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Tag Archives: Diesels

  • Diesels and Electrics in London and the South East by Malcolm Batten

    London is self-explanatory, but where exactly is the South-East? It all depends on the context. In 1986-8 British Rail decided to regroup the railways from a regional basis to a business-based system. The regional basis had dated from the formation of British Railways in 1948 from the former Great Western Railway, LMS, LNER and Southern Railways. The Eastern, North Eastern, Midland, Southern, Western and Scottish regions had largely reflected the boundaries and working practices of the former companies and had had a degree of autonomy in terms of locomotive design, liveries etc. Now with the withdrawal of the differing pre-nationalisation locos and stock and many of the early non-standard diesel designs new approach was called for based on the core business patterns of the railways. Thus came Inter-City for, as the name implies, inter-city traffic, Regional Railways for local services, RailFreight etc.  But one of the new business units was called Network South East. This took in Greater London and the outer commuting area to London up to about sixty miles each way. Fair enough, but this inevitably included most of what remained of the former Southern Region, much of which was electrified on the third rail system. So for operating convenience as much as anything, Network South East took in the whole of the former Southern Region main line area, as far as Weymouth and Exeter – hardly the geographical south-east! At one time the Southern Railway had continued on to Plymouth and into north Cornwall but this had all been axed under the Beeching cuts in the 1960s.

    Network South East was launched at Liverpool Street station on 9 June 1986 when Class 47 No. 47573 was named The London Standard. (Diesels and Electrics in London and the South East, Amberley Publishing)

    Network South East was launched on 9 June 1986 with a number of events – one was the unveiling of a new livery for locomotives and rolling stock at Liverpool Street Station in London. Stations had their seats and lampposts painted red as part of an NSE ‘house style’. A Network Card was introduced giving one third of travel within the area. This however came with restrictions. Thus although NSE stopping trains reached Peterborough you could only get the discount to Huntingdon, the station before Peterborough. This was because Peterborough was also served by Inter-City trains from London. If you wanted to benefit from the discount you would need to alight at Huntingdon and re-book onwards at full fare to Peterborough. Similarly NSE trains reached Exeter, but you could not get NSE discounted fares to there as there were also Inter-City trains from London, albeit by a different route. You could however get NSE discounted fares to Weymouth and Yeovil, for, although these stations were also served by Regional Railways, this was not on a direct competing route from London. Confused?

    While some of the Class 68s carry Chiltern Railways livery, others are in Direct Rail Services colours such as No. 68009 Titan at Marylebone on 23 June 2018. (Diesels and Electrics in London and the South East, Amberley Publishing)

    Shortly after the launch a ‘Network Day’ was held later with a Rover ticket giving unlimited travel in the NSE area for a flat fare. This was very well patronised and inevitably many people decided to travel as far as possible which was just short of Exeter. Rail enthusiasts also tried to maximise loco haulage on this route. I recall standing in the carriage end gangway of a very crowded train all the way to Yeovil!

    My book takes a period from 1969 to 2018 so covers the old BR regional era, the sectorisation era including Network South East, and the post privatisation era. However it only covers loco haulage so the majority of NSE operations with diesel and electric multiple units are not included – other authors have produced albums on this subject for Amberley. I have also decided to take a more restricted geographical boundary of some sixty miles each way from London. During the timescale of the book the specific motive power types of the old regions like the Western Region diesel hydraulics and the Southern Region class 33s were replaced by standard class 60s, 66s, 67s and 70s etc on freight traffic. Few diesel or electric locomotives are now used on passenger services, but where they are, privatisation and the changing of franchises has seen a variety of local liveries come and go.

    Malcolm Batten's book Diesels and Electrics in London and the South East is available for purchase now.

  • Diesels at Doncaster by Andrew Walker

    Diesels at Doncaster 1 Numerous freight flows cross the East Coast Main Line at Doncaster, and prior to the contraction of the coal industry, a significant proportion of this traffic looked very much like this – a somewhat grubby No. 31321 grinds across from up fast to the Sheffield lines with a mixed consist of loaded 16- and 21-ton wagons in 1982. (Diesels at Doncaster, Amberley Publishing)

    How long is thirty-five years? Is it a long time or a short time? If you are a teenager then it probably seems like an age. You associate it with old people. If however you are an old person, or even a middle-aged person, it may not seem that long. I am a middle-aged person. I used to think thirty-five years was an enormous length of time, but now I don’t think like that. I accept that it is quite a long time, but I base my view on the perception that thirty-five years can seem to pass quite quickly. I think if you can vividly remember things that happened thirty-five years ago, then that, among other things, is what makes it seem to be a fairly short period.

    I am focusing on this particular passage of time here because as I write in 2017 it is thirty-five years since the Deltics were withdrawn from main line service in 1982. To we ‘fifty-somethings’ this seems absurd. How can it be so long ago? It’s half a lifetime, more or less.

    Let’s go back to 1982 and consider what thirty-five years felt like then. First and foremost, the Deltics themselves had not been around for anything like that length of time. Ignoring the prototype, ‘Deltic’, for a moment, the production locomotives had clocked up a mere twenty-one years in service.

    I think these days we’d probably consider a twenty-one year old locomotive to have many years of work ahead of it. Standing on the platform at Doncaster on New Year’s Eve 1981 though, as I did when photographing the Deltics at the very end of their careers, I distinctly recall thinking, ‘well, it’s all over, but after all, they are old and worn out’. They seemed like old machines then. I was only 19 myself. They were older than me, so they seemed legitimate candidates for retirement.

    Diesels at Doncaster 2 This was the penultimate train that would be hauled by Deltic No. 55021 Argyll & Sutherland Highlander. Here it pauses at platform 1 with a mail service from Edinburgh in the early hours of 31 December 1981. After a turnround at King’s Cross, No. 55021 worked a service back to York on New Year’s Day 1982 and was then withdrawn. (Diesels at Doncaster, Amberley Publishing)

    The era in which they had carried two-tone green livery and numbers prefixed with a ‘D’ was a mere sixteen or so years previously, but to me it might as well have been ancient history…and as for the days when the pale blue prototype was in service, well, that was too far back to compute.

    If one had turned back the clock thirty-five years from 1982, one would arrive at 1947, just two years after the end of the Second World War. As Van Morrison might say, ‘in the days before rock and roll’… and in fact not only that, but ‘in the days before British Rail’. I guess that kind of puts the time span in perspective. The years that have now passed since the retirement of the Deltics – those three and a half decades – would safely contain the post-war steam era, the BR Modernisation Plan, the careers of a panoply of pilot scheme diesels, and the entire duration of the Woodhead electrification, the latter only twenty-seven years or so (at least counting from the opening of the ‘new’ tunnel in 1954). Thirty-five years is perhaps a long time after all. But those years since 1982 have flown by. Memories of the Deltics at Doncaster are still fresh.

    In my book ‘Diesels at Doncaster’ there is an image of Deltic No. 55021 ‘Argyll & Sutherland Highlander’ on a freezing platform 8 on the night of 31st December 1981. When I look at that picture, taken three and a half decades ago, I can still feel the chill, hear the hum of the Napier engines and smell the exhaust fumes. It seems like yesterday.

    9781445667942

    Andrew Walker and John Walker's book Diesels at Doncaster is available for purchase now.

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