Rail Tours of the 70s - Full

RAIL TOURS OF THE 1970S Rail Tours of the 1970s Compiled by Colin Stone

Rail Tours of the 1970s offers a unique visual record of British rail tours during a time of dramatic change. Through carefully selected photographs, the book documents tours that traversed soon-to-be-closed lines and featured locomotives on their final journeys. Colin Stone’s well-researched captions bring the images to life, offering insights into the rise of rail enthusiast tours following the end of British Rail steam in 1968.

ISBN 978-1-913893-56-9 Whether reliving old memories or discovering a new perspective on British railways, Rail Tours of the 1970s is an engaging and nostalgic look at a lost era. £17.50

Compiled by Colin Stone

RAIL TOURS OF THE 1970S Compiled by Colin Stone

© Images and design: Transport Treasury 2024 Text: Colin Stone ISBN 978-1-913893-56-9 First published in 2024 by Transport Treasury Publishing Limited. 16 Highworth Close, High Wycombe, HP13 7PJ. Totem Publishing an imprint of Transport Treasury Publishing.

The copyright holders hereby give notice that all rights to this work are reserved.

Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder. www.ttpublishing.co.uk Printed in Tarxien, Malta by Gutenberg Press Ltd. ‘Rail Tours of the 1970s’ is one of many books on specialist transport subjects published in strictly limited numbers and produced under the Totem Publishing imprint using material only available at The Transport Treasury.

Front Cover: The “Deltic Dragon” Rail Tour organised by the RPPR stands at Treherbert in a chilly looking Rhondda Valley. Having taken over from Deltic No 55018 in Cardiff, two Type 1 Bo-Bo Class 20 diesels, Nos 20030+20142, have just run round their coaches in the sidings beyond Treherbert station. At the end of a Taff Vale Railway branch from Pontypridd, Treherbert was an “end on” junction with the Rhondda and Swansea Bay Railway.

Passenger services over the section in view toward Maesteg and Bridgend ceased in 1968, whilst coal traffic to the Blaenrhonnda collieries ended in 1978 and tracks lifted. Cardiff to Treherbert remains open and is now electrified, whilst wind turbines stand atop the distant hills. No 20030, built in 1959, was withdrawn in October 1990 and scrapped in August 1991 by MC Processors, Glasgow. However 1966 built No 20142 survives in main line use, now painted in London Transport livery and named Sir John Betjeman. 29 January 1978. (Trevor Davis) Frontispiece: Gloucester Eastgate is the setting for this study of two Type 4 C-C diesel-hydraulic locomotives, later BR Class 52. The type was popular with railway enthusiasts who called them “Westerns”, “Wizzos” or “Thousands”. Here BR Swindon built No D1023 “Western Fusilier” leads BR Crewe built D1051 “Western Ambassador” on the British Rail organised “Western Enterprise” Rail Tour. The tour followed a roughly triangular route running west from London Paddington to Bristol Temple Meads, then north to Birmingham New Street before returning south via Oxford to Paddington. Following withdrawal in February 1977, the lead loco, No D1023, entered preservation as a non- operational part of the National Collection. Unfortunately sister engine No D1051, after being withdrawn in September 1976, was cut up for scrap at Swindon in August 1977.

Gloucester Eastgate station closed on 1 December 1975 and was eventually demolished; any guesses to what now occupies the site? ...... correct, a supermarket. 27 April 1975. (Graham Taylor) Rear Cover: Barking, seen here, is a station opened on the London, Tilbury & Southend Railway in 1854; steam worked services of the District Line arrived in 1902 but ended in 1905. However electrically worked District Line trains returned in 1908, followed by Metropolitan Line trains in 1936. A westbound District Line train composed of “R” stock ascends the incline onto one of two rail flyovers built in the late 1950s to ease traffic flow through Barking station. It has just passed BRC&W Type 3, Class 33/1, Bo-Bo diesel electric locomotive No 33110 at the head of the British Rail (Southern Region South-Western Division) organised “Second Cross Town Rail Tour”. Having arrived from London Liverpool Street, it will soon depart for London Fenchurch Street. Incidentally the gentleman in the red sleeveless pullover is Graham Taylor, one of the esteemed photographers (GHT) whose work graces the pages of this book. 21 November 1975. (Trevor Davis)

Introduction

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ailway enthusiasts have obviously used train travel for many years. Prior to 1938, for organised groups to visit various events, the use of booked compartments or coaches on service trains seem to have held sway. Our American cousins appear to have led the field in organising complete enthusiast trains, possibly in 1936, whilst 1938 seems to have heralded the first such train in the UK.

The outbreak of World War Two in 1939 then put paid to such happenings. Following which, in 1947, the Birmingham Locomotive Club and the Manchester Locomotive Society organised a joint visit to, and a special train on, the Ashover Light Railway. That tour would appear to be the first post-war enthusiast special, next in 1948 or 1949 Ian Allan and his Locospotters Club ran their first rail tour.

Throughout the 1950s the number of tours run increased in leaps and bounds. The “Beeching Closures” and end of steam on British Railways (BR) in the 1960s saw a plethora of rail tours run for and by rail enthusiasts.

In 1969, the first full year following the demise of BR main line steam, tour numbers fell off to around 100; however 10 years later, the year 1979 saw a staggering 350 plus rail tours run. Not all were organised by enthusiasts as BR had got in on the act running “Merrymaker” and day excursions, catering for the general public as well as rail enthusiasts. It is predominantly that ten year period, 1969 to 1979, this modest album visits, save for the first eleven images, the remaining seventy-one date from that time.

Most of the trains viewed traversed lines either doomed for closure or which saw freight only usage. In other instances tours used a locomotive(s) which was (or were) soon to be on a one way trip to a scrap yard. Those hardly souls who travelled on such tours did, what in most instances, can never be done again. As

will be seen, tour participants travelled in various styles of comfort, from the sublime to the ridiculous. But above all, they no doubt had an enjoyable, grand day out, and in all probability forged new friendships with like-minded travellers along the way.

While perusing the images, changes in fashion will be noted and practices then deemed quite normal will be seen.

Today some of those practices, such as wandering at will over railway tracks, would give a modern day Health & Safety (H&S) officer apoplexy. However the images date from the time when each individual was his own H&S officer, using common sense to judge if climbing out of a stationary train away from a platform was safe or not. If you went base over apex, you got up, dusted yourself off and, perhaps a little embarrassed, got on with your day.

Now no doubt, in this litigious age, the same scenario would see a lawyer handing out a card offering to sue all and sundry. The photographs within the following pages allow a look back to those more liberal days. For some they may revive old memories, while others will get a first glimpse of them.

The photographs within this book were chosen by “The Transport Treasury” (TTT) editorial team and are scans of 35mm colour slides taken by three photographers who were frequent rail tour participants. Those photographers were the late Graham Taylor (GHT), the late John Tolson (JMT) and Trevor Davis (TD). All images, along with the others taken by the individual photographer on the relevant rail tour, are available for purchase via the TTT website. They can be previewed within “The Trevor Davis Gallery” at: www.transporttreasury.com/trevor-davis-collection When asked to compile the captions for the images, I first had to ascertain if I could elicit the required information. Luckily the internet provided the ideal tools to do so in the form of various

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websites, with two sites being invaluable. First was “Six Bells Junction” (SBJ), this informative website has rail tour information dating back to 1841, and that isn’t a misprint, 1841 and the first rail tour organised by Thomas Cook.

Eighty percent of the rail tour information within the captions comes from SBJ; if you have an interest in rail tours and are not already familiar with SBJ, a look at the site will be most revealing.

It will also provide the minutiae of any given rail tour that could not be listed in the relevant caption due to space constraints. The second website, “RAILCAR.co.uk”, proved a boon with many aspects and facts regarding Diesel Mechanical Multiple Units (d.m.m.u.). Plus Wikipedia delivered sundry other nuggets of information.

However, good old fashioned technology in the form of the printed word in books supplied another wealth of information: “Rail Atlas of Britain and Ireland” (fourth edition) by S.K. Baker.

Published by Oxford Publishing Company in 1984.

“British Railways Pre-Grouping Atlas & Gazetteer”. Published by Ian Allan Ltd in 1976.

“Complete British Railways Maps and Gazetteer from 1830-1981”

by C.J. Wignall. Published by Oxford Publishing Company in 1983.

“The Complete BR Diesel & Electric Locomotive Directory” (second edition) by Colin J. Marsden. Published by Oxford Publishing Company in 1993.

I have attempted to be diligent with my caption research, however (and contrary to some opinions!) I am only human. Thus any errors are solely my responsibility, any additions and/or corrections will be graciously received. .... Colin Stone. Poole, Dorset. May 2024.

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For those unfamiliar with railways of the past, a glossary of abbreviations used and not explained in certain captions is given below: GC = Great Central Railway. GN = Great Northern Railway.

LNER = London & North Eastern Railway.

BLS = Branch Line Society.

D+EG = Diesel and Electric Group.

LCGB = Locomotive Club of Great Britain.

MLS = Manchester Locomotive Society.

REC = Railway Enthusiasts’ Club.

RCTS = Railway Correspondence & Travel Society.

RPPR = Railway Pictorial Publications Rail Tours.

SEG = Southern Electric Group.

SLS = Stephenson Locomotive Society.

WRC = Wirral Railway Circle.

WRS = Warwickshire Railway Society.

BRC&W = Birmingham Railway Carriage & Wagon Co. EE = English Electric Co Ltd. GRC&W = Gloucester Railway Carriage & Wagon Co. Met-Camm = Metropolitan-Cammell Carriage & Wagon Co. d.m.m.u. = Diesel Mechanical Multiple Unit. d.e.m.u. = Diesel Electric Multiple Unit.

(4)TC = Trailer Control.

RMB = Restaurant Mini Buffet.

TOPS = Total Operations Processing System.

BRUTE = British Rail Universal Trolley Equipment.

“Haulage bashers” = Railway enthusiasts who elect to travel on trains in preference to remaining line side observing and/or photographing trains. On occasions travelling behind a specific type of locomotive(s) i.e. a Class 45.

Image 1: With the Cromford & High Peak Railway (C&HPR) under threat of closure, the SLS and MLS organised the “High Peak Rail Tour”. Starting from Manchester Central, steam loco 42079 worked the tour conventionally to Parsley Hay on the C&HPR. Then, two J94 steam locos took participants in open wagons and brake vans to the top of the 1 in 81/4 Middleton incline. From there they walked to Middleton Bottom down the 708 yard, now trackless, gradient, seen behind the rear wagons. Rope worked, it had closed to traffic in 1963. No D2383 would take passengers in the open wagons about a mile to the top of Sheep Pasture rope worked incline. Another walk down its length ensued, a second shunting loco, No D2379, plus more wagons then delivered the hardy travellers to High Peak Junction and 42079, which returned them to Manchester. By October 1967 most of the C&HPR had closed, D2383 was scrapped in 1972. 4 March 1967. (John Tolson)

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Image 2: “The Fenland Rambler” organised by the North Norfolk Railway Ltd, seen here at Ely, did exactly as it said on the tin. Starting at the leisurely hour of 09.58 from Cambridge, the tour, worked by Derby built d.m.m.u. cars Nos 79023 + 79658, rambled around East Anglia passing through such places as March, Spalding, Peterborough, Ely, Ipswich, Lowestoft and Sheringham.

At the latter point tour participants had the opportunity to ride on the preserved North Norfolk Railway. Following which, for the first part of the return journey, the tour d.m.m.u. was attached to a service train at Cromer Beach; it then called at all stations to Norwich Thorpe.

Thereafter the two car tour unit returned, via Thetford, to Cambridge for a booked arrival time of 21.11. Of all the routes traversed that day, just the March to Spalding line succumbed to closure in 1982. Both d.m.m.u. cars were scrapped circa 1968. 7 October 1967.

(Trevor Davis)

Image 3: Further north, on the same day as the previous tour, the “Grimsby & Immingham Area Rail Tour” got under way from Barnetby at 11.52. Organised by the RCTS (East Midlands Branch) to visit mostly freight only lines, its first port of call was Winterton & Thealby which lost passenger services in 1925. Later Killingholme, closed to passengers in 1963, gave access to Yorkshire Tar Distillers siding. Next, between 14.21 and 14.52, Immingham Dock station, where this image was taken, gave participants a chance to stretch their legs. Still firmly in the 1960s, sports jacket and tie was, as witness here, still de rigueur clothing for such occasions. It was still (just) the steam age, note the two footplatemens’ enamel tea cans visible in the secondman’s window. After traversing tracks in both Immingham and Grimsby docks, the tour terminated at Grimsby Town at 16.49. 7 October 1967. (John Tolson)

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Image 4: Birmingham University Transport Society’s “Birmingham Area Rail Tour”, comprising Met-Cam built cars Nos 50313, 59124, 50331 (later Class 101), is seen at Alveley Colliery sidings. This tour started from and finished at Birmingham New Street. Its aim was to cover routes under threat of closure and/or freight only lines such as the Sutton Park line and the Walsall to Stourbridge Junction via Wednesbury route. Alveley Colliery was located along what is now the “heritage” Severn Valley Railway, however in 1968 it was freight only having closed to passengers in 1963. The photograph was taken as the headboard was repositioned during the 16.36 - 16.50 reversal movement. As headboards go, it has to be admitted it is some headboard. The 1L00 sign in the cab window refers to the train route identification, not to the fact there was only one toilet on board! 2 March 1968. (John Tolson)

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Image 5: No points for guessing the location of the REC “Collier No 2 Rail Tour”. Having just visited the colliery itself (behind camera position) the three car d.m.m.u. waits for the gates protecting the B6027 road to be secured. Only the identity of the leading driving coach is known, it is BRC&W No 50495, later Class 104. The other two coaches are Cravens, later classified 105s. Nine days earlier 50495 was noted with Nos 59314+50752; as the three remained together until 1969, it’s a fair assumption they are the other two? The line to the left is the former Great Central Railway (GCR) connection to its main line. The tour will run straight ahead along the Midland Railway (MR) colliery line. After passing under the GCR main line, the tour will pass collieries at Blackwell to join the MR main line at Westhouses & Blackwell. The final coal cut at New Hucknall Colliery was in December 1981. 16 March 1968. (John Tolson)

Image 6: A Swindon built Cross Country 3 car d.m.m.u. (later Class 120) stands at Barry Pier station with the WRS “South Wales Rail Tour No 2”. From Cardiff, the tour ventured up some of the valley lines visiting such places as Cwm Bargoed Washery, Windsor Colliery Sidings, Aberdare, Hirwaun and Maerdy before heading to Barry, arriving about 18.20. Although the individual identities of the d.m.m.u. cars can’t be determined, we can do slightly better with the ship in the background. Attracting the attention of some of the tour participants is a Geest Line ship, either “Geest Land” or “Geest Star”, both were 5,800 tons gross weight and capable of 21 knots. They could carry 150,000 stems of bananas, 12 passengers and no doubt a few Cupiennius! (Banana Spiders). At picture date the twin ships plied between Barry and the Windward Islands, they were scrapped in 1994 and 1995 respectively. 13 April 1968. (John Tolson)

Image 7: A fairly substantial clue to the location of this rail tour being Nottingham Victoria is the clock tower.

Listed as “Farewell to GN Branch Lines in Derbyshire and Nottinghamshire”, it was organised by the SLS (Midland Area). From Birmingham New Street it ran to Burton-onTrent where it took the GN line eastward through Derby Friargate, Ilkeston North to Bulwell Common. The train then headed north up the GN line through Shirebrook to Elmton & Creswell before returning south to Nottingham via the Midland Railway line. After reversal for the return journey the two (unidentified) Met-Cam 3 car d.m.m.u.s, later class 101, forming the tour stand at the remains of the joint GN/GC station. Closed to passengers on 4 September 1967, freight still passed by while the station was being demolished, but even that would cease in May 1968, shortly after the tour visit. The clock tower survives, incorporated into a shopping centre.

4 May 1968. (John Tolson)

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Image 8: “Clayliner No 2”, organised by the BLS, was a re-run of the sell-out “Clayliner” tour run by Plymouth Railway Circle in May 1968. Single car d.m.m.u. No 55029 is seen at Carbis Wharf at the end of a short branch off the Par to Newquay line. Apart from Plymouth to Saltash, the tour ran entirely in Cornwall visiting most, if not all, BR track then in use for china clay traffic. This included the Fowey to Par line, most of which was turned into a private road by the clay company and is still owned by them. There was also a visit to St Austell Motorail bay thrown in for good measure. As for No 55029, it was built in Scotland by Pressed Steel in 1960; later a Class 121, enthusiasts affectionately christened them “Bubble Cars”. As of January 2024, the unit is preserved and undergoing restoration at Rushden, near Wellingborough. 8 June 1968. (John Tolson)

Image 9: This image, taken at Dollar, gives a first view of a Scottish Rail Tour, but regrettably a tour with no name.

Even Six Bells Junction seems stumped by this one, with no details of timings or route taken. Only a ticket issued for the tour is displayed on the relevant web page, this shows it was organised by The Railway Society of Scotland and that it started from Stirling with booked visits to at least Menstrie, Dollar, Newburgh (between Perth and Ladybank) and Forfar. The tour stock can be identified as a GRC&W later Class 100 d.m.m.u. comprising cars No 56308 + 51109 (nearest the camera).

Dollar station, situated on the North British Railway’s Devon Valley route between Alloa and Kinross, was closed to passengers in 1964. However the line remained open for coal traffic from Dollar Mine until 1973.

12 October 1968. (John Tolson)

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Image 10: “The Hampshireman” tour organised by the LCGB is depicted at Gosport station which opened in 1841 as the terminus of a branch line off the London & Southampton Railway. Until 1847 it was the railhead for Portsmouth, reached by a ferry service. Gosport closed to passengers in June 1953 and completely on 30 January 1969. In this view the loco for this leg of the journey, No D6506, has just run round the tour stock. As the train was running 28 minutes late at this point, the crew were no doubt anxious to get the wayward passengers back on board and get on the move again. BRC&W Type 3 Bo-Bo No D6506, built in 1960, was designated as Class 33 No 33006 by TOPS in December 1973. Withdrawn in August 1991, it was cut up by Booths, Rotherham in June 1994. 3 November 1968. (John Tolson)

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Image 11: Now running 48 minutes late, next port of call for “The Hampshireman” was Fawley. Opened as late as 1925, the ten-mile branch line lost its passenger service on 14 February 1966. As passengers scramble for a photo position, BRC&W built No D6506 is being uncoupled for a hasty run round. In the background are just two of the many Fawley oil refinery storage tanks. At Totton Junction, D6506 would hand the tour over to E6108 (Class 74) for an onward journey to Blandford on the southern remains of the Somerset & Dorset Joint Railway. From there D1986 (Class 47) would return the tour to London Waterloo. Sadly the last rail borne traffic to Fawley ran on 1 September 2016. The station is now lost deep within the refinery complex, there were plans to reinstate passenger services over part of the line, unfortunately since September 2024, those plans have been abandoned. 3 November 1968. (John Tolson)

Image 12: Lewes is the location of “The Sussex Venturer Rail Tour” and Bulleid/Raworth Co-Co electric locomotive No 20001. Built in 1941 at Ashford as No CC1, it became No 20001 at nationalisation in 1948; the steam is from its train heating boiler. The other loco involved with the tour, BRC&W No 6565, worked the non-electrified sections, and was assistant loco during reversal movements. Organised jointly by the LCGB and the Bulleid Pacific Preservation Society, the tour ran over the soon to be closed Uckfield to Lewes route and was the final passenger carrying train between Polegate and Stone Cross Junction (Eastbourne avoiding line). Withdrawn in December 1968, No 20001 was reinstated in January 1969, possibly just to work this tour? Withdrawn again later that month, it was cut up by J. Cashmore Ltd at Newport, South Wales. The two headcode discs carry the Sussex emblem of six Martlets, a mythical bird used in heraldry. 4 January 1969. (John Tolson)

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Image 13: Two unidentified Cravens two car units, later Class 113, stand at Arlecdon in the wilds of Cumberland, now part of Cumbria. The “Ravenglass & Rowrah Tour”, organised jointly by the SLS and MLS, is on the remaining 45 chains (½ mile) of the Cleator & Workington Junction Railway (closed 1938). Retained as a “backshunt” for trains accessing local quarries, it remained in use until 1978 and was lifted in 1980 along with the access route to Rowrah, the Whitehaven, Cleator & Egremont Joint Railway (seen right). Having reversed up the stub, the tour was due a 30 minute wait, but left after 17 minutes heading directly to Rowrah. After visiting other freight only tracks in the area, the tour halted at Ravenglass for three hours for a round trip on the Ravenglass & Eskdale Railway behind locomotive “River Mite”. Journey’s end back at Lancaster was two minutes early at 20.03. 15 March 1969. (John Tolson)

Image 14: Organised by the RCTS (West Midland Branch) “The Forester Rail Tour” was the 200th tour organised by the RCTS. Worked by Met-Cam cars 50304+59115+50338 (later Class 101), they are seen at Rugby Central during the booked 16.48-16.58 reversal before the return trip to Coventry.

Rugby had been reached by traversing several freight lines such as Enderby Goods, the Desford to Coalville line, before heading east to Nottingham via more freight only lines, Castle Donnington to Trent Junction being one such. Passenger services south of Rugby Central ceased on 3 September 1966, the station and Great Central Railway line north to Nottingham Arkwright Street station would close on 3 May 1969, shortly after the tour visit. In August 1991, Car No 50338 (nearest the camera) became Laboratory coach 977694 in test unit Lab 19, Iris 2. It still survives, based since April 2023, on the Plym Valley Railway, Devon. 19 April 1969. (John Tolson)

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Image 15: The “Welsh Borderer” rail tour, seen crossing the A495 main road, was run by the WRC comprising nine brake vans. This tour is not listed on the Six Bells Junction website. However tour ticket details and order of photographs reveal the tour started from Wrexham General. It then visited Oswestry, Nantmawr (Quarry), Ruabon, Minera, Wrexham Central, Pickhill (on the line to Ellesmere), Penyfford, Hope Junction, and Mold before terminating at Wrexham Exchange. Motive power for the tour was BR Type 2 Bo-Bo (later Class 24) No D5075. It is crossing the road (note the flagman) near Porth-y-waen on the Nantmawr (Quarry) branch, which remained open until 1984. At picture date this was the remaining stub of the Tanat Valley Railway which closed to passengers in January 1951. A 2021 Google street view shows modern road-rail crossing signs in situ, but the rails are now either lifted or under the tarmac. 24 May 1969.

(John Tolson)

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Image 16: We see D5075 and the WRC “Welsh Borderer” rail tour again, this time on the Mold branch. Llong station is directly behind the photographer as he captures the train waiting for level crossing gates protecting Alyn Lane to be opened by the train crew. This line was once a double track London & North Western Railway through route from Chester (Saltney Junction) to Denbigh. The line beyond Mold closed on 30 April 1962; the section seen here was singled in the late 1960s before finally succumbing in March 1983. Tour loco D5075 was built at BR Crewe Works in March 1960, receiving its TOPS number 24075 in February 1974. Withdrawn from service in January 1976, it was cut up at BR Swindon Works in July 1976. A Google street view, dated 2022, show the cottages still extant, but with the TV aerial now replaced by a satellite dish. 24 May 1969.

(John Tolson)

Image 17: Viewed at Sheffield Victoria is the “Woodhead Electric Rail Tour”, organised jointly by the SLS (N.W. Area) and MLS. Class EM1 (later Class 76) Bo-Bo electric locomotive No 26049 is seen having arrived from Manchester Piccadilly. After 30 minutes, 26049 would take the tour forward to Rotherwood, run round, head to Tinsley yard and hand over to No D5697. The Class 31 diesel loco then took the train via Rotherham Central, to rejoin the Woodhead line at Wath Central. The next section via Barnsley Exchange to Barnsley Junction at Penistone included the notorious Worsborough 1 in 40 incline, one of the reasons for originally electrifying the Woodhead line. At Penistone, 26049 resumed haulage of the train back over Woodhead to Manchester. No 26049 was built at BR Gorton Works in September 1952, named Jason in August 1960, renumbered 76049 in August 1972, withdrawn in November 1980 and scrapped at Rotherham in March 1983. 22 November 1969. (John Tolson)

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Image 18: Some seven years after it lost its passenger service in September 1963, Abingdon station, Oxfordshire briefly echoes to the chatter of rail travellers again. Passengers off d.m.m.u. cars Nos 50679+59291+50727 (later Class 120) forming the LCGB (Bath Branch) “Isis Rail Tour” have 5 minutes to stretch their legs. The flat wagons (left) were, at the time, used to transport MG cars from British Leyland’s Abingdon plant. The tour continued over more freight only lines, first to Witney on the remains of the Fairford branch, Bicester London Road, Wallingford, Welford Park on the Lambourn branch, then finally through Melksham to Chippenham and back to Bristol. Abingdon station closed completely in June 1984; almost inevitably a supermarket was built on the site. Happily the branch to Wallingford survives as a heritage line, while Melksham and Bicester stations have reopened to passengers. Sadly all the other routes eventually lost their freight traffic and closed. 4 February 1970. (John Tolson)

Image 19: Our intrepid photographer, John Tolson, has climbed a bracket signal to take this elevated view of the RCTS “London & North Kent No 2 Rail Tour” standing at Grain station. Class 6B “Hastings unit”, later Class 203, No 1033 and Class 2H, later Class 204, No 1119 d.e.m.u.s worked the tour which started its perambulations from Clapham Junction. Grain station had a short 10 year working life, it opened on 3 September 1951 and closed on 4 December 1961. It replaced Grain Crossing Halt and Port Victoria stations which had been “swallowed up” by the expansion of the adjacent oil refinery. On the way to Grain the tour had done a loop around south London to access the Merton Abbey branch. Merton Abbey station opened in 1868, closed in 1917, reopened in 1923, closing to passengers again in 1929 and to freight in 1973. After departing Grain the train visited Chatham Goods and Southfleet freight lines. 21 March 1970. (John Tolson)

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Image 20: Listed as the first rail tour to be organised by the Scottish Railway Preservation Society (SRPS), the “Edinburgh Rambler Rail Tour” is seen at Cockenzie Power Station, which ceased generating in March 2013 and was subsequently demolished. After a chequered career, tour locomotive Type 1 Bo-Bo No 8102 still exists. Built in 1961 by English Electric, it became Class 20 No 20102 in January 1974. Withdrawn by BR in September 1991, it was sold to RFS Industries, where, jointly numbered as 2008 and TML8, it saw use on Channel Tunnel construction trains. Bought in 1998 by Direct Rail Services, they refurbished it, plated over the tablet catcher recess and fitted extra fuel tanks. Reclassified as 20/3 No 20311, it was then used to haul radioactive waste trains. Sold again in 2012 to Harry Needle Railroad Company (HNRC), it is immortalised in OO gauge model form as HNRC orange liveried No 20311. 23 May 1970. (John Tolson)

Image 21: An unidentified 3 car Met-Cam unit (later Class 101) in mixed liveries is caught on camera at Tollcross East whilst working the BLS “Glasgow South Rail Tour”. The line here was on a section of the Caledonian Railway which ran between Newton and Glasgow Green. This section, along with Tollcross station, was closed in 1964, losing out to a parallel North British Railway route. However a stub to Tollcross remained in use for freight until at least 1966. A minor query on the Six Bells Junction website questioning whether the tour actually visited Tollcross was partially satisfied; this photograph adds confirmation to the fact, it did! Leaving Tollcross the tour criss-crossed Glasgow, heading south to Giffen, closed to passengers in July 1932, east to Bedlay Colliery, closed in December 1981, and then west to Renfrew Wharf, closed to passengers in June 1967, before finally terminating back at Glasgow Central. 29 August 1970. (John Tolson)

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Image 22: This tour, the BLS “Elgin-Burghead Rail Tour”, was short, both in distance covered, and time. The tour is depicted just short of the platform at Burghead. Departing Elgin at 11.25, after 5 miles the tour left the Aberdeen to Inverness main line at Alves to run a further 5 miles to Burghead, where tour is depicted just short of the platform. Arrival was due at 11.58 with departure at 12.05; the tour was booked back into Elgin at 12.38. A total of 20 miles 40 chains covered in 1 hour and 12 minutes. Burghead was originally the terminus of an 1862 built branch from Alves, but it became a through station when the line was extended to Hopeman in 1892. Passenger services ended in September 1931 and freight beyond Burghead ceased in 1966, final closure coming in 1992. The unidentified Swindon built 3 car “Cross Country” unit (later Class 120) was utilised for the tour between scheduled BR Aberdeen-Elgin services. 31 August 1970. (John Tolson)

Image 23: “Have a break, have a Kit-Kat”, it is possible some wag on the BLS “Ouse & Aire Rail Tour” uttered that phrase during the tour “break” at Rowntree Halt in York. The single platform halt was opened in 1927 on the Foss Islands branch of the LNER. It was solely for use of Rowntree’s staff using services not advertised to the public; this included works outing specials. Final trains to use the halt, which closed on 8 July 1988, were the 06.15 Doncaster to York public service, which continued for workers only, to arrive at 07.15. The return working departed at 16.35, becoming a public service as the 16.42 York to Doncaster. The four d.m.m.u. cars forming the tour are 3xMet-Cams, from, nearest the camera, 51546 (later Class 111), 59048 (Class 101), 59578 with buffet (Class 111), and BRC&W 51845 (Class 110). The tour started from Sheffield at 10.26, arriving back there 12 minutes early at 17.48. 24 October 1970. (John Tolson)

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Image 24: The forlorn remains of Swindon Town station on the former Midland & South Western Junction Railway (M&SWJR) were the first port of call for the joint WRC and Great Western Society (Bristol Branch) tour, the “Somerset Rambler 3”. After Swindon, a trip around all three sides of the triangle at Bradford Junction, near Trowbridge, was followed by visits to Cranmore and Merehead Quarry. Next, were visits to Taunton Goods lines, Wapping Wharf (Bristol Docks), the mothballed Portishead branch before journey’s end in Bristol. Swindon Town closed to passengers in September 1961 and freight in 1966. However trains of construction material (seen piled left) for the M4 motorway continued until 1972. The old M&SWJR headquarters building (mid-left) looks down with disdain on a product of the “other” railway in town as Swindon built, Class 120 d.m.m.u. cars Nos 51576+59582+51590 invade some of the last remnants of the “Tiddley Dyke”, as the M&SWJR was affectionately known. 27 March 1971.

(John Tolson)

Image 25: If the delights of Hafodyrynys Colliery/Washery and one of its steam locomotives were still available, who would need fancy dining and the splendours of the Settle-Carlisle line? Back in 1971 passengers off the RCTS (Bristol area branch) “Eastern Valleys Rail Tour” clearly find the colliery fascinating. Booked to reverse between 12.46 and 12.49, it would appear those times weren’t achieved? Although the full itinerary and timings appear on the Six Bells website, the identity of the d.m.m.u. tour stock doesn’t. As Car No 50739 is clearly identifiable, it can be assumed its partners from 1968 to 1973, Nos 59588 & 50695, are the other two. All were Swindon built “Cross Country”, later Class 120. The steam locomotive, an 0-4-0ST, was a 1967 amalgam of three locomotives. Hafodyrynys Colliery closed in 1966, but coal from two other sections was brought up and washed here until 1975 when the last shaft/drift “Glyntillery” was closed. 8 May 1971. (John Tolson)

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Image 26: The WRC “Harlaxton 95” tour is seen at Castlethorpe Junction on the British Steel Corporation (BSC) Harlaxton Ironstone Railway, the BR connection here was to the former GN line to Denton Sidings. Built in 1941 to satisfy a wartime need for iron ore, the Harlaxton line was about 5 miles long and steeply graded at an average of 1 in 40, a reversing point was incorporated to ease the climb. Note the tour stock, access ladder and straw bales for seating. Class 14 loco No D9541, built in 1965 at BR Swindon, was motive power. Initially working on BR Western Region, D9541 transferred to Hull (Eastern Region) in 1967. Withdrawn by BR in January 1968, it was bought by BSC and renumbered 26. It worked at Harlaxton, near Grantham, from November 1968 until system closure in 1974. Transferred to work at BSC Corby Steelworks, it was scrapped there in August 1982. 19 June 1971. (John Tolson)

Image 27: Craig-y-nos station is host to the BLS “Dulais & Llynfi Valleys Rail Tour” comprising Derby built, later Class 116, cars, Nos 50091+59041+50133. Apart from using Pannier Tank No 9642, four open wagons plus brake van over part of the Maesteg colliery (NCB) railway, this was a typical d.m.m.u. tour of the time. It was organised to visit many former passenger routes and sites, which at the tour date had been reduced to freight only. One such was the Neath & Brecon Railway and its Penwyllt station. Opened in June 1867 it was renamed Craig-y-nos in 1907; closure to passengers came in October 1962, whilst freight to the adjacent Penwyllt quarry continued until 1977. The station building (still standing in 2021) was funded by opera singer Adelina Patti; constructed in 1886 it incorporated her own personal waiting room. Craig-y-nos station appeared as Chieveley Station, Natal, South Africa in the 1972 film “Young Winston”. 3 July 1971. (John Tolson)

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Image 28: Kilmarnock power station overshadows the BLS “Man of Ayr Rail Tour” formed of an unidentified 3 car Met-Cam, Class 101 d.m.m.u.

Ironically this unit “failed” at Ayr, from where the tour continued about 45 minutes late with a replacement unit. The train is close to the site of Riccarton & Craigie station, built in 1902 on part of the former Glasgow, Paisley, Kilmarnock and Ayr Railway. The station, a single island platform, stood about 75-100 yards behind the unit, but never opened for regular passenger use. Only excursions and relief passenger trains, plus freight traffic, ran over this section, which closed as a through route in 1965. Kilmarnock by-pass has obliterated all signs of a railway existing here. The power station closed in 1975 - film of the cooling towers being demolished in 1976 can be found online. To the right is the distinctive Riccarton Parish Church, built 1823-1825 atop Moot Hill, the “Hill of Judgement”. 28 August 1971. (John Tolson)

Image 29: Another tour not listed by Six Bells Junction is this, the “Docks Tour” organised by the Ipswich Transport Society (ITS) to visit their home town’s, dock rail network. The tour, led by No 2135, a BR diesel mechanical 0-6-0 shunting loco, later Class 03, is seen crossing Bridge Street (A137) whilst leaving St Peter’s Dock; it is passing under a grain elevator/conveyor system which fed into R&W Paul Ltd Mill/Silo. Nothing now exists to show that an extensive railway system was ever here. The fate of the patiently waiting Hillman Imp, SPV 964, delivered to the Ipswich area between July 1963 and January 1964, is unknown. But we do know locomotive No 2135 was built at BR Swindon in 1960, renumbered 03135 in March 1975 and withdrawn from Colchester in January 1976. It met an ignominious end in July 1976 when cut up at Woods scrap yard, Queenborough, Isle of Sheppey. 3 October 1971. (John Tolson)

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Image 30: Who ran the “Edinburgh Rail Tour”? Six Bells Junction website states the “Royal Society of Scotland”, elsewhere the “Railway Society of Scotland” is suggested. The latter is more probable, but whoever ran the tour, run it did, using this unidentified 3 car Met-Cam, Class 101 unit. It is seen at Smeaton station which opened in May 1872 on the North British Railway’s Macmerry branch. Another line later went south to connect with the Waverley route at Hardgreen Junction, but this closed in 1934 (this view looks north). Smeaton lost its passenger service in September 1930, gradually all other lines in the area closed. By 1965, only the 2½ - 3 miles from Monktonhall Junction to Dalkeith Colliery and Washery, just south of the station, remained.

The colliery closed in 1978, the washery and railway finally closing in 1980. The bridge carrying a minor road remains; the rails beneath replaced by a tarmac cycleway and footpath. 16 October 1971. (John Tolson)

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Image 31: Five years after the final “Bournemouth Belle” departed London Waterloo, Pullmans grace its interior again. 5BEL e.m.u. set No 3053, forming the RCTS “Brighton Belle Commemorative”, awaits its 10.10 departure time. As well as Waterloo, the tour visited other 3rd rail electrified Southern Region stations unfamiliar to the unit, such as Portsmouth Harbour, Littlehampton, Bognor Regis and Hastings. However, to end the day the unit was booked to run over its usual stamping ground from Brighton to London Victoria in 54 minutes. This was a repeat of the same tour run a week earlier, the last regular service “Brighton Belle” ran on 30 April 1972. It has to be said the drab BR corporate blue/grey which replaced the Pullman livery does nothing for the unit. All 5 cars survive, with Car 285, 2nd in the formation, under restoration with the 5BEL Trust for eventual return to service of a “Brighton Belle” 3rd rail e.m.u. 8 April 1972. (John Tolson)

Image 32: The BLS “Glamorgan Rail Tour” has arrived at Blaengarw, specifically at Blaengarw Level Crossing, on the former GW Garw Valley line; in 1972 this was the limit of BR operation. Blaengarw station (opened May 1902, closed February 1953) and Ocean Colliery are roughly a ¼ and ½ mile further ahead respectively, out of sight around the distant bend. The colliery closed in December 1985 with the line closing to freight in early 1986.

However circa 1995, it was used for a land reclamation scheme removing mine waste, etc, this including the track and earthworks of the last mile from Pontycwmmer to Blaengarw. The tour, formed of Derby Suburban d.m.m.u., later Class 116, cars 51138+59448+51191, was allowed one minute (13.41-13.42) to reverse here. As tour participants spread far and wide to explore, good luck with keeping to that! Both driving cars 51138+51151 survive, preserved at the Great Central Railway (North). 22 July 1972. (John Tolson)

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Image 33: The BLS “Forth Man Rail Tour” is at Innerleven, a north-eastern suburb of Methil, Fife. Although the slide is marked “Methil West”, Six Bells Junction states the tour terminated short and reversed here. Looking south-west toward the Firth of Forth, Methil No 3 dock is to the right of the building. Methil, once the prime Scottish port for coal shipments, saw the traffic decline in the 1970s. Following the last shipment in 1977, No 3 dock closed and was partly in-filled; Bay View Stadium, home for East Fife FC since 1998, now covers part of the area in view. Tour stock is listed as (Class 100) 51127+56319 and an unidentified Class 101. No 56391 can positively be identified; whilst the other is almost certainly No 51249. The tour has arrived over the former NBR line from Thornton Junction; once mothballed, it re-opened in June 2024, terminating at a new Leven station, just to the rear of the photo position. 26 August 1972. (John Tolson)

Image 34: London Transport organised this tour, seen at Harrow-on-the-Hill, to celebrate the 50th anniversary of their ex- Metropolitan Railway electric locomotives. At the time, just two of the original 20 remained operational, No 5 John Hampden and No 12 Sarah Siddons. This Sunday tour began and ended at Wembley Park; it comprised seven brake vans numbered B555 to B560 and No B582. It is believed the station clock has stopped at 10.05 as the sun position strongly indicates a time of around 14.15. This fits with the booked 14.12-14.28 reversal, which allowed tour participants to grab a quick photograph. If correct, No 5 has just arrived from Uxbridge and No 12 will now lead to Amersham. Later in the day the tour was curtailed when van No B559 ran hot. The 1,200 horse power Metropolitan Vickers built locomotives had a top speed of 65 m.p.h. Both survive, No 5 on static display, whilst No 12 is maintained in running order. 16 July 1972. (John Tolson)

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Image 35: Although the slide is annotated Oxcroft Colliery, the tour itinerary reads Oxcroft Colliery (BR limit). The lack of colliery infrastructure indicates this is that point, and the BLS “Master Collier” tour reversed here. Six Bells Junction erroneously list the tour stock as a four car MetCamm set, it is in fact a BRC&W (Class 104) d.m.m.u. The lead vehicle can be identified as No 50554; as this was coupled to cars 59211+59234+50575 from September 1971 to August 1974 it is a reasonable assumption they are the other 3 cars. Although only Oxcroft and Glapwell collieries were visited, many more were passed on the 98- mile perambulation from Sheffield. The embankment, to the right, carries the M1 motorway, then just 4 years old. The Pylon Appreciation Society indicates the Transmission Tower, left, is a type L2 angle tower, which allows the direction of the cables to be altered - not a lot of people know that. 28 October 1972. (John Tolson)

Image 36: The “Buchan and Mearns”, seen at Brechin, was a joint SLS and Strathspey Railway Association (SRA) tour. Brechin station opened in 1848 as the terminus of a four mile branch from Bridge of Dun on the Aberdeen, later Caledonian, Railway. Two other railways arrived later, the Forfar & Brechin Railway in 1895 and the Brechin & Edzell District Railway in 1896, all passenger services ended in 1952. After line closures in 1958, Brechin became the terminus of just a freight only branch from Bridge of Dun. When the main line south of Bridge of Dun closed in 1967, Brechin became the terminus of a 9 mile branch from Kinnaber Junction (near Montrose), complete closure came in 1981. But all was not lost, in 1986 Brechin station was designated a listed building, and the line as far as Bridge of Dun resurrected. From 1993 it has been operated as a heritage railway by the Caledonian Railway (Brechin). 26 May 1973. (John Tolson)

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Image 37: The joint SLS/SRA “Buchan & Mearns” rail tour is seen again, this time in Aberdeen at the Great North of Scotland Railway’s Waterloo station. Opened in 1856 it closed to passengers in 1867; most buildings in this view, excluding the platform, were demolished in the mid-1970s. At the time of writing (February 2024) the site remains rail connected and continues to see a handful of freight workings per week. Tour stock is a three car Met-Cam, later Class 101, d.m.m.u., the power/driving cars are known to be No 50254 (closest) and No 50264, with No 59560, a strong contender as the centre car. Having departed Glasgow at 08.13, and travelled as far north as Fraserburgh, return would be at 22.10. Notable left, are “Noble and Sons” coal merchant’s 1965 Bedford “CA” flat bed pick-up truck and the circa 1950 Seddon lorry - both would be classed as classic road vehicles if they exist today. 26 May 1973. (John Tolson)

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Image 38: Not the most impressive Scottish waterfall, but the sight of the River Kelvin tumbling over a man-made weir has tempted our intrepid cameraman to include the scene in his photograph of “The Clydesider” rail tour. Organised by the BLS, the train, having just passed through Partick Central station, has stopped on the bridge over the river which will soon flow into the River Clyde. Partick Central opened in May 1896 (renamed Kelvin Hall in 1959) was on the Lanarkshire & Dumbartonshire Railway, later part of the Caledonian Railway. Closed to passengers in October 1964, freight would cease in October 1978. Tour stock comprises Met Cam car No 51453, later Class 101 (nearest camera), and Derby built Class 107 cars Nos 59792 + 52021. The tail lamp will soon be removed as the train reversed here for a return to Yoker and finally Glasgow Queen Street High Level to end the day. 24 August 1974. (John Tolson)

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Image 39: We visit Fawley again (see image 11), this view looks south toward the station playing host to the BLS “Hampshire Branch Lines Rail Tour”.

The Fawley branch opened on 08 July 1925, primarily to serve the Atlantic Gulf West Indies Petroleum Corporation (AGWI), later Esso, refinery. The single track, left, served the original 1921 built, 670 acre, AGWI refinery, but vast expansion to over 3,000 acres over ensuing years saw Fawley refinery surround and engulf the station following its closure to passengers in 1966. The 17 lever signal box, built by the Southern Railway in 1925, was an LSWR type 4 box. It remained in use until July 1978 when it was closed and demolished. The tour comprises a type 3H (H for Hampshire), later Class 205, d.e.m.u. No 1124. It was withdrawn in 2000 and scrapped. From 1962 this type of unit, nicknamed “Thumpers”, worked passenger services over the line. 22 March 1975. (John Tolson)

Image 40: This was the 2nd “Second Cross Town Rail Tour”, a repeat of the original run on 1 November. The BRC&W Class 33/1 locomotive, No 33110, has just propelled two 4TC coach sets into Barking to reverse direction before hauling the coaches to Fenchurch Street, all without the need to uncouple and run round its train. Built in 1960 as a conventional Class 33 diesel locomotive numbered D6527, it was converted to work in electro mechanical Push-Pull mode in February 1967, primarily over the then non-electrified section of the London Waterloo to Weymouth route between Bournemouth and Weymouth. Some of the cables and air pipes for push-pull operation protrude and clutter the front of the loco (compare with a standard Class 33 front in image 10). Withdrawn in September 1992, 33110 entered preservation in September 1993; in 2024 it was located at a private site in Essex. 21 November 1975. (Trevor Davis)

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Image 41: One tour, three names? Organised jointly by the LNER Society and the Thompson B1 Locomotive Society, this tour isn’t listed on the Six Bells website. However, from the photographer’s notes and his other images we know the tour started from London Marylebone behind Class 47 No 47076 to run via Banbury and Coventry to Nuneaton. From there, sister engine No 47351, carrying “The Master Cutler” headboard, headed to Sheffield via Derby. No 47351, now bedecked with “The Hook Continental” headboard, was photographed at Sheffield before departure via Peterborough, Ipswich and Manningtree North curve to Harwich Parkeston Quay. Finally, adorned with “The Scandinavian” headboard, No 47351 took the tour back to London Liverpool Street. The 1965 built Brush Type 4 Co-Co No 47351 was primarily a freight loco, so would have been prized by the “haulage bashers”; it was withdrawn from service in July 2000 and cut up for scrap at Wigan in February 2001. 8 May 1976. (Graham Taylor)

Image 42: Q/. When is a rail tour not a rail tour? A/. When its the “Humber Paddle Steamer Tour”. This RCTS special, seen at New Holland Pier station, ran from London King’s Cross via Newark, Lincoln and Market Rasen. It returned over a slightly different route via Scunthorpe, Doncaster and Newark to King’s Cross. Type 2 (Class 31) A1A-A1A Diesel Electric No 31322, built by Brush in 1962, was motive power in both directions. It is seen reversing the stock out of the station for a five hour layover while passengers enjoyed a trip on board coal fired Paddle Steamer PS Lincoln Castle.

The “roadway” along the pier gave vehicular access to the Humber Ferry. With the opening of the Humber Bridge in 1981 both the ferry service and New Holland Pier station closed. No 31322 was withdrawn and scrapped in 1989. As for the PS Lincoln Castle, unfortunately, in 2010, she too was scrapped. 4 July 1976. (Graham Taylor)

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Image 43: Abingdon, Oxfordshire plays host to British Rail’s “Crosstown 3 Rail Tour”. Quite how Abingdon, some 60 miles from the centre of London, can be called part of “Town” is uncertain? Here BRC&W Bo-Bo Class 33/1 Diesel Electric Locomotive No 33113 has just arrived towing 8 coaches formed of two 4TC (Trailer Control) coaches. Next No 33113 will propel its train away; this was the fifth of fourteen reversals undertaken by the tour, showing the versatility of the Southern Region Class 33 and 4TC Push-Pull combination. The “contraption”, seen right, appears to be a loading ramp built in 1973 to load MG cars onto double deck car transporters. Passenger services ended here in 1963; in 1980 the cessation of car production in Abingdon left just a fortnightly coal train over the line, until complete closure came in 1984. No 33113 was withdrawn in October 1992, and finally scrapped in January 1997. 16 October 1976. (Trevor Davis)

Image 44: Farringdon Station: on the final day trains would run over the widened lines into Moorgate off the Eastern Region of BR (the old Great Northern Railway).

Type 2 A1A-A1A Class 31 No 31183, built by Brush in 1960, runs through with the RCTS “Great Northern Suburban Rail Tour”. This was the last passenger carrying train over King’s Cross, York Road station curve to run to Moorgate.

Sister engine No 31249 headed the return to become the last “revenue” train, over the Hotel curve, into King’s Cross suburban platform. No 31183 later worked the tour from Broad Street Station via Canonbury to Finsbury Park as the last service over that route. 31183 was withdrawn in July 1988, and scrapped in August 1989 by Booth-Roe, Doncaster. The train is passing under a “Whistle Gantry” which provided an early, simple form of communication between signal boxes and train drivers.

Note the whistle top left. 6 November 1976.

(Graham Taylor)

Image 45: The RCTS “North & East Kent Rail Tour” is seen on the Royal Navy (RN) Chatham Dock Yard Branch, to be precise at bridge No 729 over Medway Road. This point, about 1,400 yards (0.8 mile) from the main line, was just short of the dockyard gate (behind the photographer).

The RN base closed in 1987; the branch was last used in 1991-1993 to remove contaminated soil from the site. In 2024, from a now severed main line connection, track remains in situ up to and over Bridge 729, but then comes to an abrupt end. While some passengers have detrained via the emergency ladder, others have bailed out the hard way. Having arrived at 15.22, the indicator blinds already display red, ready for departure at 15.36.

Tour stock is a 3 car Class 207, formerly 3D, d.e.m.u. No 1312; it remained in use until withdrawn and scrapped in September 1987. 26 March 1977. (Graham Taylor)

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Image 46: In this view the Merchant Navy Locomotive Preservation Society’s (MNLPS) “Thames-Tamar Express” is standing in what remains of Bere Alston station. It is hard to believe this was once a proud station on a double track main line over which express trains ran to London. The track on the left used to run to Callington, but was cut back to Gunnislake in 1966, the right hand track leads to Plymouth. It is only the fact that poor road access from eastern Cornwall into Plymouth saw these tracks remain. The line beyond Bere Alston to Okehampton closed in 1968 and the section here singled in 1970. The folly of closing this line as a through route is brought into focus when frequent storms disrupt the coast hugging railway at Dawlish, on the one remaining rail route to access Plymouth and Cornwall. BRC&W Bo-Bo Class 33/1 No 33106 will lead the train back to Plymouth.

16 April 1977. (Trevor Davis)

Image 47: Having left Bere Alston, Class 33/1 No 33106 has brought the MNLPS “Thames-Tamar Express” to Plymouth Friary, just short of the Friary terminus station. Tour stock comprises two 4TC sets, Nos 420 and 433, between them is Restaurant Mini Buffet (RMB) coach No S1872 “wired and piped through” for push-pull operation on the Southern Region. At the other end of the train, obscured by wagons, is sister BRC&W Class 33/1 No 33104. By utilising their push-pull capabilities and through wired coaching stock, both locos power the train when underway. After a 30 minute stop for photographers to do their thing, No 33104 led the train via Taunton to Westbury, following reversal; No 33106 led the final leg of the tour back to London Waterloo. Sadly neither Class 33/1 survive, No 33104 was withdrawn and cut up in December 1985. After withdrawal in November 1990, No 33106 was scrapped in September 1992. 16 April 1977. (Trevor Davis)

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Image 48: A tour with no name, organised by the East Suffolk Traveller’s Association (ESTA), is seen in Leiston station on what used to be the Saxmundham to Aldeburgh branch. The line closed to passengers in September 1966 and was cut back to a point around a mile beyond Leiston where a siding to load spent nuclear fuel from Sizewell “A” power station was installed. The two coach rail tour, having visited the siding, had halted on the return for a 10 minute photo stop; nearest the camera is Class 105 d.m.m.u. car No 56448, the other was a Class 100 car, No 51115. Nuclear waste and track inspection trains run over the line on an irregular basis passing the platform and still extant station buildings. All are now private residences; the nearest structure, including the Leiston Building Supplies annexe, is now divided into two properties named “The Old Railway Station” and “Couplings”. 25 June 1977. (John Tolson)

Image 49: The ESTA tour with no name is near the end of its day out around Suffolk as it waits in Trimley Station up platform loop to cross a service train bound for Felixstowe. When the single line ahead clears, Class 100 d.m.m.u. car No 51115, now leading the tour, will run the final 14 miles of its 147 mile trip to terminate at Ipswich. The up platform became disused when the adjacent track was incorporated into the 1987 built Trimley to Felixstowe North Freightliner Terminal freight only line. The current (2024) hourly Ipswich to Felixstowe passenger services use just the down platform, the running in board has been replaced with a replica, but the station house garden behind it is now a veritable forest. The main station building survives in a semi-derelict condition under threat of demolition; however a local community group hope to save and restore it.

25 June 1977. (John Tolson)

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Image 50: An English Electric Type 4 1Co-Co1 Class 40 diesel (nicknamed “Whistlers”), is seen at Spalding with the Lea Valley Railway Club “The Trans Pennine” Rail Tour. Headed by No 40161, the train would transit the Pennines via the Woodhead line on the outward leg to Manchester and by the Hope Valley route on the return run. Although the tour arrived from King’s Cross 23 minutes late, participants wandering around indicate a possible crew change is taking place; departure was 16 minutes late. It’s good to note that BR had a fine display of dandelions on a platform to complement the annual Spalding Flower Parade! Tour loco No 40161, built in 1961, was a substitute as the booked loco had failed. Surviving being stored unserviceable for a month in February 1976, it lasted until eventual withdrawal in December 1980; and was scrapped at BR Swindon in June 1981. 8 October 1977. (Graham Taylor)

Image 51: The futuristic headboard proclaims 74, as this was the “Class 74 Farewell” Rail Tour. Organised jointly by Railway Pictorial Publications Rail Tours (RPPR) and the Diesel and Electric Group (D+EG), a Class 74 loco is seen at Lymington Pier station, with an Isle of Wight ferry just visible left.

Ten type HA (Class 71) “straight” 3rd rail electric locomotives, built at Doncaster in 1958, were rebuilt in 1967 at Crewe Works as type HB, Class 74 electro-diesels. The 74s could produce 2,550hp working off the electric 3rd rail, as here, or 650hp via their diesel engine. Adding to their versatility, they could work with other Southern Region electro-pneumatic fitted stock and in push-pull mode too. About to propel the tour away to Brockenhurst is No 74003, ex-Class 71 No E5006. Those locomotives remaining active were all withdrawn in December 1977 and subsequently scrapped, J. Cashmore, Newport disposing of No 74003 in December 1980. 3 December 1977. (Trevor Davis)

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Image 52: With just ten Sulzer Type 2 Bo-Bo Class 24 diesels remaining in service at the start of 1978, thoughts turned to “farewell” rail tours for the type. The first was the “Merseyside Express” organised by the D.A.A. Rail our Society; it ran from London St Pancras to Liverpool Lime Street and return. Running out via Nuneaton, Wolverhampton and Chester, return was via Crewe, Stoke and Loughborough. This was listed as the final time Class 24s would work a passenger train from London, hence the wreath. Photographed during its booked ten minute (13.40-13.50) photo stop, the train is seen at Ruabon. Leading is No 24082; built at BR Crewe in March 1960, it was withdrawn in March 1979. The second loco is No 24133. BR Crewe built in September 1960, it was withdrawn in March 1978; both were scrapped at BR Doncaster. Allegedly .. Some stated D.A.A. stood for “Daft As Ar*****es”, 2 vowels and three consonants please Rachel! 14 January 1978. (Graham Taylor)

Image 53: A sight rarely seen, an English Electric Type 4 1Co-Co1 Class 40 in London Victoria station. Organised by D.A.A. and D+EG, “The Whistler Rail Tour” took a Class 40 to several areas of the Southern Region unfamiliar with the type. As departure was 23 minutes late, the driver of No 40173 is looking back for the guard’s green flag, no doubt anxious to get the train underway to run via the Arun Valley to Portsmouth Harbour.

Returning toward London up the “Pompey Direct” via Guildford, the tour passed within 3 miles of its Victoria start and finish point, heading for Hastings via Ashford and Romney Marsh. Of note to the right are BRUTE parcel trolleys, once a familiar sight at BR stations all, save for a few preserved examples, have been scrapped. Sadly the same fate awaited No 40173; it met its end at Forth Ports Authority, Inverkeithing in April 1985.

11 February 1978. (Graham Taylor)

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Image 54: North Woolwich station, which closed in December 2006, is host to the B.R. (S.R., S.W. Division) “Crosstown IV Repeat” Rail Tour. And cross town it did, going as far south as Orpington, west to Southall, east to Slade Green and north to Enfield Town. Clapham Junction was visited on four occasions, each approach being from a different point of the compass. Motive power for the train, push-pull fitted Class 33/1 No 33107, is out of sight. The 2 x 4TC sets Nos 406+408 sandwiching RMB No 1872 comprising the tour are about to undergo their 5th reversal. An indication the TCs are off their home territory of the Southern is evident by the old type tail lamp in place. On “home ground”, it was sufficient for the two white indicator blinds to display red. Several 4TC coaches remain in preservation, London Transport has four, and the Swanage Railway 4TC group have seven. 11 March 1978. (John Tolson)

Image 55: Another joint D.A.A. and D+EG rail tour took an English Electric Co-Co Type 5 diesel electric Class 55 “Deltic”, No 55007 Pinza, into Southern electrified third rail territory. “The Man of Kent” headboard declares where on the Southern. Pinza waits in Sittingbourne goods loop whilst tour participants walk to the Sittingbourne & Kemsley Light Railway (S&KLR) for a round trip behind their loco Triumph. Visible behind No 55007 are wagons in the BR sidings principally serving Bowater’s, Sittingbourne Paper Mill (closed 2006). Also visible are the lightweight support poles and overhead tram style catenary wire carrying the Southern Region (SR) 650 volt DC traction supply. In certain goods yards, as here, the ground level live 3rd rail was dispensed with for safety reasons. SR electric locomotives were equipped with a “simple” tram style pantograph to collect traction current during low speed shunting moves. 26 March 1978. (Trevor Davis)

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Image 56: Departing Sittingbourne, No 55007 Pinza took “The Man of Kent” via Canterbury East to the impressive Dover Marine station. Built by the South Eastern & Chatham Railway to serve continental passenger traffic, public opening was delayed by WW1. Used by the military for the duration, around 1,260,000 wounded soldiers passed through before it opened for its intended purpose in January 1919. In November 1924 the Pullman “Continental Express” boat train first ran here, transforming in May 1929 into the famous “Golden Arrow”. During WW2, the station again saw military use; over 200,000 men used it during the Dunkirk evacuation.

Tracks were electrified in 1959, but the opening of the Channel Tunnel spelt the end; it closed to passengers in November 1994. As a listed building, with rails removed, it remains as part of a cruise ship terminal. As Pinza runs round its train an SR 4CEP e.m.u., No 7101, waits to depart to London Victoria. 26 March 1978. (Trevor Davis)

Image 57: An immaculate Pinza is seen at the London end of Dover Marine station, completing its move of running round the stock of “The Man of Kent” Rail Tour. With the coming of 3rd rail electrification in 1959 the platforms were lengthened by 114 feet to take 12 car electric trains.

In just one week the layout of the track-work which No 55007 is traversing was completely remodelled, plus the supports and basic frame work of the riveted footbridge above the locomotive was installed. The footbridge linked the station to Lord Warden Square, providing access for intending foot passengers. In May 1979 the station was renamed Dover Western Docks, alas traffic was being lost to car, air and finally the Channel Tunnel, thus the station closed in November 1994. After recoupling to its train the Deltic would head for London via Ashford, Tonbridge, Edenbridge, Redhill and into London Bridge station. 26 March 1978. (Graham Taylor)

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Image 58: London Bridge station at 15.51 and No 55007 Pinza is stripped of “The Man of Kent” headboard and other regalia at the end of the tour.

Not quite, after running round, it would leave London Bridge at 16.08, run via the “Quarry Line” and the Arun Valley to Bognor Regis. At Bognor a Class 73, No 73127, would draw the whole train with No 55007 on the rear to Littlehampton. Leaving Littlehampton at 18.42 Pinza would run non-stop via Hove to arrive at London Victoria at 20.09. Quite what the citizens of Surrey and Sussex thought about being classed as part of Kent as their counties were traversed is not known! But we do know that No 55007 was named after the racehorse “Pinza” (1950-1977). Sadly BR’s 3,300 horse power, 100 m.p.h. machine was withdrawn on 31 December 1981 and scrapped at BR Doncaster in August 1982. 26 March 1978. (Trevor Davis)

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Image 59: Organised by the Lea Valley Railway Club, the headboard tells us this is the “Atlantic Coast Express” Rail Tour. Seen at Meeth Clay Company siding, Devon, tour participants bail out for the obligatory end of outbound journey photograph. The head code blinds on BRC&W Bo-Bo Class 33/1 diesel electric No 33105 are already set to red for the return to London Waterloo. Comprising 33105, 4TC set No 418+RMB No 1872+4TC set No 410 and 33/1 No 33108, the tour is on the North Devon and Cornwall Junction Light Railway which opened in 1925 between Torrington and Halwill Junction. Closing to passengers and as a through route in March 1965, the section to Meeth, accessed via Barnstaple and Torrington, remained open until 1982 for ball clay traffic. In October 1987 No 33105 hit a fallen tree, damage sustained led to immediate withdrawal; it was scrapped at Vic Berry’s, Leicester in October 1990. 2 April 1978. (Graham Taylor)

Image 60: English Electric 1Co-Co1 Class 40 Diesel No 40185 is being re-coupled to “The North West Rambler” at Hooton station. From London Euston, electric loco No 84001 took the train to Crewe, from where the 40 reached Hooton on the Wirral Peninsula via Chester. After reversal here, the joint D+EG and D.A.A. tour would ramble via Helsby, Newton-le-Willows passing Vulcan Foundry (where No 40185 was built in 1962) to Liverpool Lime Street. Handing over to sister loco No 40170, the tour would return through such points as Oldham and Manchester. Extension of Merseyrail’s 3rd rail electrification reached Hooton in 1985; track in Platform 2 was truncated near where the second coach stands. Electric services now generally use Platforms 3 & 4; Platforms 1 & 2 see irregular use. A new footbridge built behind the photographer’s position replaced the one in view, which was subsequently demolished. Withdrawal for No 40185 came in August 1983, and scrapping at BR Doncaster, in December 1983.

(Graham Taylor)

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Image 61: Not a rail tour this time, but one of six football specials run from Ipswich to Wembley (Central) for the 1978 FA Cup Final. All were hauled

by English Electric Type 3 Co-Co Class 37 locomotives; in this instance No 37037 is seen at Stratford, East London. Ipswich Town, then managed by Bobby Robson and captained by Mick Mills, won 1-0, the goal being scored in the 77th minute by Roger Osborne. Their beaten opponents were Arsenal, managed by Terry Neill and captained by Pat Rice. The sticker in the cab window reads “Take ‘em Town” complete with a silhouette of a Suffolk Punch horse, the club emblem. Underneath are what appear to be the words “Town Express”, more Suffolk Punch symbols are on each buffer. Train engine No 37037 later survived a year working in France; now preserved by the Devon Diesel Society, it is based on the South Devon Railway. 6 May 1978. (Graham Taylor)

Image 62: London King’s Cross station, and EE Type 5 Co-Co Class 55 “Deltic” No 55012 Crepello stands with another joint D.A.A. and D+EG tour, this time the “East Coast Pullman Salute”. No 55012 worked the train to Leeds via Doncaster and showed its paces by touching 99.4 m.p.h. at Tallington. After arrival in Leeds Crepello handed the tour over to two Class 37s; it then worked another tour forward to Edinburgh via the Settle & Carlisle line. No 55012 was named after “Crepello” a 20 year old (1954-1974) stallion, which, ridden by regular jockey Lester Piggott, had won the 1957 Derby. The high speed Deltic version lasted in service another 3 years, being withdrawn in May 1981; it was scrapped in September 1981 at BR Doncaster. Note how the headboard has been crafted with two holes, so as not to obscure the two red tail lights. 20 May 1978. (Graham Taylor)

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Image 63: The Lea Valley Railway Club tour, the “Thames-Forth Express”, rolls into Leeds at 11.42. The two BR Type 2 Bo-Bo Class 25 locomotives, No 25131 leading No 25302, are arriving from London St Pancras. Deltic Crepello took this tour forward on the next leg of its journey to Edinburgh Waverley via the Settle & Carlisle line and Carstairs. After just 18 minutes in Edinburgh, Class 40 No 40175 ran the train back to Carstairs. From there an unidentified electric loco whisked the tour down the West Coast Main Line to London Euston, arriving at 23.00 after an epic 820 mile rail tour. Vic Berry’s of Leicester cut up No 25131 in June 1987, and BR Doncaster scrapped No 25302 in July 1986. Note: . Had the D.A.A. and D+EG tour seen in the previous image left Leeds on time at 11.41 with the photographer on board, this picture would not have been taken. 20 May 1978.

(Trevor Davis)

Image 64: Leaving Leeds eight minutes late the “East Coast Pullman Salute” with Class 37 Nos 37102+37037 in charge headed for Scarborough via Harrogate and York. After a 17.00 arrival they reversed the stock out of the station under one of three impressive semaphore signal gantries that once graced Scarborough station. After passing Class 40 No 40067 waiting to leave with a service train, the 37s undertook a quick run round. A 17.38 departure saw the tour run down the Bridlington line, skirt Hull, pass through Goole and regain the East Coast Main Line. Once through Doncaster, on the return to King’s Cross, the pair touched a creditable 90 m.p.h. at Retford. As stated earlier, No 37037 survives in preservation, whilst sister loco No 37102, later renumbered 37712, also survives (in 2024) with West Coast Railway Company, albeit stored. Alas No 40067 succumbed to the cutting torch at BR Doncaster in April 1982. 20 May 1978. (Trevor Davis)

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Image 65: Seen waiting at Nairn for an Inverness to Aberdeen train to pass, this special, being hauled by EE Type 4 1Co-Co1 Class 40, No 40071, poses a slight conundrum. It is almost certainly a two day BR “Merrymaker Excursion” listed on Six Bells Junction as having started from Cleethorpes with 47219 the day previous. There are however a couple of discrepancies. Six Bells states No 40064 worked the train from Edinburgh to Inverness via Perth. Our photographer’s image order show No 40071 approaching the Tay Bridge from the south, then Montrose, Aberdeen, and all points to Nairn and Inverness. After a short break No 40071 (not 40173, as per Six Bells) then headed the train south to Aviemore, where passengers visited the Strathspey Railway before returning via Perth to Edinburgh and eventually Cleethorpes. Tour loco No 40071 was built in 1960, withdrawn in December 1980 and scrapped at BR Swindon in 1982. 10 June 1978. (Graham Taylor)

Image 66: The result of an RCTS and SEG liaison was “The Marchwood Volunteer”. Run from London Waterloo, primarily to coincide with an open day at Marchwood Military Port (on Southampton Water), other military and former military sites were visited. One such was Hamble Airfield on the branch serving BP’s Hamble oil refinery. The tour comprising two 3 car Class 207 d.e.m.u.s, Nos 1313+1306, is at Hamble North Airfield. The origins of Hamble’s two airfields, dating from 1926, lay with the AVRO Company. In WW2 its use was mainly as a repair establishment, repaired aircraft, such as Spitfires, being ferried out by the renowned female pilots of the Air Transport Auxiliary. Revenue traffic last ran to the refinery in 1986, incredibly, as of 2024, the branch remains in situ. Where it crosses roads, rails remain embedded in tarmac; elsewhere rails are covered in a veritable forest of greenery, edged in places by brand new housing. 22 July 1978. (John Tolson)

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Image 67: The unusual sight of two EE Type 1 Bo-Bo Class 20 locomotives at London Paddington; they are backing out light having arrived with empty stock. Later Nos 20175 + 20156 would head a Lea Valley Railway Club special, the “Severn Choppers Express”, to Bristol and South Wales.

Class 20s had the nickname “Choppers” bestowed on them, hence the rail tour title. Their route to Bristol was via Reading, Basingstoke and Salisbury before rejoining the Western main line at Bath. Both locos came out of EE’s Vulcan Foundry in 1966. No 20156 lasted in service until July 1991; it was cut up the same month by MC Processors, Glasgow. After withdrawal in 1991, No 20175 was bought by RFS Industries; it carried two numbers, RFS 2007 and TML7, when used on Channel Tunnel construction work by TransManche Link. Noted “stored unserviceable” at RFS Doncaster in January 1995, it was later scrapped. 3 September 1978. (Trevor Davis)

Image 68: Having reversed direction in Bristol Temple Meads, after arrival from London, the “Severn Choppers Express” ran through the Severn Tunnel. After passing Newport, the tour with its two 20s, Nos 20175+20156, traversed a former GWR line, now known as the Ebbw Valley Railway, and arrived into Ebbw Vale. With the colourful houses of Brynhyfryd Terrace visible left, the two locos are standing within yards of where Ebbw Vale Victoria station, closed in April 1962, once stood. That site (behind the photo position) is now Gorsaf Parcffordd Glyn Ebwy, in English, Ebbw Vale Parkway station, which opened in February 2008. In a manner that would send modern day railway personnel into a frenzied panic, tour participants alight to witness the locomotives run round their train. After visiting Oakdale Colliery the train headed to Gloucester, running along the west bank of the River Severn before returning to London, with two Class 37s in charge. 3 September 1978. (Graham Taylor)

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Image 69: English Electric Type 4 1Co-Co1 Class 40 No 40186 stands at Nuneaton with the “Three Way Special” organised by the Thompson B1 Locomotive Society. This tour appears to be a repeat of that seen in image 42, but with “an addition”. Two Class 25s had brought the train, running as “The Master Cutler”, from London Marylebone. No 40186 would now take it forward to Sheffield, Rotherwood sidings. From there, running as “The North Country Continental”, a pair of Class 76 electric locos crossed the Pennines via the Woodhead route to Manchester and return as “the addition” to the 1976 tour. That second nameboard was carried onward by No 40186 from Rotherwood to Harwich Parkeston Quay. Finally a third headboard, “The Scandinavian”, adorned No 40186 from Harwich into London Liverpool Street. The 40 was withdrawn in December 1982 and cut up in March 1983 at BR Doncaster. 16 September 1978. (Graham Taylor)

Image 70: Manchester Piccadilly and Class 76 locomotives No 76028 (nearest camera) and No 76025 carry out a hasty run round after arrival from Rotherwood sidings, Sheffield with the “Three Way Special”. Having arrived at 14.08, 42 minutes late, they will depart at 14.32, just 24 minutes late.

76025 will lead the pair back to Sheffield via the Woodhead route. The two oval stickers on the cab front read TBLS, standing for Thompson B1 Locomotive Society, organisers of the tour. The three headboards carried on the day, “The Master Cutler”, “The North Country Continental” and “The Scandinavian”, were all named trains which the Class B1 steam locomotives would have hauled in their day. Both BR 1,500 volt DC electric EM1 Bo-Bo Class 76 tour locos were withdrawn from service in July 1981 when the Woodhead line closed; they were cut up by C.F. Booth, Rotherham in June and March 1983 respectively. 16 September 1978. (Graham Taylor)

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Image 71: With withdrawal of the type underway, “The ‘4SUB’ Rail Tour” was organised by the LCGB to visit some of the Southern Region’s 3rd rail electrified London suburban system where these e.m.u.s were once a familiar sight. Originally designated 4SUB (4 car Suburban unit), under the TOPS system they became Class 405. BR Eastleigh built 185 4SUBs between 1941 and 1951; unit No 4633, seen here at Aldershot, came from the last batch constructed from 1949 to 1951. Built to move as many persons as possible during “rush hours” they could carry 456 seated passengers, plus innumerable others standing. The fact the two centre cars were full width compartment stock, which gave no emergency access to other parts of the train, was a factor in their demise. All had been withdrawn by 1983, save for one set retained for preservation. Note both a head code and an old style tail lamp are showing. 2 December 1978. (John Tolson)

Image 72: More collaboration between D.A.A. and D+EG, this time with the organisation of “The Wigan Wanderer” rail tour. Departing from, and returning to, London St Pancras. Class 40 No 40106 worked to/from Tinsley Yard, near Sheffield. From there, EE Type 3 Co-Co Class 37 No 37107 would criss-cross the Pennines four times via different routes, Woodhead, Standedge, Copy Pit and the Hope Valley, covering 196 miles in the process. No 37107 and train are seen during a ten minute stop (15.16-15.26) at Rose Grove, Burnley. Wigan itself would be passed nonstop at 16.10.

Apart from passenger pickup/set down stops, crew and loco changes, plus the Rose Grove halt, the tour kept on the move for its entire 13 hour, 520 mile marathon. No 37107 would survive another 20 years until scrapped in December 1998, ironically at Wigan EWS depot. Sadly it would wander no more! 16 December 1978. (Trevor Davis)

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Image 73: A cold and snowy Onllwyn has welcomed the RPPR rail tour “The Welsh Wizard” headed by two EE Type 3 Co-Co Class 37s, Nos 37183 and 37190 (nearest camera). The line here was once the Neath & Brecon Railway; passenger services ceased in 1962.

By 2022, a single track remained leading to Onllwyn coal washery, which, along with the adjacent Nant Helen opencast pit, closed in August that year. Both sites are being redeveloped as the “Global Centre of Rail Excellence”; this track could become the access route. In 2024 both locomotives survive. No 37190 is owned by Locomotive Services Limited. No 37183 was later refurbished and renumbered 37884, from 20012012 it worked in Spain, where it carried the number L34. Now back home, 37884 is owned by Europhoenix and hired to Rail Operations Group. Note the 1970s fashions of flared trousers and several Kevin Keegan hair style, “poodle perms”. 27 January 1979. (Trevor Davis)

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Image 74: A pair of EE Type 3 Co-Co Class 37s run round the RPPR’s “Pembroke Pioneer” at Pembroke Dock; a scruffy No 37177 leads No 37253. At the time of the visit the 1864 built Pembroke & Tenby Railway station building was in a parlous state, hence further progress along the platform was halted by temporary buffer stops. A minor inconvenience, such as no platform, hasn’t stopped a mass exit and walks along the track to obtain “the end of line shot”. No 37177, here fitted with a headlight for use on the Central Wales Line, met a spectacular end.

Renumbered 37885 in 1988, it was exported to Spain in 2001. Employed building a Spanish high speed rail route at Zaragoza, in 2002 it rolled away unmanned and derailed. Heavy damage led to its scrapping in Madrid in 2003, whilst No 37253, later renumbered to 37699, was scrapped at BR Crewe in July 1997. 5 May 1979.

(Trevor Davis)

Image 75: Two 2 car d.m.m.u.s are seen at Wisbech Goods station, the site of Wisbech’s first station opened in 1847. Originally named Wisbeach, it closed to passengers in 1863, giving way to Wisbech East station some half a mile south. That closed to passengers in 1968, but freight continued. Steel for a Metal Box plant and coal for local merchants came in, whilst pet food from the Spillers Factory, seen left, went out. When freight traffic ceased in 2000, the site was sold and incorporated into the pet food factory. With Wisbech devoid of passenger services for 11 years, the Railway Development Society (RDS) and Wisbech And March Railway Action Committee (WAMRAC) organised this special. Comprising Class 105 cars Nos 56468+51289 and 56434+50377 it ran to Cambridge to promote reinstating services. In 2024, some 45 years later, the campaign to reopen the mothballed line to March continues under the auspices of “Railfuture”. 19 May 1979. (John Tolson)

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Image 76: EE Type 3 Co-Co Class 37 No 37085 stands at the head of the RPPR tour, “The County Durham Crusader”, ready to work it away from Consett Steel Works. After thirty minutes at Consett, with shunting complete, photographers will scramble aboard in a manner unlikely to be seen on a modern day rail tour. The 37 would work the train to York via Newcastle from where a Class 40 returned it to London King’s Cross. This tour, which ran on 19 May 1979, was a relief to a train which ran on 12 May. That in turn was a rerun of the original 17 March tour, abandoned at York due to heavy snow ... persistence pays off. In 1988 No 37085 was refurbished and renumbered to 37711, it was withdrawn in December 1999 and later sold to Harry Needle Railway Company who stripped it for spares in March 2006. 19 May 1979. (Graham Taylor)

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Image 77: Named “The Marchwood Volunteer No 2 Rail Tour”, two mini headboards declare this train is a joint SEG and RCTS venture. Formed of Class 117 d.m.m.u. cars Nos 51395+59505+51353, it is seen at Marchwood Military Port, located on Southampton Water. Unfortunately the tour “lost” two parts of its itinerary; it was unable to visit MOD Gosport due to an MOD staff strike, then a BR error meant it couldn’t run from Marchwood to Hythe. During 27 years based at Reading, the unit (L416) was a regular sight in London Paddington, but would have looked decidedly out of place mixing with 3rd rail e.m.u.s at the tour’s start and end point of London Waterloo. Ending its BR days at Edinburgh in 1999, L416 was bought by Dorset County Council for proposed Swanage-Wareham services. Later sold, Nos 51353+59505 survive, at the Wensleydale and Gloucester Warwickshire Steam railways respectively, but No 51395 was stripped for spares and scrapped in 2012. 21 July 1979. (Trevor Davis)

Image 78: The BLS “South Wales Wanderer No 4” is seen at the eastern side of Newport North Dock; the west side was also visited during this remarkable tour. Made up of GRC&W Class 119 Cross Country d.m.m.u. cars Nos 51101+59432+51071, it also visited Barry Dock’s network of sidings via at least nine reversals! A visit to the Ebbw Valley for Ebbw Vale steel works (BR limit) and the Ebbw Fach Valley for Rose Heyworth colliery at Abertillery was squeezed in as well. All three d.m.m.u. cars went for scrap, centre car No 59432 in 1987, and the two driving trailers in 1989. Visible to the right of the train and spanning the River Usk is Newport’s iconic 1906 transporter bridge, still operational; reputedly it is one of only six working examples remaining out of twenty built worldwide. 15 September 1979. (John Tolson)

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Image 79: The mini headboard tells us this is the “GN & GC Rail Cruise”, it was organised by the Thompson B1 Locomotive Society. Departing from London King’s Cross, Class 40 No 40067 took the train to Cleethorpes via Lincoln St Marks. From Cleethorpes the 40 ran via Scunthorpe and Doncaster to Tinsley, from where two Class 76 locos, Nos 76008+76029, traversed the Woodhead route to Manchester. A second pair of the BR Gorton built Bo+Bo Class 76 electric engines returned the train across the Pennines to Rotherwood, near Sheffield. As the sun sets, the pair, with No 76023 leading No 76027, are seen at Penistone. From Rotherwood a Class 31, No 31304, returned the train to King’s Cross. In a sense the sun was indeed setting on the Class 76s, all being withdrawn in July 1981 on closure of the Woodhead route. Both 76023 and 76027 were scrapped at Booth’s, Rotherham early in 1983. 29 October 1979. (Trevor Davis)

RAIL TOURS OF THE 1970S Rail Tours of the 1970s Compiled by Colin Stone

Rail Tours of the 1970s offers a unique visual record of British rail tours during a time of dramatic change. Through carefully selected photographs, the book documents tours that traversed soon-to-be-closed lines and featured locomotives on their final journeys. Colin Stone’s well-researched captions bring the images to life, offering insights into the rise of rail enthusiast tours following the end of British Rail steam in 1968.

ISBN 978-1-913893-56-9 Whether reliving old memories or discovering a new perspective on British railways, Rail Tours of the 1970s is an engaging and nostalgic look at a lost era. £17.50

Compiled by Colin Stone