.
"Themany auto-worked lines in South Wales were replaced by DMUs from 1958, a fate that soon befell many other Western Region services.
(St David's) to Dulverton via Tiverton then, after returning to Tiverton, I reached Tiverton Junction on the 'Tivvy Bumper' hauled by No. 1466. Later that day I travelled to Hemyock and back behind No. 1450. The single coach used on these trains was not auto-fitted and the train included milk tankers.
When the Western Region took over the Southern lines west of Wilton at the beginning of 1963 it had insufficient DMUs to dieselise the services and was therefore forced to replace the ancient 'M7s' with its own auto-fitted steam engines and carriages.
The first three engines allocated to Yeovil shed were '54XX' 0-6-0PTs Nos. 5410, and 5416 in March 1963, with No. 5420 arriving in August. On August 28 it was No. 5410 which pushed my train from Yeovil (Town) to Yeovil Junction. Four days later it was '64XX' pannier tank No. 6400, which had arrived at Exmouth Junction with No. 6430 in April 1963, which was working the Seaton branch.
Apart from the Yeovil trains, DMUs replaced steam on the Seaton branch lines from November 4. When the Seaton branch was dieselised, Nos. 6400 and 6430 were transferred to Yeovil along with No. 6435.
Other services lost during the latter half of 1963 included the auto-trains from Tondu to Porthcawl, which were suspended in
September 1963, never to be reinstated, and the Exe Valley service, which was withdrawn from October 5.
My first trip on the WR in 1964 was on February 12 when I travelled via Yeovil (Pen Mill) to Yeovil (Town), where '64XX' panniers had replaced the '54XX' engines. I found No. 6435 working the trains to YeovilJunction while No. 6400 was on shed. Meanwhile, the 'Tivvy Bumper' between Tiverton Junction and Tiverton remained steam-hauled using '14XX' tanks Nos. 1442, 1450 and 1466.
Exeter shed had closed to steam in October 1963 and the '14XX' tanks were transferred to Taunton. No. 1466 was withdrawn in December 1963, but Nos. 1442 and 1450 survived until after the service was withdrawn in October 1964.
On May 1, 1964, I rode my newly acquired motor scooter to investigate services on the branch line from Sharpness to Berkeley Road. Before Nationalisation, the line, which then ran from Berkeley to Lydney, was owned jointly by the GWR and LMS, with the latter responsible for providing the motive power. Even afrer the Western take-over in 1958, the line's engines were still shedded at the Gloucester (Barnwood) shed.
After the accident to the Severn Bridge in October 1960 the service was cut back to Sharpness. When I arrived at Sharpness to catch the 4.15pm to Berkeley Road, I noticed a single WR auto-coach, parked just west of the station on the truncated single line to the bridge.
A short time later, '14XX' 0-4-2T
No. 1445 of Gloucester (Barnwood) shed arrived light engine and, afrer collecting the auto-coach, drew it into the station. I rode the train to Berkeley Road, departing again at 4.55pm for Sharpness.
Further visits to the West Country in
1964 were all linked to the withdrawal of rail services.
On Saturday, September 5, I was back at Yeovil Junction to witness the last runs of the 'Atlantic Coast Express' and other through trains between Waterloo and the coasts of Devon and Cornwall. That day No. 6430 was working the trains to Yeovil (Town), a service which remained steam-hauled until the end of the year, with some reported workings into 1965.
In October, '14XX' tanks Nos. 1442 and 1450 arrived from Taunton. This allowed
Nos. 6430 and 6435 to be withdrawn, and subsequently preserved. A further '64XX' tank- No. 6419 - had arrived at Yeovilin May 1964 and was the last of its class to be officially
withdrawn in December 1964. It was scrapped in April 1965.
On September 17, I planned to travel again to both Chalford and Sharpness, with my uncle. However, at Gloucester (Central) we found that the 1.03pm to Chalford comprised Large Prairie No. 6106 (now preserved at Didcot) and a single auto-trailer. It appeared that at the time Gloucester (Horton Road) shed was short of auto-fitted tanks as a
'Hymek' diesel-hydraulic was also reported working one of the trains. We had better luck at Berkeley Road, where No. 1453 worked the 4.55pm to Sharpness and back.
My final visit to both lines was on their last day, Saturday, October 31. I planned to catch the 3.08pm to Chalford and then, on returning to Stonehouse (Burdett Road), walk to Stonehouse (Bristol Road) to catch a train for Berkeley Road. However, the Chalford train was late leaving Gloucester as the guard had gone 'AWOL'. As a result I was forced to leave the train when it stopped at Stonehouse en route for Chalford.
At Stonehouse (Bristol Road) I caught the 4.37pm to Berkeley Road, which arrived behind Standard Class 4 2-6-0 No. 76085.
This enabled me to catch the last departure for Sharpness at 4.55pm. At 6.00pm, No. 1453 took me and a host of other enthusiasts to Berkeley Road.
Once steam finished on the YeovilTown to Junction trains, it appeared to be the end for auto-train working on the Western. However, to the surprise of many, in February 1965 the region again found itself short ofDMUs and was forced to bring Nos. 1442 and 1450 out of store and, together with an auto-coach, send them to Exmouth Junction shed to work on the Seaton branch.
At the same time, Ivatt Class 2 tank
No. 41291 was found to work trains to Lyme Regis. Sadly, for the enthusiast, the DMUs soon returned and the '14:XX' class engines were finally withdrawn in May 1965. No. 1442 is now preserved in Tiverton Museum, while No. 1450 has operated on the Severn Valley Railway and other heritage railways, with
No. 1466 nearing the end of an overhaul.
The Seaton branch closed in March
1966, while Yeovil (Town) station closed that October. The trains from YeovilJunction were diverted to Pen Mill station but were withdrawn in May 1968.
It is remarkable seven ex-GWR auto-tanks -Nos. 1420,1442,1450,1466,6412,6430 and 6435 - were preserved, along with several of their trailers.
No. 6430 had a narrow escape as it reached Cashmore's scrapyard in Newport before its last-minute rescue by the Dart Valley Railway, initially only as a source of spare parts for its other engines. ■
ScotRall operated services on behalf of the Strathclyde Passenger Transport Executive (PTEJ,whose chosen livery was called 'Strathclyde red' because orange has sectarian connotations in Glasgow. The colour scheme was used on many buses from the mid-1980s, with the Glasgow subway system having an unofficial nickname of the 'Clockwork Orange' after the Anthony Burgess novel. Orange and black Class 303 set Nos.303088 and 303011 stand at Helensburgh Central on December 30, 2002, while operating a '303 Farewell' special.
Strathclyde Passenger Transport Executive was replaced by the Strathclyde Partnership for Transport (SPTJfrom April 1, 2006, and with it came a new livery for its trains - carmine &cream. It's a colour scheme that remained until adoption from 2008 of the now familiar blue livery with Saltire markings. On May 14, 2003, Class 334 No.334030 arrives at Glasgow Central with a working from Lanark.
Between the National Express ScotRail livery and rollout of the Saltire livery, First Group operated the ScotRail franchise from October 2004 to March 2015, and branded trains in the 'Barbie' livery, widely adopted elsewhere within its franchises. On June 22, 2005, First-branded ScotRail Class 170 No. 170451 waits at Aviemore with a Glasgow Queen St to Inverness working.
A second incarnation of the Midland Main Line livery was launched on March 5, 2003, at Sheffield. A complete HSTset was unveiled in the fresher look, with power car No. 43166 preparing to depart for London St Pancras. This look lasted until November 2007 when Stagecoach won the East Midlands Trains franchise.
■ Within the West Yorkshire area, the Passenger Transport Executive, created in 1974, has used the'Metro Train' brand on supported rail services. From a green
& cream livery found on Class 141 'Pacers' in the early-Sos, the PTEadopted red as its primary colour scheme for rail vehicles, with a variety of styles being carried on Classes 144, 1SS, 158,308,321 and 333. All surviving units now carry Northern livery.
Class 141 Nos. 141110 and 141116 stand at Huddersfield station in June 1984 in the original Metrotrain livery. Both were later exported to Iran.
Withthe Northern franchise under Arriva'scontrol, Class 158 No. 158902, one of a fleet of 1Oleased by Metro, is preparing to leave Manchester Piccadilly for Manchester Airport on December 21, 2003.
Norwich Union
The East Coast Class 91s have carried a variety of liveries in their 30-year life, but for the first franchising of the Privatisation era, the holder was GNER,which adopted a dark blue livery with red coach line that always looked its best on a sunny day. Representing the ecclesiastical North East, Nos. 91102 DurhamCathedraal nd 91126 YorkMinster sit at London King's Cross on June 4, 2004.
The BRCWType 3 locomotives (later Class 33) entered service on the Southern Region 60 years ago, spreading quickly across the region and beyond. their life story.
THE BRCW Type 3 was ordered originally for the Southern Region's Kent coast electrification scheme. Initial studies identified the need for two possible diesel locomotive types - 88 l,000hp Bo-Bos, with a further 40 locomotives of2,000hp.
These requirements were refined and by November 1955 it was thought 98 l,000l,250hp locomotives were needed. These would be used on van and freight servicesthat could not be worked electrically,in addition to engineering trains and other serviceswhich had to operate when the third rail traction current was switched off.
Further investigations showed a locomotive in the l,550- l,750hp range was needed given the region's wish to use electric train heating (ETH) as standard. This specification went out to tender in February 1957.
In August, the Southern Region opted for 45 Sulzer-powered locomotives fitted with Crompton Parkinson electrical equipment costing £76,970 each, built by Birmingham RailwayCarriage & Wagon Co Ltd (BRCW Ltd). The British Transport Commission (BTC) approved the order at the end of September, but to the Southern Region's concern, it was not placed with BRCW Ltd until December 5.
Secondorder
The summer ofl958 saw a further tender exercise, with 20 more ordered at £78,940 each, a total outlay of £1,578,000. The BTC authorised this second order on November 20.
The BTC's Works & Equipment Committee discussed a third order of33 locomotives on May 12, 1959, of which 12 would be built to the narrower 'Hastings' loading gauge. They agreed to their purchase, but deferred approving the other 21 locomotives until there was greater clarityon the Southern's plans for its impending electro-diesellocomotives and their possible impact on the company's diesellocomotive needs.
After a further review,the Southern Region again requested approval for the remaining 21 locomotives, explaining that insufficient electrodieselswould be ready for the start of phase two of the Kent coast scheme. Their arguments convinced the Works & Equipment Committee to approve the order on September 8 at an estimated cost of £1,645,980.
These four orders were consolidated into two contracts with BRCW Ltd, one covering 45 locomotives, the other 53 locomotives.
Ted Wilkes, ofWilkes & Ashmore, was used as the design consultant for the new locomotives, with their design echoing the BRCW l,160hp Type 2 (later Class 26) locomotives already being built. In place of marker lights and headcode discs, the standard Southern Region two-character headcode was provided, located between the windscreens.
Their livery was similarlybased on the
Type 2s. The bodysides were BR locomotive green, with a three-inch white waist band,
the underframe and bogies black, and the bufferbeam red. Unlike the Type 2s, the cabside locomotive number was positioned five inches below the waistband, enabling an unbroken line. The cab window surrounds were white, the roof area mid-grey and the later BR totem was placed on both sides, below the white lining band, between the two bodyside windows nearest the number one end.
Southern Region assistant general manager David McKenna wanted the locomotives painted Southern carriage green, but despite lobbying the BTC's design panel, they ruled they should be painted locomotive green.
The Sulzer 8LDA28 engine, producing l,550hp at 750rpm, powered the locomotives with a Crompton Parkinson CG39 l -B1 main generator, CAG193 Al auxiliary generator and CAG 390/065 train-heating generator. The main generator supplied the four Crompton Parkinson Cl71 Al traction motors.
The train-heating generator supplied current at 700-800 volts DC, and the equipment was configured so the locomotives could heat either BR or UI C stock such as that used on the
'Night Ferry'.
The bogies were the same as used on the BRCW Type 2s from No. D5320 onwards. SKF roller bearing axleboxes were used throughout: one axle had a speedometer and another, a mileage recorder. Sandboxes were fitted in each corner. Unlike other classesof the time, they were fitted with both train vacuum and air brakes from new. Designed for both freight and passenger work they had a top speed of85mph and a maximum tractive effort of 45,000lbs.
The first locomotive entered service in January 1960. On arrivalfrom BRCW, each ran acceptance trials, with eight or 10-coach trains on a circular route from Hither Green to Tonbridge, Dover, Canterbury, Faversham, and Dartford.
Deliveriescontinued at the rate of two or three a month for the next two years. The last locomotive - No. D6597 - was delivered in
April 1962. Many were delivered late because of problems manufacturing the Crompton Parkinson electricalequipment, and consequently, the BTC claimed damages against BRCW, which was settled after negotiations at £27,000.
Restricted
A new Southern Region timetable began on June 13, 1960, with sufficient locomotives for working passenger trains, including the
'Man of Kent', servicesfrom Charing Cross to Folkestone, Ramsgate, and Dover, plus various freight duties across the region's South Eastern Division. Their use on passenger trains that winter was restricted as there was no electricallyheated stock, so multiple working with steam heat-fitted BR/Sulzer Type 2s was a regular occurrence.
In 1961, before all 98 locomotives were delivered, the Southern Region recast the South Eastern Division freight timetable. Combined with greater EMU use on passenger trains this meant 28 locomotives were now "surplus" for use elsewhere. Over many weeks of planning, several new schemes were prepared. The first saw them take on the Cliffe to Uddingston cement trains from December 1961, which they worked initially as far as Ferme Park, then York, to improve turnaround times.
No. D6503 moved to Eastleigh in April 1962 working freight duties from Fawley.
It was soon joined by Nos. D6509 and
D6526, heralding the transfer of further locomotives to the South Western Division over the coming months. By June, BRCW
Type 3s were replacing steam locomotives on the Southampton boat trains, other express passenger work, and freight duties from Feltham.
Early 1963 saw them gain freight diagrams from Woking plus additional work from Eastleigh and Feltham. Prior to them taking over the Fawley to Bromford Bridge oil trains, No. D6518 went to Worcester for crew training on January 26.
In parallel, plans for their greater use on the Central Division were being prepared. These looked at using them on inter-regional and inter-divisional services, and obtaining ETH-fitted stock so they could work Central Division passenger trains.
Three locomotives, working 10 passenger trains a day, started on the Oxted line on
May 6. By late-July, 19 locomotives worked various Oxted line duties. Others were seen on driver-training runs between Lewes and Keymer Junction. Their use on freight duties
also expanded, encompassing some Redhill to Reading turns. That month the narrow-bodied locomotives moved to St Leonards from Hither Green. To complete the Central Division's modernisation, ETH-fitted coaching stock arrived from the Western Region.
The new January 1964 freight timetable saw the end of steam on Central Division freight duties. Indeed, across the region, the BRCW Type 3s were used on a wide variety of passenger and freight duties. The first withdrawal No. D6502 - was in May, after it had been severely damaged in a collision at Itchingfield Junction on March 5.
Dieselisation of the Tonbridge to Reading line was completed in January 1965, with the BRCW Type 3s used on some passenger trains not being worked by DEMUs. By that summer, steam had gone from the Central Division, and on the South Western Division the Type 3s worked 10 express departures from Waterloo on Saturdays.
Later in 1965, the first JB electro-diesels arrived on the South Eastern Division, releasing Type 3s for use mainly on the South Western Division. This proved timely as the Bournemouth electrification work meant weekend diversions. Many Sunday services were double-headed as they were diverted over the steeply graded Portsmouth line or the Mid-Rants route.
In October 1967, the narrow-bodied locomotives returned to Hither Green. Another duty that took over the East Coast route at the time were the new 4VEP units, brought dowu from York to the Southern Region.
BR introduced two-digit class numbers for its locomotive fleet in 1968. The class would now be kuowu as Class 33. A second locomotive - No. D6576 - was withdrawn in November 1968 after a collision with a Class 47 at Reading depot on October 16, 1968.
The BRCW Type 3s were a key part of the Bournemouth electrification scheme, as was the concept of push-pull working. The locomotives pulled a 4TC unit to Weymouth and propelled it back to Bournemouth, where it joined the next London-bound service.
As part of the push-pull development work, No. D6580 was fitted with cab-mounted jumper cables in March 1965 enabling it work push-pull trains with an experimental six-car trailer unit using redundant EMU stock, 6TC No. 601. After trials the pair started work on the Oxted line on January 17, 1966, on the 16.20 London Bridge-East Grinstead train.
Conversions
After much discussion 19 conversions were agreed upon. Initial proposals had considered 50 conversions, which gradually reduced, first to 30 and then 19. The first locomotive for conversion - No. D6521 - entered Eastleigh Works in March 1966.
The conversion work involved fitting cab-fronted jumper cables, Pullman rubbing plates, and retractable buffers. In the engine compartment 'Westcode' equipment was fitted, enabling the locomotive to be controlled remotely, the train heating system was modified, a change made to electric rather than air starting, and some wiring changes. In each cab 'Loudaphone' equipment was fitted, enabling driver-to-guard communication.
A reliability modifications package was also undertaken during the conversion work. This included fitting a straight exhaust without a silencer, repositioning the generator set terminal bars, and the re-routing of the generator set cables. Much of this reliability modification work was later extended to the whole class.
The last converted locomotive was
No. D6580, which was altered to bring it in line with the rest. It re-entered service on November 25, 1967. The conversion programme suffered from late equipment deliveries, meaning the final locomotives were delivered several months later than planned.
Their first livery change came in 1962 when No. D6530 was given an experimental yellow warning panel measuring 7ft lOin by 2ft 9in, covering the cab front's lower half. The top corners were rounded, reaching the white lining band. This was part of BR adopting yellow warning panels. The remainder kept all over green for several more years as the Southern Region was sceptical about the yellow panel's usefulness.
The next recipient was No. D6580 when fitted with push-pull equipment in 1965. Its panel was located between the newly fitted jumper cables, while a number of others received a yellow panel very similar in style to No. D6530. BR adopted full yellow ends in 1966, leading to two livery styles, one with the white waist band on the cabside, the other where it was just on the bodysides. Some locomotives, including Nos. D6509, D6583 and D6585, retained their full green fronts only gaining yellow ends when painted blue.
The push-pull fitted locomotives were the
first painted blue. The new livery consisted of rail blue bodysides and roof, with the cab fronts and window surrounds, including the upper part of the cab doors painted yellow. The BR symbol was placed below the windows on each cabside. Six-inch numbers were located on the bodysides at either end. Some newly converted push-pull locomotives such as Nos. D6527 and D65 l 9 had a livery quirk, where their yellow panel did not wrap as fur around the bottom corners below the handrail compared to others.
Gradually, the classwas repainted blue, with No. 6566 reportedly the last to receive blue in 1971. This lasted until the sector-based liveriesin the late-1980s, meaning severalnew colour schemes. Twelve locomotives were given Railfreight two-tone grey with construction sector markings, while another five had the Railfreight distribution version.
Modified
Thirteen locomotives received the dark grey civilengineer livery and most acquired the modified version with the yellow upper band. A further nine only had the later style.
In 1986, No. 33008 regained mid-1960s green livery with a small yellow panel in stages. Two locomotives - Nos. 33035 and 33114 were given the second version ofNSE's blue, red, and white with the wedge shape around the cab.
The classhas received a number of modifications. Some were relativelyminor, others more visible.
In the late-1960s, the classwas fitted with AWS equipment, this having been omitted when built. Engine problems led to several modifications, including replacement cylinder heads and vibration dampers.
The Hastings-gauge locomotives were fitted with slow-speed control between September 1969 and March 1972. This enabled them to work the gypsum trains to Northfleet, starting in June 1970. APCM's new facilitywas officially opened on July 17, 1970, No. 6593 heading the inaugural train as part of the ceremony.
Later modifications included fitting a speed sensor to allow Driver Only Operation (DOO), limiting their maximum speed to 60mph, and isolating their ETH equipment. Late on in their lives a limited number were fitted with a headlight on the cab fronts, and Cab Secure Radio equipment.
A most notable alteration was the use of
No. 33115 as an unpowered test locomotive after withdrawal in 1989. It was fitted with TGV-style bogies and third-rail collection shoes as part of the bogie development work for the new Channel Tunnel trains. It was renumbered No. 83301 and given InterCity colours. It ran test trains between Waterloo and Eastleigh, powered by Class 73 No. 73205, the RTC's
4TC unit No. 8007 completing the train.
There were 96 locomotives in service in January 1970. Hither Green had an allocation of 40, with Eastleigh having the other 56. In October 1971 they replaced the 'Warships' then being withdrawn by the Western Region on Waterloo to Exeter services. The Class 33s remained on these trains until replaced by Class 50s in 1980.
Successful
Following a successful trial in February 1973, Class 33/ls began working over the Weymouth quay line with the Channel Islands boat trains. While going through the streets they carried an orange flashing light and a warning bell.
The classwas renumbered in 1974 as part of the TOPS system expansion. The standard locomotives were numbered in the 330.XX series, the push-pull ones in the 331.XXseries and the narrow-bodied examples 332.XX.The last to carry its old number was No. 6508, becoming No. 33008 in April 1974. The new number was only placed once on the bodyside
unlike in each corner previously.
Following a collision with an EMU on September 11, 1975, No. 33041 was too badly damaged to be repaired and withdrawn on November 30. It was scrapped at Selhurst the following March. The economic climate of the time saw a major decline in freight traffic on the Southern Region. The Cliffeto Uddingston cement trains, which the classhad begun working in 1961, ended in October 1976.
No. 33036 was badly damaged in an accident at Mottingham in October 1977.
When recovered, it was assessed at Slade Green and condemned in July 1979.
One locomotive lucky to survive accident damage was No. 33115. It had hit an engineers' crane at Portsea in February 1979 and was taken to Slade Green for repairs, returning to work in July 1980.
The Southern Region had the solemn duty of conveying the late Earl Mountbatten of Burma's to his burial place at Ramsey Abbey following his funeral at St Paul's Cathedral on September 6, 1979. The two speciallyprepared Class 33s used were Nos. 33027 and 33056.
After many years without locomotive namings, BR policy changed in 1977, allowing the naming of whole classes.In late-1978 the Southern Region requested permission to name the Class 33s. This was turned down, but they were allowed to name a small number of locomotives, the number suggested being 10. The first Class 33 named was No. 33008 Eastleigh in a ceremony at the town's railway station on April 11, 1980. This was followed by No. 33052 Ashford on May 15.
Funeraltrain
The next namings were the pair used for Earl Mountbatten's funeral train: No. 33027 became Earl Mountbatten of Burma and
No. 33056 The Burma Star. Their ceremony was at Waterloo station on September 2, 1980.
There was a gap until August 1981 when No. 33025 was named Sultan at Portsmouth. The next naming was not until October 31, 1987, when No. 33112 was named Templecombe at the town's railwaystation, the first Class 33/1 named.
No. 33025's nameplates were removed in March 1984 but reinstated by January
1985. They were removed again when it was withdrawn in February 1988. The name passed to No. 33114 until January 30, 1989. The nameplates were taken off No. 33114 and refitted to the reinstated No. 33025. It kept the name until de-named for a third time in August 1993. The nameplates were refitted in 1994 and removed finallyin January 1997.
BR's policy linking names to important freight customers saw Nos. 33050 and 33051 named Isle of Grain and Shakespeare Cliff on May 16, 1988, at the Isle of Grain production facility.Both locomotives were in the new Railfreight construction livery,and after the ceremony took a loaded concrete segment train to Shakespeare Cliff.
No. 33027 lost its name to No. 33207 in August 1989. On transfer the nameplates received a blue background similar to
Nos. 33050 and 33051. No. 33056's nameplates were transferred to No. 33202 in February 1991.
Eight civilengineer-operated locomotives were given names associated with Eastleigh's aircraft heritage between April and
December 1991.
Ashford Works' 150th anniversary was
celebrated by naming No. 33114 Ashford 150 on May 30, 1992. The naming was short-lived as the locomotive was withdrawn in February 1993. No. 33035 was named Spitfire in January 1994, the nameplates being retrieved from the withdrawn No. 33047.
Railwaypreservationist Captain BillSmith's work was celebrated when No. 33109 was named Captain Bill Smith RNR at Kensington Olympia station on July 3, 1993. In September, an explanatory plaque was fixed below each nameplate. The nameplates were removed in October 1996.
The last BR-era naming was No. 33116, when named Hertfordshire Railtours on December 11, 1993, at Weymouth Quay.
The 1980s saw a number of changes to the class's work patterns and duties. There were 94 locomotives in traffic in January 1980, 52 based at Eastleigh and 42 at Hither Green.
During the decade 39 locomotives were withdrawn. A number of these were because of accident damage, others because they were due for overhaul. Withdrawn locomotives were often stripped of usable parts to keep others in traffic.
The last official day of Class 33s on the Waterloo to Exeter services was May 11,
1980. The acceleration of these trains with
Class 50s enabled extra services using Class
33/ls and 4TC units between Waterloo and Salisbury. Other displaced Class 33s took over the Portsmouth-Bristol-Cardiff servicesfrom Class 31s.
The class had been used periodically on the 'Night Ferry' from Victoria over the years. After mounting losses, the service ended on Friday, October 31, with No. 33043 taking the final train to Dover, complete with headboard.
No. 33031 arrived at Crewe on January 16, 1981, for crew training, prior to the class starting on the Crewe to Cardiff services, replacing Class 25s. Initially, this test was for footplate inspectors, with full crew training starting in March. The class started on these services on June 1.
The May 1982 timetable saw Eastleighbased locomotives gain six diagrams, taking them to Swansea, Fishguard, and Milford
Haven, so ending steam-heated trains in the area. They also had a regular working between Cardiff and Gloucester, later changed to Cheltenham Spa.
More work was gained in the following summer when the majority of Exeter to Barnstaple services became Class 33 duties.
After 21 years, the use of the Class 33s on the 17.20 London Bridge-Uckfield service ended on May 11, 1984. The final East Grinstead locomotive-hauled train - No. 33201 -worked the last service, the 17.50 from
London Bridge, on May 9, 1986.
From September 1984, the increased use of Class 56s from Westbury reduced Class 33 activity to just two diagrams. Hither Green and Tonbridge drivers were now trained on Class 56s, and three inter-regional freight diagrams went over to them.
The May 1985 timetable took the classto North Wales where they were diagrammed for the 11.15 Crewe-Bangor and 14.17 BangorCardiff. They also had a duty taking them to Manchester Piccadillyfrom South Wales.
With the October timetable change, a regular Class 33 freight diagram started from Westbury, but seeing them lose severalpassenger duties. Firstly, the west Wales diagrams, while the Crewe to Cardiff services saw only three Class 33 diagrams remain, with Class 47s working the others. In November, Hither
Green depot closed and their allocation moved to Stewarts Lane.
The May 1986 timetable change saw
Class 33s lose their diagrams west of Swansea, this work going to Class 47s, HSTs, or DMUs. They broke more new ground that summer with the Cardiff to Bangor trains extended to Holyhead until October. They were also used for the first time on selected services to Llandudno. A Class 33 worked the 12.00 Crewe-Llandudno train and 17.40 return.
In October, Class 47s took over their Holyhead and Llandudno work and their remaining Crewe to Cardiff diagrams. Their finale on these trains was on September 28 when No. 33006 worked the 14.05 to Crewe and 16.58 return.
The Weymouth electrification project was completed in 1988. From May, a full electric timetable was run through to Weymouth, ending Class 33/1 push-pull trains between Bournemouth and Weymouth.
A few weeks later, on the night of July 9-10, the final newspaper trains ran on British Rail, No. 33211 working the last 04.12 London Bridge-Gillingham such operation.
The dedication to operating pools of all mainline locomotives on the Southern Region began on October 3, ending the common user principle. Most locomotives were now covered by specific agreements for each pool. Rules on substituting locomotives applied regardless of whether agreements were in place. If a locomotive was unavailable, and none from the same sub-sector available, power controllers had to request the use of another sector's locomotive before the substitution was made.
The Channel Tunnel project meant construction sector examples were used to move concrete tunnel-lining segments from the Isle of Grain manufacturing site to the construction terminal at Shakespeare Cliff. These doubleheaded trains comprised of 18 POA wagons plus brakevan. Up to five trains a day ran, usually via Hoo Junction, Lee Spur, Tonbridge, and Ashford. The first ran on March 21, 1989, using Nos. 33019 and 33030.
Another Channel Tunnel flow saw minestone and mining spoil taken from the closed Snowdown Colliery to the Trans Manche Link site at Sevington. These trains were worked by a single Class 33 and 10 wagons plus a brakevan.
Another Class 33 Channel Tunnel working saw trains taking sea-dredged aggregate from the Isle of Grain to Sevington with pairs of Class 33s and 18 Tiphook Rail wagons. A similar formation worked the aggregate trains between
Withdrawn
Substituting