Train farewell tours back in the day

[Peter Mugridge]

Yes I was on the Hampshire Hog and the Rambling Rose.

Run by the REC (Railway Enthusiasts Club) of Farnborough - quite an institution!

Went on a triangular route featuring the Didcot, Newbury and Southampton north of Winchester did it not?

I wonder how much the railtour booklets from tours like that would be worth these days. Probably all manually typed as well, so an awful lot of dedicated effort to ensure they weren't peppered with corrections... no word processors in those days were there?

 

[Tester]

Went on a triangular route featuring the Didcot, Newbury and Southampton north of Winchester did it not?

I wonder how much the railtour booklets from tours like that would be worth these days. Probably all manually typed as well, so an awful lot of dedicated effort to ensure they weren't peppered with corrections... no word processors in those days were there?

I was age 6 and 7 respectively, so I don't remember the detail!

Six Bells says the Rose was booked DN&S but diverted due to derailment, the Hog also booked that way and did it.

All manually typed and stencil duplicated. My mum was involved in the production of such (and I 'helped'!). I have masses of such to sort through when I'm old and doddery

 

[DarloRich]

I was on the last class 47 hauled trans Pennine service in January 1991. it wasn't a special but was the last service train and was very busy with a sad yet celebratory atmosphere.

IRC: 47443 did the honours on a lengthened train after some problems with stock and signalling earlier in the day. I cant recall how far we went or how we got back to Darlo after but suspect we didn't go beyond Leeds.

I also did one leg of the LNER HST farewell ( Edinburgh > Doncaster > Leeds) which was great fun and a very comfortable way to travel!

 

[Peter Mugridge]

All manually typed and stencil duplicated. My mum was involved in the production of such (and I 'helped'!). I have masses of such to sort through when I'm old and doddery

That's brilliant; it is ironic that tour details today with all the modern, easier, typography and printing technology have a lot less detail than those manually typed booklets of the past did. Sounds like you have all the master copies - I hope you're having them scanned in for posterity? Maybe you could post a few on here as it's certain well within topic...?

 

[Tester]

That's brilliant; it is ironic that tour details today with all the modern, easier, typography and printing technology have a lot less detail than those manually typed booklets of the past did. Sounds like you have all the master copies - I hope you're having them scanned in for posterity? Maybe you could post a few on here as it's certain well within topic...?

Nothing as good as that I'm afraid!

 

[contrex]

Around 1966 and presumably to obtain 'hard currency' a very cheap Single Lens Reflex 35mm camera was imported from the Communist eastern bloc, and most spotters seemed to carry one.

Age 14 in 1966 I had a Zorki-4 Russian Leica lookalike brought back for me by an uncle who had been on holiday in Bulgaria. I really wish I still had it. I see they are available on eBay for £20 upwards. Not an SLR, but a rangefinder camera. I now have a digital camera inspired by that look, an Olympus Pen-F, and I am quite sure I'll never part with it, it's such a lovely thing. I took the Zorki to various farewells, including a Q1 tour which I linesided at Tulse Hill in 1966, and the next year the summer of steam out of Waterloo. I mostly shot b&w as colour was so expensive.

 

[xotGD]

On January 2nd 1982 there were more than a handful of people along the length of the ECML to witness the end of an era.

It even made the BBC evening news.

 

[Ashley Hill]

On January 2nd 1982 there were more than a handful of people along the length of the ECML to witness the end of an era.

It even made the BBC evening news.

Here’s that clip of the ITN news report showing D9000 arriving at Kings Cross.

 

[Strathclyder]

From what I've seen, the Class 303 farewell run on 30th December 2002 seemed to be a rather well-patronized & civilized event, given how hastily organized it apparently was: basically ended up being a morning peak-time run from Bellgrove to Helensburgh (replacing another pair of units IIRC). Given their length of service and the impact they had on the city/region as a whole, it was a rather low-key affair all things considered. Something more along the lines of what the Class 314s got in December 2019 would've been more fitting imho.

 

[Bikeman78]

From what I've seen, the Class 303 farewell run on 30th December 2002 seemed to be a rather well-patronized & civilized event, given how hastily organized it apparently was: bascially ended up being a morning peak-time run from Bellgrove to Helensburgh (replacing another pair of units IIRC). Given their length of service and the impact they had on the city/region as a whole, it was a rather low-key affair all things considered. Something more along the lines of what the Class 314s got in December 2019 would've been more fitting imho.

I thought the same. A one way trip to Helensburgh early in the morning was a bit rubbish. An all day diagram would have been better. I don't think the Scottish 101 or 117 DMUs had any form of send off.

 

[Merle Haggard]

I pretty much gave up railtours after steam finished but did make an exception for Ione that used the short time window after the North London and Euston-Watford d.c. system had been converted to 3 rail and before the demise of the 4-CORs. It started at Waterloo and changed to the North London network at Richmond.
Because the North London conductor rail ended at the boundary without a ramp (because the possibility of a train entering there was presumably not considered) a fitter had to lift each shoe as we moved onto the circuit. It was done with the 4COR moving under its own power and as an aside I wonder what effect it bridging the South Western and London Midland circuits had...
We covered pretty much all the system including a very spark-y move over the little used connection between the 'd.c.' and the North London at Willesden. Probably the only time that gangway stock with lavatories has ever been used on that network.
Can't imagine that any similar tour using current stock would be entertained although possibly the fact that Bob Cable was both the LCGB Tours Organiser and worked at Eversholt House might have helped.

 

[contrex]

I pretty much gave up railtours after steam finished but did make an exception for Ione that used the short time window after the North London and Euston-Watford d.c. system had been converted to 3 rail and before the demise of the 4-CORs. It started at Waterloo and changed to the North London network at Richmond.
Because the North London conductor rail ended at the boundary without a ramp (because the possibility of a train entering there was presumably not considered) a fitter had to lift each shoe as we moved onto the circuit. It was done with the 4COR moving under its own power and as an aside I wonder what effect it bridging the South Western and London Midland circuits had...
We covered pretty much all the system including a very spark-y move over the little used connection between the 'd.c.' and the North London at Willesden. Probably the only time that gangway stock with lavatories has ever been used on that network.
Can't imagine that any similar tour using current stock would be entertained although possibly the fact that Bob Cable was both the LCGB Tours Organiser and worked at Eversholt House might have helped.

8 Nov 1970. I thought the shoes were raised for the COR to be propelled from the SR onto the LMR by 'Crompton' D6532. As you say, no side ramps on the LMR juice rail. There was no problem on the return journey, the COR just ran off the LMR juice rail and onto the SR. A 6-BIL formation did a similar journey (no Croxley Green branch) the next year with E6040 helping at the start.

 

[Peter Mugridge]

Here’s that clip of the ITN news report showing D9000 arriving at Kings Cross.

Does anyone have a clip of the BBC News report from the same occasion, so we can compare the two - particularly in terms of how much detail each provided ( and possibly got wrong! )?

 

[Merle Haggard]

8 Nov 1970. I thought the shoes were raised for the COR to be propelled from the SR onto the LMR by 'Crompton' D6532. As you say, no side ramps on the LMR juice rail. There was no problem on the return journey, the COR just ran off the LMR juice rail and onto the SR. A 6-BIL formation did a similar journey (no Croxley Green branch) the next year with E6040 helping at the start.

Thanks for the info.. I remember the move between the two electric systems being very slow and intermittent, when I was typing the post I did think that it would be an achievement to make the move under power. I can remember being in a compartment with colleagues from work but we didn't want to give the impression of being 'DAA's* by leaning out of the window...
Curiously, TRACKatlas shows an electrified (S.R. system) crossover connection from the Up side bay of the 'S.R.' station to the adjacent bay platform track on the 'D.C.' system with no break between the two; possibly the layout has changed, and there's actually now ramps.
Interestingly, passengers waiting on station platforms showed absolutely no discernible interest in a train that ran gently through without stopping - the driver had mastered the (slow) cruising speed required to avoid signal checks
I didn't know about the 6 BIL tour, my interest in travelling on trains at the weekend, however interesting waned by doing a considerable amount of it at work in the week...

* = Daft As err Anything - a term that some mistakenly regarded as one of endearment

 

[contrex]

Curiously, TRACKatlas shows an electrified (S.R. system) crossover connection from the Up side bay of the 'S.R.' station to the adjacent bay platform track on the 'D.C.' system with no break between the two; possibly the layout has changed, and there's actually now ramps.

I believe the connection was removed about 5 or 6 years ago - It can only be accessed via an out of service shunt and there are much easier ways to get from the LSWR network to the NLL, either using the curves from Kew - South Acton, or at Clapham Junction.

 

[Merle Haggard]

I believe the connection was removed about 5 or 6 years ago - It can only be accessed via an out of service shunt and there are much easier ways to get from the LSWR network to the NLL, either using the curves from Kew - South Acton, or at Clapham Junction.

Thanks for the update, my atlas is the (now superseded) 2012 edition.

 

[Beebman]

I didn't go on it but I remembered that the Class 501 farewell tour in 1985 used the connection at Richmond:

https://www.sixbellsjunction.co.uk/80s/850511lc.htm

One tour I did go on which used the connection was the LRT Battery Rover of 1988 but I assume the locos were on battery power then?

https://www.sixbellsjunction.co.uk/80s/881002lr.htm

 

[Bikeman78]

Thanks for the info.. I remember the move between the two electric systems being very slow and intermittent, when I was typing the post I did think that it would be an achievement to make the move under power. I can remember being in a compartment with colleagues from work but we didn't want to give the impression of being 'DAA's* by leaning out of the window...
Curiously, TRACKatlas shows an electrified (S.R. system) crossover connection from the Up side bay of the 'S.R.' station to the adjacent bay platform track on the 'D.C.' system with no break between the two; possibly the layout has changed, and there's actually now ramps.
Interestingly, passengers waiting on station platforms showed absolutely no discernible interest in a train that ran gently through without stopping - the driver had mastered the (slow) cruising speed required to avoid signal checks
I didn't know about the 6 BIL tour, my interest in travelling on trains at the weekend, however interesting waned by doing a considerable amount of it at work in the week...

* = Daft As err Anything - a term that some mistakenly regarded as one of endearment

There must have been a fully electrified connection at Richmond in the 1980s. Selhurst based 2EPBs ran from Richmond to North Woolwich for a few years between the demise of the 501s and the arrival of the 313s.

 

[Sun Chariot]

There must have been a fully electrified connection at Richmond in the 1980s. Selhurst based 2EPBs ran from Richmond to North Woolwich for a few years between the demise of the 501s and the arrival of the 313s.

Indeed there was. I've a 35mm photo of a Bulleid design 2EPB at the bufferstops at Richmond, taken on the same day that I saw a BR design 2EPB crossing from BR(S) to BR(M) lines.

 

[contrex]

There must have been a fully electrified connection at Richmond in the 1980s. Selhurst based 2EPBs ran from Richmond to North Woolwich for a few years between the demise of the 501s and the arrival of the 313s.

There must have been, to get a VEP (3010) to Gunnersbury in 2002. I have no idea why it was there!

 

[The exile]

On January 2nd 1982 there were more than a handful of people along the length of the ECML to witness the end of an era.

It even made the BBC evening news.

And my elbow made it onto the cover of Rail Enthusiast. Having witnessed the arrival of the northbound run (and gained star status for my elbow) at Waverley, I then legged it to the East End of Calton Tunnel to get some (very poor) photos in the gathering gloom while a laurel bush dripped rainwater down my neck - wouldn't have missed it for worlds!

 

[Harvester]

Does anyone have a clip of the BBC News report from the same occasion, so we can compare the two - particularly in terms of how much detail each provided ( and possibly got wrong! )?

Sorry no clip, but IIRC the BBC evening news on Saturday 2nd January 1982 was read by Jan Leeming.

 

[Cricketer8for9]

I pretty much gave up railtours after steam finished but did make an exception for Ione that used the short time window after the North London and Euston-Watford d.c. system had been converted to 3 rail and before the demise of the 4-CORs. It started at Waterloo and changed to the North London network at Richmond.
Because the North London conductor rail ended at the boundary without a ramp (because the possibility of a train entering there was presumably not considered) a fitter had to lift each shoe as we moved onto the circuit. It was done with the 4COR moving under its own power and as an aside I wonder what effect it bridging the South Western and London Midland circuits had...
We covered pretty much all the system including a very spark-y move over the little used connection between the 'd.c.' and the North London at Willesden. Probably the only time that gangway stock with lavatories has ever been used on that network.
Can't imagine that any similar tour using current stock would be entertained although possibly the fact that Bob Cable was both the LCGB Tours Organiser and worked at Eversholt House might have helped.

Did any underground trains, say 1938 stock, ever make it into Euston when the DC lines were still 4th Rail?

 

[norbitonflyer]

I believe the connection was removed about 5 or 6 years ago - It can only be accessed via an out of service shunt and there are much easier ways to get from the LSWR network to the NLL, either using the curves from Kew - South Acton, or at Clapham Junction.

The Kew Bridge - South Acton connection is not electrified. It was de-electrified some time between the withdrawal of passenger services in 1940, and 1975.

 

[contrex]

The Kew Bridge - South Acton connection is not electrified. It was de-electrified some time between the withdrawal of passenger services in 1940, and 1975.

Well, exactly. Clapham Junction if you require juice. According to an article in the Railway Magazine of August 1956, the Kew Bridge - South Acton curve was de-electrified very soon after passenger services ceased in 1940. The article author says the conductor rails were needed to repair air-raid damage on the Liverpool-Southport line. He further notes that in 1956 there was still a sign at Bollo Lane level crossing warning folk to 'Keep off electric live rails'.

https://sremg.org.uk/RlyMag/RailwaysOfKewAndGunnersbury.pdf

 

[35B]

Well, exactly. Clapham Junction if you require juice. According to an article in the Railway Magazine of August 1956, the Kew Bridge - South Acton curve was de-electrified very soon after passenger services ceased in 1940. The article author says the conductor rails were needed to repair air-raid damage on the Liverpool-Southport line. He further notes that in 1956 there was still a sign at Bollo Lane level crossing warning folk to 'Keep off electric live rails'.

https://sremg.org.uk/RlyMag/RailwaysOfKewAndGunnersbury.pdf

It's worth remembering that the WLL wasn't electrified until the 1990s - I well remember doing the Kenny Belle on 33/1+ 4TC, DEMU or Old Oak DMUs before the electric service stabilised. Until then, the only direct connection was the shunt at Richmond used by the 2-EPBs.