]. STATESMAN RAIL - ‘WEST HIGHLAND & JACOBITE STATESMAN’ RAIL TOUR - Dave Richards.
Having experience Statesman Rail’s Settle/Carlisle steam-hauled return trip with their Premier silver service Dining experience (and excellent it was too), my wife and I decided to book on their ‘West Highland and Jacobite Statesman’ tour, where Pullman Class Dining was offered. The trip encompassing three days travel and two night’s accommodation was not a cheap offering but promised a great deal and the prospect of being Pullman ‘spoiled’ for best part of two days was a mouth- watering prospect and we were not to be disappointed. Our journey commenced at Peterborough station at the very early hour of 6.20am, by which time the train having started from Oxford earlier that morning, had been in transit for an hour already.
©D.Richards. 1966 Mk2 Pullman Open First car No.548 allocated the name ‘GRASMERE’ at Carlisle.
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The Statesman Rail formation for the tour consisted as follows: - Hauled by a class 47/7 diesel No.47760 (formerly carrying the name ‘RESTLESS’), formerly 47562 ‘Sir William Burrell’, formerly 47036 and originally D1617 and built by BR at Crewe works in 1964.
An impressive rake of ten coaches of both Mk1 & Mk2 design.
Car A - CAR No.5912 - No.5912 - Open Standard - Mk2F - Lot No.30846 Derby 1973.
Car B - CRUMMOCK WATER - No.553 - Pullman Open First - Mk2 - Lot No.30754 Derby 1966.
Car C - GRASMERE - No.553 - Pullman Open First - Mk2 - Lot No.30754 Derby 1966.
Car D - BASSENTHWAITE - No.549 - Pullman Open First - Mk2 - Lot No.30754 Derby 1966.
Car E - BEN LOMOND - No.3438 - Open First - Mk2F - Lot No.30873 Derby 1974/5.
Car F - HELVELLYN - No.3312 - Open First - Mk2F - Lot No.30845 Derby 1973.
Kitchen Car - No.1659 - Kitchen Buffet Unclassified - Mk1 - Lot No.30628 Pressed Steel 1960/1.
Car G - CADAIR IDRIS - No.3818 - Open First - Mk2D - Lot No.30821 Derby 1971/2.
Car H - BEN CRUACHAN - No.3231 - Open First - Mk2E - Lot No.30843 Derby 1972/3.
Car I - CAR No.17080 - No.17080 - Corridor Brake First - Mk2A - Lot No.30786 Derby 1968.
At Glasgow a locomotive was attached to the rear of the train Class 57/3 diesel No.57314 formerly 47372 & D1891. Built by Brush at Loughborough in 1965).
The formation offers a variety of accommodation to suit all budgets, whilst externally they were all ‘Pullmans’, internally they varied from standard carriages with tables for those wishing to adopt self-catering, through to sumptuous and elegantly fitted-out dining cars, which we were fortunate to be able to enjoy. Whilst not fitted out to the standards of Belmond (and Statesman Rail make no pretence to achieve those dizzy standards, accepting that they do not have the funding or the heritage to achieve this and their prices reflect it), they were exceptionally comfortable with tables of four and two on either side of the carriage, with usual Pullman ‘trimmings’ i.e. starched white table cloths, silver service, heavy curtains and brass table lamps.
Our particular car was ‘CADAIR IDRIS’ which was modified to Pullman Standard for the ‘Northern Belle’ and very grand she was too, with all cars on the train named after British mountain ranges or internal waters. We were immediately provide with a full English Breakfast served by staff provided by ‘Gravy Train’ an external catering company used by Statesman Rail and thoroughly professional and engaging they were too.
With our outward and return journey’s taking around 16 hours to complete we got to know them very well and an exceptional job they did. All of the train’s catering was remarkably conducted and created by just two chefs within the train’s single kitchen car and what an absolutely fabulous job they do too, with wonderful tasty food created and then served in a manner befitting of all the expected Pullman hallmarks.
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©D.Richards. Mk2D No.3818 ‘CADAIR IDRIS’ at CARLISLE.
Our route took us up the east coast main line from Peterborough to then across the country to Carlisle where we stopped for a couple of hours for a leg-stretch and a wander around the town. On our return to the train we headed North and enjoyed a fabulous lunch, washed down with a few drinks from a well-stocked bar, including a good wine menu too. The weather to this point was sadly dire i.e. dull, wet and cloudy as was the entire UK, with the exception of the North West of Scotland, fortunately our destination! Further North, as we left gloomy Glasgow and journeyed another 20-25 miles northwards (and just at the point where the scenery really was truly spectacular) the clouds rolled-back, the sun bore down and we enjoyed crystal clear blue skies and sunshine, until we hit Newcastle upon Tyne on the return journey - how lucky we were!
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©D.Richards. The saloon interior of Mk2D No.3818 ‘CADAIR IDRIS’.
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From this point, this was always going to be a journey to be savoured and we just couldn’t believe our luck to be blessed with such beautiful weather, approaching such a scenic and stunning part of the country. The train manager (always available and thoroughly charming) commented that in the four years they had been making the trip, they had never experienced such glorious weather and it was to make a special trip, a trip of a lifetime. The journey took us along the banks of The Clyde, where we joined the West Highland Railway line, passing Loch Long and Loch Lomond and then climbing through Glen Falloch. En route to Fort William, we enjoyed a fabulous dinner and as dusk fell we journeyed across Rannock Moor where wild deer roamed in an eerie light creating a spectacularly atmospheric ambiance. We arrived in darkness at a our destination station of Fort William where we were picked-up by coaches and transported to our hotel, the Ballaculish Hotel situated in a fabulous setting on the banks of Loch Leven and at the foot of the dramatic Glencoe mountain range.
©D.Richards. 5MT 4-6-0 No.44871 awaits departure for Mallaig.
Following a hearty Scottish breakfast the following morning, our coaches collected us for the short drive to Fort William, where 5MT 4-6-0 No.44871 with the maroon rake of Mk 1 coaches forming ‘The Jacobite’ were waiting under a thin layer of frost, as the clear blue sky remained form the previous day. No Pullman luxuries for now but all eyes were set through the window for the journey to Mallaig which had to live up to a much vaunted statement as being the ‘Best Railway Journey in the World’ from Wanderlust Magazine. No words could describe the journey but if there is a better short-haul rail journey in the UK or indeed on this wonderful planet of ours, I’ve yet to encounter it. Our journey took as alongside lochs (Eil, Lochy, Shiel, Ailort, Nan Uamh and Morar), through Highland passes, hills and mountains and straddled some spectacular bridges, including the fabulous Glenfinnan viaduct which was used as a worthy back-drop for some of the railway scenes within the Harry Potter films.
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©D.Richards. Crossing Glenfinnan Viaduct and the steep climb up to Glenfinnan Station.
The journey ended at Mallaig having travelled along the north-west Scottish coast for the last 15 minutes of the journey, with views across to Eigg, Rum and the Isle of Skye. The beaches looked spectacular with crystal clear blue waters and golden sands passing us by but any resemblance to tropical beaches were visual only, as I suspect dipping a toe in these waters would result in the loss of blood circulation! We were able to spend a good few hours in Mallaig allowing time for exploring and lunch (their local fish and chips are to die for!) and enjoy a drink in the local pub. So exceptionally picturesque is the journey to Mallaig, that a good number of the crew from Statesman Rail joined the journey on their part day off, including our steward John. It afforded us the opportunity to buy him a drink and talk about his Statesman Rail experiences and what high words of praise he had indeed for his employers, which was refreshing to hear. John was due back at Fort William later that afternoon, where he and other crew members would lay-up and prepare our Pullman car for the journey heading south the following day. The return journey to Fort William was equally spectacular with a different vista from the opposite side of the train; with the train being regularly ‘buzzed’ by an inquisitive helicopter pilot and how spectacular the train and the scenery must have looked from that vantage point. On arrival back at the hotel, we received an unexpected invite to a Burns Night Supper. An evening meal was always on the itinerary but the addition of a piper who led-in the Haggis procession before addressing the dish in a most humorous and traditional fashion before an exceptional dinner again exceeded our expectations. Post our dinner we were further serenaded by our piper before a group of young local dancers entertained us late into the night. As with so many things associated with Statesman Rail, it was the additional ‘extras’ but non-advertised touches, that added to the occasion and the trip overall.
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The following morning, there followed another hearty breakfast before the coach journey back to Fort William, where we rejoined our train and settled down to the comforts that ‘CADAIR IDRIS’ and our attendant stewards would provide. One of the joys of using a company like Statesman Rail is that they are not entirely timetable bound. Yes, they have to fall-in with other traffic on the network (but the West Highland Railway is hardly a demanding network to manage) and they use their ability to get ‘ahead of schedule’ and stop at points on the return journey, before they hit busier networks, to allow their customers to enjoy their experiences and spectacular views. There are also ‘alerts’ provided from the locomotive back to the stewards to make their customers aware of any impending visual treats before they arrive and pass you by.
©D.Richards. Class 47 No.47760 at Rannoch Moor Station.
Getting ahead of their schedule also allowed for a 10 minute stop whilst the train sat across the entire length of one of the viaducts that makes up the impressive ‘Horseshoe Curve’ between Upper Tyndrum and Bridge of Orchy. This allowed for some spectacular opportunities for photographic shots and how great must the resplendent train have looked from the ground whilst straddled across the length of such a magnificent piece of engineering. We also stopped (again by getting ahead of schedule) at Rannock Moor station where all passengers were invited to leave the train and roam at leisure around that tranquil station, allowing for more unusual photographic opportunities.
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It was at this point where I bumped into Statesman’s Rail’s Operations Director and told him what a fabulous time my wife and I had enjoyed. He was clearly delighted and I mentioned the surprise ‘add ons’ they provided over and above (what was) an already full itinerary. He said they always tried to do ‘over and above’ what the expectation was and liked to keep ‘surprises’ up their sleeve, as this added to the customer experience and it also meant that if for operational reasons they were unable to provide their additional experiences, nobody would be disappointed; an excellent philosophy I think.
©D.Richards.
The Table set.
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©D.Richards. The Luncheon & Dinner Menu.
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©D.Richards. The stop on Horse Shoe Curve with Class 57/3 No.57314 at the rear of the train.
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There followed a light Scottish luncheon, followed by another exceptional dinner as we headed back down south through the North of England, where the dull weather re-appeared for the first time since we ventured north out of Glasgow. The journey back also took us on a different route via Edinburgh and Newcastle, allowing for further and unexpected views over that part of the country. Cake, sandwiches and ‘petit fores’ arrived at tea time around York and to the point where it was ‘please, no more food!’ as we and our fellow passengers could just not manage yet another mouthful. Kitchen staff then came through the train for feed-back and to receive unanimous and justifiable plaudits for their efforts. Quite how two people could prepare the volume and quality of food defied belief; it really was quite an exceptional achievement. As we approached our destination stations, bar ‘tabs’ were presented for payment and just added to the low- key and laid-back approach to the whole journey and very good value for money they were, with no nasty ‘stings in the tail’ for any over-exuberant visitors to the trains wine list, which sadly we were guilty of.
©D.Richards.
We embarked at Peterborough where our steward helped us off the train and we bid him (and the train) a fond farewell, as she disappeared into the darkness and headed-off for home. All-in-all it was an exceptional trip, fabulous value for money but it was made so much better by the extraordinary weather we enjoyed, without which the glorious views and scenery we enjoyed could well have been missed which would have distracted from the trip.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 21 of 67
Although I cannot guarantee the weather, I think I can safely guarantee that a trip on Statesman Rail’s ‘West Highland Jacobite Statesman’ trip would be one enjoyed by anyone that enjoys rail travel in tandem with Pullman car luxury, superb food and attendant service of the highest standard.
For further details on exceptional Tours Telephone 0345 310 2458 0345 310 2489
http://statesmanrail.com/index.html
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 22 of 67
The Pullman Society
The Golden Way
The journal of the Pullman Society is published four times a year.
Posted to your home address on publication.
Each publication details matters relating to both the Pullman Car Company and the Pullman Cars operated, in both text and photographs.
Contents Issue No.102 - 2014/4.
The Standard and the ‘Pullman Limited’.
Pullman Car Marquetry - Part 2.
My Southern Pullman Memories - Part 1.
Modelling Notes.
The Churchill Hearse Van.
Preservation Notes.
Pullman Society Membership details
The Pullman Society is dedicated to the study of all aspects of Pullman operations in the British Isles and Continental Europe - and in the United States, where the first cars were built and services began.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 23 of 67
THE DOUG LINDSAY PULLMAN ARCHIVE.
Some interesting old snippets ... that make 'interesting' reading now!
So, in the Railway Magazine for July 1972 we have three Pullman references....and now 44 years on, they may interest some of our younger readers, if not everyone!!
Under the 'Traffic & Traction' column we have the announcement about the last day of the Brighton Belle being April 30th 1972.
Interestingly in the 'Topics' column at the opening of the Magazine we have the article about the Brighton Belle 'bids', as it says, less than three weeks since withdrawal!
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Finally in the 'Letters' portion there is the letter about 'Belle' trains, which was written by G.T.Moody, the author who published several editions on the history of The Southern Electric system
PCS-A.
At Saltley (North east of Birmingham New Street Station) an ex Midland Railway Pullman car grounded body the cars identity and eventual disposal is currently unknown. Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 25 of 67
West Coast Railways - The Spirit of the Lakes’ - Alan Cheetham.
West Coast Railways have recently launched a luxury day land cruise train 'The Spirit of the Lakes' formed of most of the surviving Mk2 Pullman Cars. I list below dates of operation for 2014/2015. Note that an alternative set of high quality refurbished coaches will be used when steam locomotive haulage is featured.
West Coast Railways ‘SPIRIT of THE LAKES’ Pullman Service – 2014/2015 Day Tour Programme.
Non Steam Day Tours will feature the refurbished Pullman Land Cruise Train. Premier Steam Excursions will feature refurbished Premier Class vehicles appointed to a high level of comfort. Catering providers: The Gravy Train Catering Company
Fares for 2014 dates:
Pullman Dining £164 / Premier First £84 / Standard Class £64 & Table for 2 supplement in Dining or First Class £9 per person.
Saturday December 6th 2014 - ‘Canterbury Christmas Special’. Doncaster, Retford, Newark NG, Grantham, Peterborough, Huntingdon & St Neots to Canterbury.
Saturday December 13th 2014 - ‘Christmas Special’ - City of Bath. Skegness, Wainfleet, Boston, Heckington & Sleaford to Bath Spa.
Fares for 2015 dates:
Pullman Dining £195 / Premier First £115 / Standard Class £69 & Table for 2 supplement in Dining or First Class £10 per person.
Saturday February 15th 2015 - ‘Snow on the Settle Carlisle?’. Skegness, Wainfleet, Boston, Heckington, Sleaford, Lincoln, Gainsborough & Doncaster to Carlisle via Settle.
Saturday February 21st 2015 - ‘Portsmouth’s Historic Dockyard’. Doncaster, Retford, Newark NG, Grantham, Peterborough, Huntingdon & St Neots to Portsmouth & Southsea and Portsmouth Harbour.
Easter Saturday April 4th 2015 - ‘Chester or Llandudno’. Cleethorpes, Grimsby, Habrough, Barnetby, Scunthorpe & Thorne to Chester and Llandudno.
Saturday April 11th 2015 - ‘Steam Along the Cumbrian Coast’ - (Premier Steam Excursion).
Bridlington, Driffield, Beverley, Cottingham, Brough & Selby to Carlisle via Settle, return via Grange-over-Sands (steam Carlisle to Carnforth).
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Saturday May 9th 2015 - ‘Stratford Upon Avon’ - (Premier Steam Excursion). Skegness, Wainfleet, Boston, Heckington & Sleaford to Stratford Upon Avon (steam outward to Stratford upon Avon).
Saturday May 30th 2015 - ‘Edinburgh – The Settle Carlisle’. St Neots, Huntingdon, Peterborough, Grantham, Newark NG, Retford & Doncaster to Edinburgh via Settle & Carlisle, & Beattock, return via Berwick, Newcastle & York.
Saturday September 12th 2015 ‘The Highlander’. Preston, Lancaster, Oxenholme, Penrith & Carlisle to Pitlochry or Inverness.
www.westcoastrailways.co.uk
Email [email protected]
Telephone 01524 732100.
PCS-A.
On June 23rd 1979 Class 55 No.55012 CREPELLO hauling the 05.50 London Kings Cross to Edinburgh with Mk1 Pullman Kitchen First E312 ex FALCON (II). At Doncaster Deltic No.55006 THE FIFE & FORFAR YEOMANRY is ex- works and added to the front of the train as the Doncaster train was not available. 55006 was taken off the train at Darlington. The question about this working being why was E312 in the train formation.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 27 of 67
Glen Woods has published his first book covering the output from Lancing Carriage and Wagon Works for the period 28th November 1955 to 31st December 1956. The output consisted of Loco-Hauled and EMU vehicle overhauls along with New Wagon builds, conversions and modifications. The basic information is in chronological order but to simplify locating specific details the entries are also presented in the following orders:- By Vehicle Number (All vehicles). By Set Order (for vehicles in Loco-Hauled Sets). By Vehicle Number (Loose Loco-hauled vehicles). Pullman Cars (Name & Number order). Electric Multiple Units (Unit No. order). In addition vehicles attended to on Head Office Order (HOO) Numbers (such as refurbished Nol underframes for EPBs) are given at the beginning.
Pullman related information in the Lancing 1956 Book. Of the overall 3068 lines of entry only 102 relate to Pullman Cars. These are composed of:- F Exams 83. Paint 3. HO4300 1. S Exams 12. No repair 2. Stabling 1. F Exam was a lift and Bogie Repair (which Preston Park could not undertake. S Exam was basic “fit to run” exam carried out on vehicles which arrived at Lancing when no work was required (mostly when attached to vehicles where work was required). HO4300 was a modification to electrical circuits. There are no photographs in the book because it is basically a reference All the information has been compiled from the Lancing Out register, owned by the Bluebell Railway Museum Archive, and any proceeds creditable to myself from the sale of this book will be donated directly to the Bluebell Railway Museum Research & Records Centre.
The book is soft cover, A4 Landscape format and has 193 pages. ISBN 978-0-956 7655-2-9 It's available via Amazon (enter Lancing 1956 into your search engine) or direct from the publishers at: St Petroc InfoPublishing, PO Box 59, Wadebridge, Cornwall. PL27 9BP. Cheque for £19.99 + £3.20 p&p = total £23.19
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Progress with the Brighton Belle Project - Neil Marshall - 5BEL Trust.
While the engineering team continues to make good progress with their challenging work - largely hitting time, if not budgetary, targets - there are clear signs that the return of the Belle to the mainline draws ever nearer.
The Pullman clocks that will sit either side of the central divider in each car are being lovingly re-created by Smiths of Derby, the original manufacturer. When the train entered service in 1933, there were also clocks positioned at each bulkhead end as well, but the logistical challenge of keeping three clocks per car (the central divider clock had two faces, one for each side) in precise time, as well as wound, proved to be formidable. Gradually, the bulkhead items were simply replaced by a Pullman shield.
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Locating and then acquiring the original clocks was not judged to be a realistic outcome. Here we see part of the design brief for Smiths, created by Gordon Rushton and based on the original centre clock from ‘Doris’.
Although many people will remember the ambience of Belle cars with ornate polished brass hat racks, lamps, handles and other metalwork, this effect was not as intended by the famous interior designers. The metal finish for the Art Deco period was anodised silver, but the years of Stewards ‘buffing up’ these items gradually revealed the base metal. With the attention to detail that is a byword for the project, the large number of metal fittings in each car is now being processed for a chemical strip and plating to return each item to their 1932 state.
The first items to be ‘lost’ from the Belle cars from 1972 onwards were the highly desirable and collectable original Pullman table lamps. Perhaps unsurprisingly, the 5BEL Trust currently holds original items for Car 87 only, leading to a decision to commission a complete set of replica shades and lamps from Northern Lights and Dominic Cadbury.
The shades were an interesting challenge, as they not only fully meet today’s fire and safety regulations, but also very closely match the weight and look of the original opaque items.
The cost of this one element alone of the restoration is well in excess of £30,000. If, and when, original first class lamps are offered to the Trust, or are acquired at affordable prices, they will be placed first in the charming coupes of ‘Hazel’ and ‘Doris’.
The construction of the kitchen in Car 85 is shown below – as ever, squeezing a quart into a pint pot. The corridor will be a hive of activity, with eleven stewards jostling for position. The ovens, warming cupboard, salamander grille and other equipment fit are scheduled to be installed shortly.
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Finally, a plea - is anyone sitting on original Brighton Belle moquette - no pun intended….
Neil Marshall, 5BEL Trust 26 October 2014
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September 7th 2014 - Roy Hennefer.
The Illinois Railway Museum, is the result of decades of effort by a dynamic group of dedicated volunteers. All of the buildings, track, locomotives and cars were assembled at Union on what was once farmland. The main line trackage was laid on the vacant right-of-way of the Elgin & Belvidere Electric railway.
©Roy Hennefer.
Norfolk & Western Pullman No.1459 - Baggage/Storage Car - Built by Pullman/Pullman Standard in 1910.
Address: P.O. Box 427, Union, ILLINOIS, 60180 USA. Tel.: 815-923-4000 Toll Free: 800-244-7245. http://www.irm.org/
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 32 of 67
©Roy Hennefer.
Atlantic Coast Line Pullman ‘BIRMINGHAM’ Light Weight Diner - 36 Seats. Built by Pullman/Pullman Standard in 1950.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 33 of 67
©Roy Hennefer.
Chicago North Shore & Milwaukee No.749 & 714. Nearest car - No.749 - 52 Seats - Built by Pullman/Pullman Standard in 1928. Rear car - No.714 - 56 Seats - Built by Cincinnati Car Company in 1926.
©Roy Hennefer.
Chicago Surface Lines No.460 - 44 Seats - Built by Pullman/Pullman Standard in 1908.
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Armstrong Railway Photograph Trust Collections - R.Barber.
©Malcolm Dunnett.
On an unknown date D50xx with the Bradford portion of the Yorkshire Pullman at St Dunstans, Bradford. You will note the Pullman cars in the train formation in BR Grey/Blue livery and in the foreground a further Mk1 Pullman kitchen car in Pullman umber & cream livery.
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©J.Archer.
On an unknown date D205 with the Tees Tyne Pullman.
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Pullman Preservation & Restoration Update
CASH FOR COVER APPEAL.
The Bluebell Railway has a superb collection of vintage railway coaches awaiting their turn to be restored and are currently under canvas sheeting outside Horsted Keynes station.
Here's a chance to help to see them protected from the weather. The Cash For Cover Appeal is raising money to construct the first part of a building known as Operation Undercover 4.
The aim is to raise supports and a roof over four proposed roads and the current maintenance road.
Above is Mathew Cousins' artist's impression of how the building will look. The estimated cost to cover four roads and up to 20 carriages is £350,000 (£250,000 of this figure will pay for all supports and roof for 10 carriages). The first 10 carriages with priority to be moved out of the elements will come from across the spectrum of the collection.
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No. 157 (Pullman Brake/Third, "CAR No.54") this being a key car to the future of the Pullman train.
No. 6575 (Maunsell brake/composite) and No. 5644 (Maunsell composite), both to be part of a Maunsell train, currently suffering damage from open storage.
No. 1481 (Bulleid open third) and No. 4279 (Bulleid brake/third), both with commercially valuable carrying capacity.
No. 1050 (SECR/SR non-corridor composite), which has not run in service since the early 1970s and which suffered damage when it lost its tarpaulin in a storm (although a new tarp is now in place). Of the non-corridor bogie vehicles waiting to be overhauled, this one is in the best condition, so it will be the next of that type to be overhauled, following No. 971.
No. 1061 (SECR short Birdcage brake/third) and No. 1170 (SECR long Birdcage brake/third), both will form part of a Birdcage Set.
No. 60 (LBSCR Directors' Saloon), the "Brighton Saloon," which was operated during the Railway's early days, was dear to the heart of late President Bernard Holden.
Generous benefactors have promised matching funding for the first £125,000 donated to this project, but only if the donations are made by mid-November -- so Double Donations Dash 125 (DDD125) will run until this date. Remember, this means donations of £10 -- eligible for Gift Aid - will be worth £22.50 to the project.
If £125,000 in donations is achieved by November 15th 2014, matching funding will enable us to cover 10 carriages and to commence work in 2015. If, by the time the work starts, an additional £100,000 has been raised, full cover for up to 20 carriages can be realised.
Eighteen square metres of concrete were poured recently, so foundations are in place to secure planning consent. This work was paid for by generous donations from an earlier fundraising effort by C&W volunteers.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 38 of 67
©D.Jones
Mid October 2014 and a rather unusual motive power for the Bluebell’s ‘Golden Arrow’ in the form of two ‘P’ Class locomotives. These locomotives are being used in the week for the popular Autumn Tints trains so are available at the weekend for other duties, and are therefore utilised.
http://www.bluebell-railway.com/
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 39 of 67
Ex-Devon Belle Observation Car No.14 - S.Doughty & D.Lindsay.
During the summer of 2014 work was undertaken on CAR No.14. The work included the roof being recovered with the same material that had been successfully used on the latest Bulleid coach restoration (No.5761). In addition bodywork repairs and a repaint. The car, along with the two Bulleid coaches are a priority for covered accommodation if they are to be assured of a long term future. The car is reported as re-entering traffic on September 5th.
©S.Doughty.
CAR No.14 - Wednesday October 1st at Swanage Station.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 40 of 67
©S.Doughty.
CAR No.14 - On arrival at the current northern terminus of Norden.
©D.Lindsay.
CAR No.14 passes Corfe Castle on Saturday October 11th 2014.
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Wealden Pullman - André Freeman Catering Manager Kent & East Sussex Railway Co. Ltd.
©D.Jones.
The K&ESR Tenterden Station on October 11th, the annual Classic car meet where a Rover and Triumph were posed in front of Pullman Car BARBARA.
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PEGASUS/TRIANON BAR.
The Pullman Society report that PEGASUS/TRIANON BAR has been acquired J.Hoskins.
©T.Bye/PCS-A.
PEGASUS/TRIANON BAR on exhibition at the NRM Railfest on June 2nd 2004.
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Update on the
Restoration of FORMOSA
Pat O’Connor
FORMOSA as MAID OF KENT (II)
Over the past few months, the brass sliding lights have been professionally re-polished and now installed in FORMOSA. The brass framed oval lights have also been re-furbished but fitting has been a lengthy process. To make life difficult, on these older cars, Pullman made the oval lights smaller than the the aluminium shroud in which they are fitted to the vehicle. This requires an intermediary wooden shroud to link the brass and aluminium ovals which has proved difficult and expensive to manufacture as no drawings were available. In service, this complicated brass/glass/wood/aluminium assembly must always have been a weak link in terms of keeping the vehicle weatherproof. The gangway at the kitchen end of FORMOSA has been adapted to take a Pullman door to seal the entrance.
©P.O’Connor.
October 2014 - External View of the restoration of FORMOSA.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 44 of 67
©P.O’Connor.
October 2014 - External View of the restoration of FORMOSA.
©P.O’Connor.
October 2014 - Internal View of the restoration of FORMOSA.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 45 of 67
©P.O’Connor.
Air vents and cowls have been added to the roof but air vents, of course, only work with a train in motion and despite the design they can admit water to the interior. Therefore, to preserve the watertight integrity of the roof, I decided to blank off the openings with acrylic discs with the vents mounted on top. The roof over the kitchen area had been weakened with numerous openings for vents and cowls. So these have been simplified slightly with new wood laid to strengthen the roof. The blank discs at either end of the roof are where the water tank inlets were situated for the lavatory and kitchen. As with all the original roof fittings, the inlet fittings are long since lost.
The car has now been prepared for the winter by a cover being placed over the car.
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MODEL RAILWAY NEWS
Golden Age Model of SC280M ex-Devon Belle Observation Car No 13 - John McFarlane.
As a young boy with a budding interest in railways, I was brought up in the remote Strath Conon in the North of Scotland and as such this was not a good start for me. Contact with our local railway line from Dingwall to Kyle of Lochalsh was made, however, each summer a family from England would come up to stay with us and one of the highlights of their holiday would be a day family trip on the line. We would join the train at Garve in the morning, travel to Kyle, and then return in the evening on seats booked in the observation car.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 47 of 67
A glorious experience for a 9 year old boy leading to me getting hooked on the idea of the observation car. When my father asked me what I would like for my 10th birthday present, bearing in mind my growing collection of Hornby models, I said I would like the observation car. "I don't think Hornby do that", he remarked, as the all-knowing one, of course he was so correct, until some 40 years later Hornby produced a model, although never in the livery that I remember so well. Since then, I have been able to fulfil my childhood hopes to a 'T' when Golden Age Models produced a ‘0’ gauge scale model of Car No.13 as SC280M in maroon livery with Pullman style lining. The model being made in brass thus making a superb model and as such has transported me back to my boyhood.
The above photograph shows the model with the body removed and the interior awaiting my detailing. The first thing I did was to paint the seats as they were blue. The rear of the saloon, at the bar end, is inaccurate and I have rectified this by creating the curved wall behind the curved bench seat, I intend to mount a replica of the original "Route of the Devon Belle" map on this. I have further detailing in my mind, but they will have to wait.
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The photograph above is a close up of the vestibule door and rear bogie areas which clearly show good detailing on the bogies, the builder's plate (an accurate facsimile of the original), matchboard/plated sides, crisp numbering and livery with a splendid British Railways roundel.
I am one very happy customer of Mr Quentin Poore.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 49 of 67
The British Pullman Train Working New Year’s Eve 2003 - B.Reddy.
Below is the guard’s journal for the trip undertaken on New Year’s Eve 2003, from London Victoria to Eastleigh and return, the motive power for the working was ex LNER Pacific No.4472 ‘Flying Scotsman’.
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CHURCHILL’S FINAL JOURNEY.
To mark 50 years since Sir Winston Churchill's state funeral (January 30th 1965) the NRM will create a commemorative display. Battle of Britain Class Locomotive No.34057 ‘Winston Churchill’ and S2464S the baggage van, which contained his coffin will be showcased in our Great Hall..
Date: January 30th 2015 to May 3rd 2015. Early opening: 9.30am - 6pm.
The NRM will be commemorating 50 years since Winston Churchill's state funeral at St Paul's Cathedral in 1965 with a January 30th to May 3rd recreation of the funeral train which carried the illustrious former Prime Minister from London, to his final resting place in Oxfordshire.
The 'Churchill's Final Journey' display will showcase the newly cosmetically restored locomotive Battle of Britain Class Locomotive No.34057 ‘Winston Churchill’and S2464S the baggage van. The locomotive was chosen to haul the former Prime Minister's funeral train from London Waterloo Station to Long Hanborough on January 30th 1965 and was seen on Television by millions worldwide.
34057 ‘Winston Churchill’ was one of 44 members of the class produced by the Southern Railway between 1945 and 1950. They were all named after the people, aircraft, fighter squadrons and airfields involved in the battle. Designed by the Southern Railway's Chief Mechanical Engineer Oliver Bulleid, their unique shape and innovative technology set them apart from other British steam locomotives.
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ORION - Richard Barber.
©R.Barber.
Richard visited Pecorama at Beer, Devon on August 20th 2014.
©R.Barber.
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©R.Barber.
ORION Saloon interior.
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La Compagnie Internationale des Wagons-Lits et des Grand Express Européens.
THE BLUE TRAINS - THE INTERNATIONAL SLEEPING CAR COMPANY IN DENMARK & THE DSBs NIGHT TRAINS.
The book is in Danish, but an English summary is supplied. By John Poulsen, with the assistance of Paul Thestrup and Steffen Dresler. 240 pages (A4 landscape), approx. 500 ill., many 1:87 drawings. Publisher bane bøger, ISBN 978-87-91434-41-9 In Denmark the book can be purchased via a normal book/railway club store. Outside Denmark purchase can be made via either www.bahnbuch.de or www.stenwalls.com
Night trains with sleeping cars to and from southern Europe had been running in Denmark for 110 years - albeit interrupted during the two world wars - before the last night train departed by the end of October 2014. Heyday in terms of comfort was in 1930, while the number of passengers increased significantly after the 2nd World War and peaked for sleeping car journeys around 1960. At first the sleeping car services - as in most other European countries - were run by the international sleeping car company, Wagon-Lits. Until the 1970s the company’s dark blue sleeping and dining cars were the symbol of the comfortable train journey. From 1971 the western European railways established the TEN-pool for sleeping car operations. But the decline had started, at first business travelers changed to the airlines, then the holidaymakers; and then came the internal competition from an increasing number of high speed trains to make it even worse.
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In Danish domestic traffic we had sleeping cars for more than 80 years, also interrupted during the world wars and a few years in the 1970s. The Wagon-Lits were in charge of the services that ended in 1971. For some years there were only DSB couchettes, but in 1981 a sleeping car service between Copenhagen and Frederikshavn was reestablished. Domestic night traffic ended in style: From 1987 DSB night trains with dark blue sleeping- and couchette cars decorated with yellow moon and stars was a great success. They connected Copenhagen with several different cities in Jutland, until the Great Belt Link in 1997 made the country smaller. The large, fully illustrated book explains thoroughly the whole story of the international as well as the domestic sleeping and dining car traffic in Denmark, with an emphasis on the Wagon-Lits company and DSB’s own night trains. A large chapter describes all the Wagon-Lits and DSB vehicle types that have been used in night trains, as well as the dining cars that Wagon-Lits operated in Denmark. Especially railway modelers will appreciate the many fine drawings of the cars in HO scale (1:87) and the voluminous lists of vehicles.
A summary.
Introduction.
Denmark had night trains with sleeping cars to and from southern Europe through 110 years - albeit interrupted during the two world. Heyday in terms of comfort were the 1930s, although the number of passengers increased significantly after World War II and peaked for sleeping car journeys around 1960. The Compagnie Internationale des Wagon-Lits et des Grands Express Europeens (CIWL) ran the sleeping car services 1903-1914 and 1946-1971 as well as dining car or buffet car services 1924-1973.
In Danish domestic traffic sleeping cars were introduced by Danish State Railways (DSB) in 1904, but operated by the CIWL from 1907 until 1971. The subject of this present study is therefore to a large extent the history of CIWL operations in Denmark. Sleeping cars in domestic service were reintroduced by the DSB 1981-1997. The sleeping car services between Denmark and foreign destinations to the south were taken over by the TEN-pool in 1971, but since 1997 the German railways (DB) were in charge, until the last night train heading south left Copenhagen on the 2nd November 2014. The book is divided into four major parts: 1) The international history of the CIWL, their logo and its use (p. 4- 24), 2) the history of the dining car and the sleeping car services in and to/from Denmark (p. 25-135), 3) staff matters (p. 136-144) and 4) the rolling stock used by CIWL and DSB (p. 145-217). In the following, parts two and four are summarized.
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CIWL comes to Denmark (p. 25-). At the turn of the century travel by railway between the eastern and western parts of the country was characterized by the Belt crossings. Ferry Services operated across both the Great Belt and the Little Belt (between Zealand and Funen and between Funen and Jutland respectively); but the ferries only carried goods wagons. Passengers were obliged to transfer from train to ferry and vice versa and with regard to the train journey itself it did not treat the traveller to great comfort. On the part of the railway system west of the Great Belt a limited number of night trains did run, and they included a few coaches with 1st and 2nd class fitted out with rather primitive bunks without bedding (ref. ill. p. 25).
Apart from a short-lived sleeping car turn Hamburg (Altona)-Randers in 1886-1887 using Prussian stock (ref. ill. p. 27) sleeping cars did not appear in Denmark until 1898, in the form of cars belonging to the Swedish State Railways (SJ) on the Göteborg-Copenhagen service. Immediately following the opening of the ferry service across the Baltic from Gedser to Warnemünde in 1903 a sleeping car service Berlin-Copenhagen was inaugurated at the same time a similar service was begun between Copenhagen and Hamburg, but this was routed via the Belt crossings and through Schleswig. This detour was adopted partly because the Baltic route, which involved another crossing (Masnedsund: between Zealand and Falster) in addition to the main one, did not have the capacity for another sleeping car. The Berlin service was worked by the CIWL and when the company took it over completely in 1904, it bought three sleeping cars from the Mecklenburg State Railways at the same time (ref. p. 29 & 166). On the other hand the service through Jutland to Hamburg was operated by the Prussian State Railways (KPEV) right up to 1914 using quite similar cars.
The introduction of sleeping cars on international services gave extra strength to the wish to have sleeping cars running on domestic Danish routes as well, and in 1904 DSB introduced its own sleeping cars, type AS (ref. p. 30 & 200). They ran between Copenhagen and Aalborg and from Esbjerg to Copenhagen only. In the opposite direction they operated during the daytime and the berths were in daytime position. The reason was that the Esbjerg routes main purpose was to connect with the sailings to Harwich (England). The ships had a late afternoon departure and an early evening arrival. The sleeping cars brought about a greatly improved standard of comfort, and until 1932 they were the only passenger carrying stock which was transferred across the Belts in revenue service.
Negotiations held between DSB and CIWL in 1907, led to the company taking over the domestic Danish sleeping car services and at the same time beginning two, new services to Germany: Frederikshavn-Hamburg, Copenhagen-Hamburg via the Baltic crossing. The introduction of the latter service had been made possible, because the older paddle-driven ferries on the route had been lengthened and equipped with two tracks instead of a single on the deck.
The take-over made the company introduce on the one hand quite new sleeping cars of type R (ref. p. 168) and on the other hand it took over two sleeping cars from Mecklenburg State Railways and two quite similar cars, which had been ordered by the DSB before it had been decided how the services across the Baltic were to be arranged (ref. p. 166).
As a condition for agreeing to the new arrangement DSB had demanded, that CIWL introduced a luxury service on the Copenhagen-Berlin route. This train was called “Denmark-Express”. It was 1st class only and was inaugurated in 1907 as well (ref. ill. p. 34). Patronage was extremely low, despite the frequency of only two departures a week there was on average only 3-4 passengers, and the train was withdrawn in 1909, when CIWL’s obligation to run it expired. The company’s wish to begin dining car services also was not granted by the DSB, who felt that the ferries and the rather lengthy stops at changing points gave sufficient opportunities for eating. The developments in 1907 made CIWL open a travel agency in Copenhagen that year (ref. ill. p. 37).
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During the years 1907-1914 there took place a gradual development of the domestic Danish sleeping car services, resulting in the following pattern at the end of the period: Copenhagen-Aalborg, Copenhagen-Esbjerg (since 1910 sleeping car in both directions), Copenhagen-Randers (introduced 1908). On the services to foreign destinations to the south CIWL sleeping cars continued to run on the Frederikshavn-Hamburg service and on the services to Hamburg and Berlin via the Baltic crossing, while the Copenhagen-Hamburg service via the Belt crossings continued to be operated by the KPEV. At the outbreak of the First World War the services to Germany had to be suspended and from 1916 the shortage of coal and the danger of mines caused widespread reductions to the domestic Danish services.
First World War and what followed (p. 42).
In 1920 the Northern part of Schleswig (Sønderjylland) came back to Denmark and from 1921 this part of the country too got a sleeping car service to the capital. The service to Randers was not re-established until 1924, but on the other hand it now offered sleeping accommodation for 3rd class passengers too. For a time here had been demands that Denmark should follow the lead of it’s to Scandinavian neighbours and introduce this kind of accommodation, but CIWL and to some extent DSB had up to then been unwilling to do so. However the introduction on a trial basis of 3rd class on the Randers service met with success, and demands for similar arrangements elsewhere were soon put forward. Denmark was one of the first countries, where CIWL agreed to introduce 3rd class in sleeping cars, and it was rather unique that the company as early as 1926 introduced all three classes on all services. In 1924 three older sleeping cars had been rebuilt (ref. p. 46) with the result that in four compartments there now was three 3rd class berths. Then in 1928 followed the 8 new sleeping cars of type M3 (ref. p. 47 & 170), which had been designed with the type of service in mind and which were built in Randers.
In another field the twenties also brought new developments, as the CIWL finally was given permission to introduce dining cars, at first on a service from Aalborg to Tinglev, near the border with Germany. This service at first used three and later four older, wooden-bodied dining cars. The routes were changed a number of times in the twenties, but for the time being dining car services were only found in Jutland (ref. p. 44).
The international trains to the South no longer had CIWL sleeping cars, because the company’s new German competitor “Mitropa” in 1922 had taken over the services by agreement with the DSB and from this date sleeping cars belonging to Mitropa ran the services Copenhagen-Berlin and Copenhagen-Hamburg via the Baltic crossing (ref. ill. p. 218). On the Mitropa routes the previously used steel clad cars were superseded from 1925 onwards by all steel cars of the so-called “Schwedenwagen“-type (Swedish Car) (ref. ill. p. 219). Only on the short-lived Hamburg-Frederikshavn route 1930-1933, older cars were used being steel-clad 12- wheeled cars (ref. ill. p. 218).
In 1934 a quite important change happened, as DSB reduced the number of classes on its trains. Henceforth there was only 1st class (pricewise at the level of international 2nd class) and “Faellesklasse“ (common class or standard class), which was equal to 3rd class, but gradually improved in comfort. At the same time the conditions for sleeping car travel was brought into line, this meant that on domestic Danish services a standard class ticket holder could buy a berth in a three-berth compartment as well as a two-berth.
Large bridges and famous trains (p. 52).
The opening of the bridge across the Little Belt, which replaced the time-consuming and overloaded ferry service in 1935, brought changes in the pattern of domestic Danish dining car and sleeping car operations. Because at the same time DSB introduced the fast diesel multiple units (“lyntog”, lightening train) connecting the different parts of the country; they had a small buffet, which was run by the CIWL. At the same time the number of “classic” express trains was reduced and the number of dining car turns was cut back to a single turn Aalborg-Fredericia-Nyborg via the new bridge.
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Over a period of time the number of sleeping car runs was reduced as well, down to two in 1937: Copenhagen- Aalborg and Copenhagen-Esbjerg. The peculiar operation in connection with the sailing to Harwich was also withdrawn, as the service was taken over by a “lyntog”. This spelt the end for the DSB type AS as sleeping cars as well. Following a preliminary appearance in 1932, 1935 also witnessed the resumption of CIWL sleeping cars arriving from the South, because a section of Nord-Express was extended from Hamburg to Copenhagen via Fredericia and Funen. This lone turn, which for the first time brought CIWL’s blue, steel sleeping cars to Denmark, soon became known as the “Blue Coach“. The car ran through Denmark in daytime configuration and incidentally it was possible to reserve seats in it for journeys inside the country on 1st or 2nd class (ref. p. 54).
In 1937, as the next and larger bridge was opened (across Storstrømmen, the channel between Zealand and Falster), a CIWL dining car was introduced in the dayexpress train to Germany between Copenhagen and Gedser (ref. ill. p. 60).
At the outbreak of the Second World War all services to foreign destinations were withdrawn immediately, and from January 1940 also all the domestic dining car and sleeping car services were disrupted. The rolling stock which worked these domestic services stayed in Denmark thanks to a series of complicated arrangements between DSB and CIWL, although they could not escape being used as accommodation coaches by the German occupation forces. Three type Y coaches, which were stranded since the curtailment of the Paris service in September 1939 at first were untouched by the Germans. In 1941 they were marked as DSB coaches (ref. ill. p. 67) and used in a Diplomatic mission, where the staff from the Russian embassy in Copenhagen were transported to the neutral Turkey and the staff from the Danish embassy in Moscow returned by the special train. At the end of 1941 they were transferred to Mitropa.
Reestablishment (p. 68).
The extensive political changes, which were a result of the war in Europe, also meant that the classic connection southwards i.e. the Baltic crossing lost its importance for the time being. When Nord-Express was reinstated in 1946, it had to be routed via Jutland and the Great Belt ferry crossing, and the additional international trains, which appeared in the following years, followed its example. Not until 1954 could most of them be routed via the new, shorter route by a new ferry service across the Baltic from Grossenbrode Kai north of Lübeck in West Germany to Gedser.
After the war CIWL once more managed the sleeping cars services and also until 1954 the rather extensive dining car services between Nyborg (the western terminus of the Great Belt crossing) and Hamburg or German destinations further south. In 1946 the company had also extended its activities northwards with through sleeping cars Paris-Stockholm (later also Rome-Stockholm). 1952 witnessed the first appearance of CIWL sleeping cars in the Norwegian capital, but the domestic Scandinavian services between the capitals of the three countries continued to be in the care of the Swedish State railways. As mentioned previously Denmark had been somewhat of a pioneer in 1924, when the railways introduced 3rd class sleeping accommodation. The introduction of international 3rd class accommodation on services to and from Denmark, which began in 1949-50, likewise came about as a result of pressure being brought to bear upon the CIWL by the DSB. The change was made by introducing the new cars of type YT (ref. p. 179) to these working, later supplemented by older, rebuilt cars of types ST, ZT, YD and U. From 1957 onwards completely new cars of type U-Hansa took over the majority of the sleeping car diagrams to and from Denmark. Apart from the dining car operations there were however not many of these working which were the responsibility of CIWL’s Danish department; from 1954 it only took care of the domestic services and the workings Hamburg-Copenhagen
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Mowing to the Bee-line (p. 100).
The next major reshuffle of the services between Denmark and the destinations to the South and West was brought about by the opening in 1963 of “Fugleflugtslinjen” (the Bee-line) across the Baltic between Rødby Havn and Puttgarden. The shorter voyage resulted in considerably reduced overall travel duration and simultaneously the last of the international trains via Great Belt, the Nord-Express, was transferred to the Baltic crossing, causing the termination of CIWL dining car operation in Denmark.
At the same time an agreement between the Deutsche Schlafwagen Gesellschaft (DSG), the successor to Mitropa in the German Federal Republic and the CIWL took effect and this designated DSG as the operator of services between Denmark and the German Federal Republic. The sleeping car services that transited Germany was to continue in the hands of the CIWL. Two other sleeping car companies also acquired sleeping car services to Denmark: From 1963 the Mitropa of the German Democratic Republic and from 1964 the Soviet State Railways (SZD). This meant the reestablishment of the Berlin service and the inauguration of a service to Moscow.
Gradually the general contraction of sleeping car services influenced Denmark as well, and the very long routes e.g. Stockholm-Rome were shortened or disappeared.
The two domestic sleeping car services to Aalborg and Esbjerg respectively were not reinstated until 1946, due to the general shortage of coal and the poor track condition, while the dining cars were not included in domestic trains until 1949. The dining cars used were of the old wooden-bodied type, which since the end of the war had been used on the routes from Nyborg in the international trains to/from Germany but had been replaced by new steel cars (ref. p. 89).
The patronage on the Danish dining car services was however disappointing and the cars were replaced in 1951 by DSB buffet-carriages of type CAR rebuilt from passenger cars. They were used on the most important express train services between Nyborg and northern Jutland (ref. p. 84).
When DSB in 1963 received new diesel multiple-units, “lyntog”, whose design followed the DB TEE-units, the catering in the restaurant in the unpowered car of type BR was done by the CIWL under contract. When this expired in 1973, the company did not wish to continue catering operations on DSB services owing to bad trading figures and various other problems. On-train catering was taken over by another company, and later DSB operated their own very limited “togservice” in both “lyntog” and inter-city trains, until it was discontinued in 2014.
The domestic sleeping car services continued throughout the 1950s without changes, but in 1963 the DSB for operational reasons wished to have the old wooden-clad sleeping cars replaced with ones of steel. The CIWL therefore introduced 5 cars of type STU (ref. p. 106) on the two services. The service to Aalborg was extended to Frederikshavn in 1963, but the route was withdrawn in 1965. Both services were little used, but owing to local pressure the Esbjerg service continued with a subsidy from the DSB. However the introduction in 1969 of couchette cars by the DSB in the night train to Jutland – and from 1970 with Esbjerg as a destination as well – spelt the end for the service. In May 1971 the last trip of a CIWL sleeping car on a domestic Danish service was made.
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Domestic night trains (p. 113).
The domestic night traffic for some years only offered DSB couchettes, but from 1981 once again there were sleeping cars running between Copenhagen and Frederikshavn operated by the DSB. Domestic night traffic ended in style: From 1987 DSB ran night trains with sleeping and couchette cars between the capital and several cities in Jutland, and the passengers could stay on board at the terminus until 7.30. The “new night train“ with its dark blue carriages, decorated with yellow moon and stars on the side panels, was a great success until the Great Belt railway tunnel and bridge in 1997 replaced the ferries and reduced the travelling time, and for that reason the train was discontinued.
The TEN-pool and decline (p. 128).
The establishment of the Western European sleeping car pool in 1971 was intended to combat this general trend through a reorganization of the whole sleeping car operation. But as far as Denmark was concerned the reductions continued and in 1979 there were only 6 sleeping car turns left between Denmark and destinations to the South and West.
DSB’s contribution to the TEN-pool originally comprised of two old cars of CIWL type Z (ref. p. 174), three cars of type U-Hansa (ref. p. 181) and two former DSG cars (ref. p. 182). In 1973 the two old type Z cars were replaced by two type Y (ref. p. 176) and in 1975 their place was taken over by DSB’s own two sleeping cars of the new pool-type, type T2S (ref. p. 202). Further U-Hansa cars were rented in 1981, followed by some DSG cars in 1987. For further information please see tables at p. 237.
In 1979 there were only 5 TEN-pool sleeping car services left between Denmark and southern Europe: Copenhagen - Paris/ Ostend/ Frankfurt/ Basel/ Munich, and in addition to these a transit route between Sweden and Hamburg. The Basel route was discontinued from 1982, while the 4 remaining routes were maintained almost unchanged. From 1994, there were only two night trains to the south from Copenhagen, the train no 483 with sleeping cars to Basel and Munich/Innsbruck and „North- Express“with sleeping cars to Ostend and Paris. This pattern was retained this until the Great Belt Link changed everything.
After the opening of the tunnel/bridge link across Great Belt in 1997, the night train service to the south was rerouted via Great Belt and southern Jutland. It consisted of 2 trains operated by DB. One („Hans Christian Andersen“) had sleeping cars (as well as couchettes) to Munich and Basel. Train also included a dining/bar car, so a limited dining car service once again was offered in Denmark. The second train called “North-Express“ had sleeping cars and couchettes to Cologne.
It proved uneconomical with two night trains between Denmark and Germany, and in 1999 the two trains were merged into one with the name “Hans Christian Andersen“ and the “leg“ to Basel redirected to Stuttgart. The following years saw numerous changes which reflected the attempts to adapt the night train system to the actual market. The “leg“ to Basel was resumed in 2005, and from 2008 the “leg“ to Cologne continued north west to Amsterdam. The Munich “leg“ was abandoned in 2010, while in 2011 a new route to Prague (via Berlin-Dresden) was established.
As the economy of the night train only was satisfying in high season, the DB and DSB agreed to abandon the operation, and the last night train left Denmark on the 2nd of November 2014.
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The rolling stock.
Pages 145-158 gives an introduction to the general technical details of the CIWL rolling stock, describing the layout of the compartments etc. P 159-165 gives a brief overview of the major types of CIWL sleeping- og dining cars.
From page 166 the types of CIWL stock that have been based in or extensively used in Denmark are shown in drawings to 1:87 scale (the layouts are scale 1:174). Beneath each drawing the car is identified i.e. by year or series and whether the compartment (“kupé“) side or the corridor (“gang“) side is shown. The same applies from page 200 for DSB’s own and leased rolling stock with sleeping or dining accommodation.
Sleeping cars.
“Preussian type” (p 166-167).
These 7 sleeping cars were quite unique as far as CIWL was concerned. They had been built in typical Prussian style, using the KPEV sleeping cars from 1898 as a pattern. The class was one of the very few within the pre- first world war CIWL fleet that were steel-clad and until their withdrawal in 1938-1939 they were painted green! The cars, which originally belonged to the Mecklenburg State Railways, dated from 1903 (those built for the Copenhagen-Berlin service) and 1906 (those built for the Copenhagen-Hamburg service) and were taken over by the CIWL together with both services in 1904 and 1907 respectively. The DSB had ordered two similar cars (1751 and 1752), which also were taken over by the CIWL before they had been delivered. After the First World War only nos. 1751-1751 were kept in Denmark and they were used on the domestic Danish services. Three of them were rebuilt in 1923, getting 3rd class accommodation in four compartments and put to work on the Copenhagen-Randers service. From 1926 onwards they ran Copenhagen-Padborg until this service was withdrawn in 1937. They were then stored for one to two years before being sold to the DSB, which used their frames and bogies for some new coaches.
Type R (p. 168-169).
Before the First World War this type was the most numerous among the CIWL’s many types of sleeping cars. When it first came to Denmark in 1907 in connection with the CIWL takeover of the operation of the Danish services, it was also the newest. The majority of the cars used in Denmark country were also built here at the Scandia Works in Randers. Until 1926 they were used on all the Danish services, but after that date they were only used on the peculiar route to Esbjerg in connection with the Harwich sailing and this duty lasted until the reorganization in 1935. After having been in store for some years they were sold in 1938-1939 to DSB, which used the frames and bogies in the construction of some passenger coaches.
Type M3, later ZS (p. 170-171).
The plan to introduce 3rd class accommodation on all domestic Danish services from 1926 led to the purchase of 8 new sleeping cars from the Scandia Works in Randers. Their main dimensions were similar to CIWL’s steel cars, but the body was clad in teak. Their internal layout resembled that of the type Z cars, but 6 compartments had three 3rd class berths. Since the cars were intended to be used solely inside Denmark, nearly all signs and lettering was in Danish, even the writing on the coat of arms. Following the contraction of services in 1937 the allocation was reduced to five and the remaining three were sent to China, where they were destroyed during the war. The remaining cars worked the Danish services until 1963, when they were replaced by steel cars of type STU according to the wish of the DSB.
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Type STU (p. 172-173).
The cars of type S were CIWL’s first steel cars and the five cars, which arrived in Denmark in 1963 had undergone a number of alterations since their completion in 1926. They had been rebuilt to ST in the early 50‘ies and further rebuilt to STU in 1961-1962. At the time of their introduction on the Danish services they brought about the introduction of the „Special-category berth. It meant that the large compartments, which previously had had a washroom, were sold as singles or doubles, while the small were sold as specials or two- berth tourist. In Denmark small two berth accommodation on tourist was therefore introduced before it was done elsewhere. The type STU cars disappeared after the withdrawal of sleeping car services to Frederikshavn (1965) and Esbjerg (1971).
Type Z (p. 174-175).
The type Z, which is named for the z-shaped partitions, was first used on the international services in the early 50‘ies, in the shape of the ZT sub-series, having partly international 3rd class. Afterwards they were seldom seen until 1970 when the CIWL as an experiment introduced two-berth tourist accommodation in the Copenhagen-Hoek van Holland service. This service used two more rebuilt Z-class cars, which only had two- berth compartments. They were sold as »special« or »tourist«. The two cars were leased by the DSB, when the sleeping car pool was established in 1971, but they were replaced by newer cars in 1973.
Type Y (p. 176-180).
The blue CIWL steel cars that ran on the Paris-Copenhagen from 1935 until the war were of type Y. The type was the first CIWL all-steel car not to have the “fish-belly“ frame and only having one (rather large) window in each compartment. The Y type also monopolized the international workings until 1949, when the introduction of international 3rd class brought the quite new type YT to this country. About 1953 the first example of the rebuilt type Y called YU or U arrived here and the different subtypes of type Y were almost in sole charge of the workings until the introduction of the type U-Hansa from 1957 onwards. Until 1963 the Nord-Express was routed across the Great Belt, and only Y, YT and YU type sleepers were used in this train. DSB leased two non- rebuilt cars of type Y in 1973-1975, they ran as special/two-berth tourist and were called type Z*.
Type U-Hansa (p. 181-183).
The first of these modern cars, which the CIWL received in 1957, were put to work on the services between Denmark and the destinations to the South. Following the DSG take-over of the services between Denmark and the German Federal Republic in 1963, U-Hansa cars were used in practically all turns with CIWL participation to and from Denmark. Since 1973 the DSB has leased three cars of type U-Hansa, which are at the disposal of the sleeping car pool. Two of the very similar DSG type 33200 cars were also leased by the DSB in 1971-1975.
Type MU (p. 184-185).
After the acquisition of UH coaches eight years passed before CIWL acquired new sleeping cars. Finally 1964- 1969 CIWL acquired 114 new vehicles with the contemporary German standard length of 26.4 m. They only had entrance vestibule at one end while both toilets were located at the other end. 94 of the new vehicles were of type MU (Modern Universal) and had twelve universal compartments thus a maximum of 36 beds. Further 20 identical cars had only double compartments and very designated type M. The MU type was used since the 1970s in services through Denmark.
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Dining cars. Wooden-bodied dining cars (p. 187-189).
When the CIWL began the first dining car services in Denmark in 1923 three elderly, wooden-bodied cars (1975-1977) were used, and in 1930/31 they were joined by two similar vehicles (2138 and 2178). After the opening of the bridge across the Little Belt they ran on Funen as well. The 2138 and 2178 were transferred to Zealand in 1937 for use on the express train, which connected with the ferry to Germany, but 2178 left Denmark in 1938 when a steel dining car (4071) was taken into use. After the war the old cars were used in the international trains from Nyborg to West Germany, Hamburg mainly, but in 1949 they were reallocated to the reinstated domestic Danish dining car services. On these duties they were relieved as early as 1951 by DSB buffet cars of type CAR.
Former Pullman-cars (p.190-191).
The former Pullman car No. 4071 was transferred to Denmark in 1938 - shortly after it’s rebuilding to dining car - to be used on the Danish section of the “Berlin-express“ (the non-official name of the daytime service Copenhagen-Berlin). After the war it was used on the international routes from Nyborg, except for the summer of 1951, when it ran in the special motor-express train “Englaenderen“ (the Englishman), Copenhagen-Esbjerg. This connected with the sailings to Harwich. The train was made up with a railcar at each end and this duty had necessitated its equipment with the necessary cables for working the railcars in multiple. In 1962 the car was replaced by a sister vehicle, No. 4057, which however was built as a Pullman car with kitchen. A number of similar cars where occasionally used on the routes to/from Denmark in the 1950s.
All steel „seven window dining car“ (p.192-195).
The first steel-built dining car was delivered in 1925 and had seven window bays in the restaurant part, and this layout was used until the mid-1930s. As CIWL never introduced any model number or letter to distinguish their different types of dining cars, we have classified these cars as “seven window dining car“. The first cars had the typical CIWL the “fish-belly“ frame, but from about 1930 this was abolished. The type was used in the workings between Germany and Denmark in the 1950s and early 1960s.
Also a couple of special variants of the type found their way to Denmark: VR 2700 was a former “Voiture- Restaurant Présidentelle“ and built in 1926 as second steel dining car for CIWL. Its restaurant was divided into a small salon and a larger where a large table could be erected. With this arrangement the car was used in special trains for the French president until 1938, when it was replaced by a more recent but very similar car (no. 3360). VR 2700 was then used as a regular dining car, running in Denmark in the summer of 1960.
In 1926 three saloon cars with kitchen (2839-2841) where supplied in addition to the already acquired wagons to luxury train “Sud Express“ Paris-Irun. They were built in continuation of a series of 20 dining cars of the “seven window dining car“ type, having bodies virtually identical but The three vehicles very all converted to regular dining cars early in the 1930s. Two of these cars have been used in Denmark. VR 2841 at least in 1948 while VR 2840 in the summer of 1956 was used in “North Arrow“ Frederikshavn Hamburg.
VR 4243-4249 (p.196-197).
In 1949 the wooden-bodied dining cars which had been used previously were replaced on the international turns by five Rumanian-built steel dining cars. Since more international trains were added gradually all 8 cars in the series came to be based here from 1951 to 1955. Two were equipped with cables for working railcars in multiple, to be used in the special motor-express train “The Englishman“, Copenhagen-Esbjerg. As the majority of the international trains were transferred to the recently re-established Baltic crossing only three of the cars remained at Nyborg.
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They spent their working life partly on the Nord-Express and partly on “Nordpilen“ (North Arrow) Frederikshavn-Hamburg, summer only). The use of a “proper“ dining car in Nordpilen ended in 1962 and in 1963 dining car working from Nyborg finished, when Nord-Express was transferred to “Fugleflugtslinjen“ (Rødby Havn - Puttgarden). A number of similar cars where occasionally used on the routes to/from Denmark in the 1950s.
DSB carriages
DSB sleeping car type AS (p.200-201).
When the DSB began its domestic sleeping car services in 1904, the railways had bo iht cars of type AS, which by and large were similar to DSB’ hen common 1st/2nd class bogie coaches. The compartment had two berths on 1st class and four berths on 2nd class. The latter could be divided scantily with a curtain, but this provision was seldom used. The cars were steel-clad and painted in DSB’s then ubiquitous red-brown colour. After the sleeping car services were taken over by the CIWL in 1907, the cars were used partly as coaches and partly as reserve and extra coaches on the Esbjerg service. For a short while during the winters 1923 and 1924, when the night service across the Baltic was suspended, AS cars were used in a special sleeping car service Copenhagen-Tinglev, which had connections onward to Hamburg. After 1935 the cars were used only as coaches and in 1939 they were rebuilt as open “Faellesklasse“ (standard class) coaches.
DSB sleeping car type T2S (p.202-203).
The new, common TEN-pool-type sleeping car was designated type T2S and purchased by the national railways of the TEN-pool. DSB only bought two, which were put to work on the Copenhagen-Hoek van Holland service from 1975. Since this service was withdrawn, the cars were used on routes outside. But as DSB in 1981 reinstalled a domestic sleeping car service between Copenhagen and Frederikshavn the two cars were redrawn from the TENpool.
DSB sleeping car type WLABr (p.204-205).
These 10 cars were former British Rail Mark 3 sleepers of the SLE class with 13 compartment with 2 berths. In 1987 they were rented (and later bought) by the DSB. They retained the original British gangway and buck-eye coupling at one end, being equipped with standard European drawbar and rubber tube protected gangway at the other. At this end they were coupled to a DSB type Bcm couchette car to form a pair. They were used on the domestic night train between Copenhagen and Esbjerg (1 pair), Aarhus (1 pair), and Frederikshavn (2 pairs) until 1997.
DSB buffet car type CAR (p.208-211).
Between 1951 and 1953 nine DSB steel coaches of type CA dating from 1932 where rebuild into a combined buffet and passenger car. At one end several compartments were replaced by a kitchen, a bar and a small restaurant section, while 3 standard class compartments were retained at the other end. In 1959 four of the cars were modernized i.e. the coal-fired stove was replaced by a gas-fired and the bar as well as the restaurant were enlarged by removing one more compartment. The remainder of the cars and a newly converted tenth were equipped similarly in 1962-1963. Type CAR were used in all express trains at Funen and in Jutland and in Nordpilen (Frederikshavn-Hamburg) as well. (However until 1963 not during the summer, when the train ran with a CIWL dining car). Type CAR cars also ran in trains between Nyborg and Hamburg in the 1960s, but their use ceased in 1971, except for Nordpilen that kept its type CAR car until 1973.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 65 of 67
DSB couchette type Bgc (p.212-213).
The first couchettes purchased by DSB were rebuilt from older corridor coaches with nine compartments. Each compartment contained five permanent berths and a luggage shelf - a total of 45 berths - and next to the toilet at one end a small staff compartment was fitted in. Additional cars was rebuilt, so that from 1970 couchettes were running Copenhagen-Esbjerg and from 1974 Copenhagen-Struer. The on board service was handled by the DSB train crew. There was no serving along the way. The Bgc carriages were replaced in 1983 by Bcm cars, and some of the Bgc’s were rebuilt to be passenger coaches once again.
DSB couchette type Bcm and Bcm-o (p.214-217).
In 1981 DSB purchased German, 26.4 m long couchettes built 1955-56 for use by the American forces in West Germany. In the 1070s they had been taken over by the agency “Apfelpfeil-Reisen“, which went bankrupt in 1979. DSB had 12 of these vehicles repaired, and as type Bcm they were put into work on the domestic couchette routes instead of Bgc cars. The Bcm’s were now equipped with 11 compartments a 6 seats and a staff compartment. During the upgrading of the domestic night trains in 1987, the Bcm’s was modernized and new, tighter windows were installed. They were used in pairs with the English-built sleeping cars type WLABr until the night train system was abandoned in 1997. In 1987 DSB purchased four similar couchettes that had been modernized in Germany, be used on the Copenhagen-Struer route where diesel multible unites were pulling the couchette north of Fredericia. For this reason they retained their oil burner/hot water heating system and were classified as type Bcm-o. Not to be confused with these couchettes for domestic services are the Bcm’s no 421-428, which are former DB couchettes acquired by DSB in 1987 for charter train operations to destinations south of Denmark.
THE BLUE TRAINS. The International Sleeping car Company in Denmark - and the DSBs night trains. Published by bane bøger, ISBN 978-87-91434-41-9.
My thanks to Steffen Dresler for forwarding the above book information.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 66 of 67
TAIL LAMP.
We end 2014 with a bumper edition with I am sure some if not all being of interest to you with updates from Neil Marshal on progress with the restoration of the BRIGHTON BELLE and from Devon, Pat O’Connor and his personal progress with FORMOSA.
2014 Christmas book lists have two new entries firstly ‘GLEN WOODS 1956 LANCING’, and John Poulsen’s ‘THE BLUE TRAINS - THE INTERNATIONAL SLEEPING CAR COMPANY IN DENMARK & THE DSBs NIGHT TRAINS. Both most welcome additions to PULLMAN & CIWL libraries.
To make this bumper edition I am indebted to those readers and the small group of regular contributors who have taken time out to forward either an article or photograph or both for inclusion, rest assured without these contributions this edition would not have been possible.
I remain dependent on readers contributing news, articles and ‘jpg’ format images in all aspects of Pullman and CIWL operations both past, present, future and of course aspects of both within the model railway interests.
“Information is for sharing and not for gathering dust; it costs nothing to share knowledge”.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News
T.Bye - ©PCS-A - November & December 2014.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News Edition No.21 - November & December 2014 - Page 67 of 67