How lovely, just come across this video. Nice to see older trains at my home town station. I remember Bournemouth West Station now sadly gone. Used go catch the train from Blandford to there for the beach.
Thanks for putting this up. I never realised that they removed a power car from the 4 REP and substituted it with a class 73 ED. I knew they ran TCs to London with two 73 leading, plus put the REP buffet car into some 4 TCs while the traction equipment was being recovered for the 442s. We did get a 33/1 4TC once on the Chessington branch. It was the only train that I saw that day. The line was all but blocked by heavy snow fall. Spent many happy a day watching these belt through Surbiton, while 33s, 73s and 74s went through on various passenger, parcels or newspaper traffic. It was really interesting in those days, you also had the EPBs, HAPs, SAPs, and SUBs on the suburban services.
Great video. Reminds me of my holidays down in Bournemouth and Weymouth watching the boat trains. Keep them coming as they bring back many happy memories.
Great Video. Used to love visiting Bournemouth station when visiting my Nan in the mid 70s. Stand for hours watching the Cromptons swap with the REPs for the last part of the journey to Weymouth. Would have loved seeing them go down the street to Weymouth Quay, but never did.
Thank you.....it was quite a busy station, always something going on......Here is my upload of the only time i rode the Quay Tramway.....th-cam.com/video/ZhCa1wshq2E/w-d-xo.html
Traditionally, the 4REP hauled the 4TCs from Waterloo to Bournemouth, and were replaced by Class 33/1s on the Bournemouth to Weymouth portion, as that bit was not electrified. As you correctly say, the traction motors from the 4REPs were donated to the Class 442s. So as a stop-gap measure, Class 73s were introduced on London to Bournemouth section, and London to Portsmouth Harbour, to cover for the loss of the 4REPs. Before then, Class 73s were seen London to Bournemouth on the Channel Islands Boat Train to Weymouth Quay, as this was formed of conventional loco-hauled Mark 1 stock. Again, a Class 33 took over at Bournemouth for the bit onto Weymouth Quay.
@@adamc1272 My pleasure. According to Google it was 1988. But I thought it was 1989, but my memory could be playing tricks. The Class 33/1s were also used Waterloo to Salisbury, with 4TCs. They operated the 08.10, 10.10, 12.10 etc. out of Waterloo, with the 09.10, 11.10, 13.10 etc. being the Class 50 hauled trains Waterloo to Exeter. Class 33/0s operated Portsmouth to Bristol / Cardiff. Years later, for a little while, Petroleum Sector Class 47/0s worked Weymouth to Bristol, Fridays / Saturdays only, on one single diagram, that left Weymouth around 16.38, having arrived earlier that morning. I used to take a Class 442 Waterloo to Weymouth and wait for the Class 47/0. Shame, back then, even the Southern Region had loco-hauled passenger trains. Brighton, Dover and Poole had Class 47s to Manchester, while London Bridge to East Grinstead had a rush hour Class 33 on weekdays. My personal favourite was the F&W Railtours "Festive Fiddler" that took 45 104 "Royal Warwickshire Fusiliers" to Uckfield ! (That video is on TH-cam, if you search 45104 Uckfield [type no space in the loco number.])
Great stuff Vic. I live in Weymouth but only moved down in 92 when everything was third rail, although we still had the occasional 37s and then 31s on certain Bristol diagrams (I've been informed by a GWR guard that the 37s were ex-Highland units). Also remember the 47s at Poole as late as privatisation era, but it was slim pickings by then. I just started on the railway myself so I can see some of the benefits that have been brought in (especially if you are a disabled passenger), but there's no doubt older workings had more variety and interest for the enthusiast.
@@adamc1272 I wish you a great career on the railway. I was the National Operations Standards Manager, in charge of all rail operations in Blighty, and I represented railway operations at an European level doing EU directives into UK law. Driven trains in Hungary. Worked signalboxes here. Done 972 linespeed enhancement projects, rolling stock acceptance, done COBRA meetings in Whitehall as a Gold Commander, worked in track renewals and resignalling schemes, plus station regen. Been on the footplate in Blighty, France, Spain, Portugal, Hungary, Austria, Italy and Canada. Done every line in UK, Ireland, Norway, Portugal, Canada and Alaska, and most of Europe. Started out as a filing clerk.
@@vicsams4431 thanks mate! That's quite a career! I've enjoyed the other things I've done in my working life, but, like so many people, I keep thinking to myself, I should have done this years ago. If I had a career half as interesting as yours, I'd be very happy about the whole thing. For now, I will try and work out which kids are letting the stink bombs off at Moreton. Take care and thank you for taking the time to message me.
My old depot. Started there as an A.T.E. - Assistant Ticket Examiner in 1987. Became a guard in the summer of 88 just as the Pigs were being introduced.
How very weird. Searched for Class 33 Bournemouth and this was the first vid that came up. What makes it weird is that I was there in 1988 and now I'm just down the road from Soi Buakhao. Loved the vid. Memories.
Thanks for your comments.....Near Soi Buakhao eh, lucky sod! It's cold & wet up in the Welsh mountain i live on today......almost as cold as the January day i videod this!
@@SoiBuakhaoRoutemasterbus I bet. Many a cab ride in the 33s and 47s from Bournemouth down to Branksome / Poole as a kid. After buying a "platform ticket" of course.
Thanks. luckily i brought a vid cam that took full sized E180 tapes so never had to transfer the footage from a small cam-corder system to an E180. This kept the quality up, when i copied them to DVD i used a hifg resolution to copy them then as well. Although not to today's quality, it's not too bad......
Interesting to see the now very little used Platform 1 in regular use in those days. As someone who used the Waterloo Bournemouth stopping train regularly in the 70's & 80's I used platform 1 far more than the rest of the station. It was just long enough to fit the 4 VEP!
I guess the issue is with length, and the way they operate, with 10 or 12 cars often operating Eastbound, but 5 cars Westbound, dividing at Bournemouth. Very rarely do you get a 5 car operating Eastbound and therefore suitable for Platform 1, even then, im not sure if they fit.
At the moment they are mainly used for 450 sets doing s Bournemouth - Winchester stopping diagram across the New Forest. It's picturesque but operationally it's an unpleasant despatch - serious danger of read across on the starter signal and the curve away is really sharp which makes for a difficult one for the guard. I only say this as I literally did my first one yesterday! I hate to see infrastructure wasted, but sometimes (albeit infrequently) there is actually a solid reason!
It was a bit faded at this time but still a wonderfull station. This was 20 years after the electrified to Bournmouth, all had been steam before it (with a bit of diesel i should imagine). It was only in 1988 that the juice rails had been extended to Weymouth.
Thank you..... The ED's were covering for the REP motor coaches being withdrawn early to recover the traction motors for re-use in the Wessex Electrics......
Quality moves! I did travel back from an Open Day at Bournemouth all the way to Waterloo diesel loco hauled, a 47 on an Inter-City to Basinghstoke for an NSE 47 to Waterloo. Diesel all the way over 3rd rail track, not bad....
@@SoiBuakhaoRoutemasterbus And we had the spare stock and staff. If a train was particularly overcrowded the TCS - Train Crew Supervisor, would send a couple of us out to run a relief train right behind the booked one. No track access charge nonsense to worry about.
This was at the end of push-pull working in Jan 88. In the May of that year the 442 Wessex Electric's were introduced and worked all the way through to Weymouth as the line had been juiced up all the way through.
@@batman51 The stock was all over the place towards the end as the REP's were having the motor coaches removed so as to take the traction equipment off to put under the new 442s where they still are. And they're back, still with the EE traction equipment!!!
Very much so. Everything was dark, drab, dirty and depressing. Thankfully it has a lot more character and brightness today, even if the EMUs sometimes lack character.
I have vids of them, a few shots at Victoria in 1985 when they were in blue, before the Inter-City livery and before the platforms were built over. I will see about getting it up in the near future.....
I spent a couple of months in Bournemouth in early 2001. Unfortunately it was just Wessex Electric unit's by then. I only bothered visiting the station once for a few minutes. If this quality traction had still been on offer every weekend would have been spent with returns to Poole and Christchurch seeing how many time I could make the trip without getting gripped.
There was plenty going on then, 33/1 on the Weymouths and 47s on the Cross Country workings. The 73 were a temporary measure as the REP motor coaches had been withdrawn so the traction equipment could be re-used in the Wessex stock, which is still in use today!
Why did they detach the power coach from the electric units when they coupled the diesel? Couldn't they not have simply attached the diesel to the whole train, or was that the configuration all the way down from Waterloo?
The whole train didn't go through to Weymouth, so the class 33 attached to the front set of TC (Trailer Coaches, non powered stock but with driving cabs) coaches and the rear set went to the sidings and back to London on the next train from Weymouth.....
@@SoiBuakhaoRoutemasterbus Did removing the weight of the powered coach play a role in the planning? I was wondering if it was easier to split a couple of four-coach units at the yellow ends than elsewhere.
This was at the time that REP motor coaches were being removed from traffic to donate their traction motors to the 5WES units. As the 73s had the same performance as a 4REP motor coach, as an interim measure, 1 motor coach in several 4 REP sets was replaced with a class 73
Well at least Bournemouth is getting its 442's back. And with the REP English Electric traction equipment-they haven't had an 'upgrade', nor from what i hear will they!
This was at the end of their lives. The traction equipment was being removed from the REP's for use under the new Wessex Electrics so the 73's were a temporary measure until the 442 service started.
@@SoiBuakhaoRoutemasterbus The delivery was quite slow at first. We used to call it the 442 zero option when all sorts could be cobbled together as a replacement. 2 x 73 and 8 TC was common. The strangest combination that I passed near Basingstoke while working another train, was TC, Crompton, TC. We had the 6 REPs for a while too attached to a VEP or CIG normally.
Not a fan of today's South Western Railway livery. Much prefer the bright colours of the much missed and loved Stagecoach colours of South West Trains.
We have TC units along with REP units (an EMU) minus their power coach, which was replaced by the ED's as the traction equipment was being removed from them to put under the new build 442's.
Arthur If you look closely at 6.56 there is a REP with a 73 on the back acting as a REP motor coach, so a 3REP +Class 73! Obviously the coach had been taken out for the motor equipment.
@@limeyfox On 4 REPs, the driving vehicles were powered, not the brake coach like CIGs and VEPs.. Each power car had the same power as a class 73, fitted with 4 x 400hp traction motors, and there were two power cars per 4 REP. At the time they were the most powerful EMU on the railway at 3,200hp. If you look at the 3REP/class73 combinations, you can see the bogies are different on the driving vehicle, and also have power collection shoes. On the train that reverses at Bournemouth you can see sparks/arcing coming from both the trailing power car and the ED as it goes from the reversing siding and into the up platform.
This was at the end of the REP units working these trains. As BR wanted the electrical equipment to put under the new build 442s (the English Electric equipment was reliable and hard wearing, and fast!) the REP motor coaches were taken out of traffic to be stripped. Class 73 locos took their place until the 442's were introduced in the May. Some stock in thses trains was unpowered anyway, the TC units (trailer coaches). They could be coupled to 73's and class 33/1 Crompton diesels and work push-pull mode, from the unit cab you could control the locos. The trip from Bournmouth to Weymouth was diesel only until May 88 when the electric service started.
Bournemouth station really looks worse for wear, doesn't it? Surprising to see how little NSE colour is present then -- it's almost two years into the NSE era. InterCity locos, blue and grey carriages. I know it took a while to repaint the rolling stock but this could be anywhere in the country, you'd not think it was in the south-eastern region (and apart from InterCity, Bournemouth was all NSE, unlike Southampton and Weymouth). I grew up in Croydon and from 1989 to 93 I used to travel on trains a lot because I was at boarding school near Ipswich and hardly remember seeing any blue and grey on my way up there (and I used to take the slow trains when coming home). If the trains were blue and grey then they at least had the NSE decal and often the district name. (On Kent Link, I saw a lot of blue and grey though -- there was a Kent Link station at Addiscombe which has since closed).
This is early 1988 and the TC sets were due to be replaced by the Wessex 442s from the May TT change so I supposed they held off NSE-ing too much until the big launch...
Superb Soi, The 4REP/5WES transition! When the infrastructure wasnt in the disgusting state it is in now, Buddleia everywhere. Those lovely REP units with the Buffets. Oh take me back to this era!
A great day out from what i remember. There will be more as i did get all the way to Weymouth on a push-pull Crompton and have film from there. It will make a future upload.........
About a year or so later they had to prop it all up with scaffolding because the roof was in danger of coming down, stayed like that for about 15 years
@@EM-yk1dw on my line it's not so bad. We got a new station a few years back and we now have Thameslink services to Bedford as well as southern to London Victoria and London bridge. Haven't been on the line for a few years though.
trainrover this is during the period that 4rep units were being withdrawn so that their traction equipment could be used in the new 442 Wessex units. Also some of those units you see are unpowered 4 TC units that the 4reps used to push to Bournemouth, that were then worked in push pull mode by 33/1 to Weymouth
BR electrified the line to Bournmouth to eliminate steam by 1967. They used EMU's (REP units) with TC (Trailer Coaches) to work services to Bournemouth from Waterloo. There a push-pull class 33/1 would attach to either a one or two 4 car TC units and work that portion forward to Weymouth. The REP unit (+any TC unit still with it) would reverse at Bournemouth and then drop into the Up platforn for an incoming service from Weymouth being propelled by a 33/1. That would drop off the rear and the REP+TC set would go back Up road to London. As BR wanted the electrical control equipment from the REP's to put under the new build 442's class 73's were used (for about a year i think) to cover for the REP units power coaches being away to be stripped, the ED's working with the remaining 3 unpower coaches of a REP unit. It is only now that SWR is replacing the control equipment under the 442's as they re-introduce them to the Bournmouth line once again 30 years after their first introduction, making the English Electric control gear about 50 years old!
With what? The reason their equipment was used because 1-it was quality equipment, very reliable with plenty of life left in it, and 2-it saved money buying new equipment for the 442's. The ED's were available (their ballast duties being covered by other diesel locos spare from freight losses) so it was quite a good Heath Robinson answer. Don't forget BR never had the amount of money sloshing around the rail industry today. BR had to make every penny count, they certainly wouldn't be withdrawing trains a year or two old like the 707's!
You'd written "4 car TC units", so I'm wondering whether that mean that their driving coaches must've never had been motorized..I'd always thought that all those REPs, VEPs, CIGs, etc., were equipped with motors somewhere along their element, and had never supposed their being dummy units. I think I understand the whole bit about electric control components being switched to another fleet. Edit: Carl White wrote "unpowered 4TC units", so I suppose dummy units must've been en vogue.
yeh, I was also going to query this....91's , 92's & I even think I saw a 93 there...would this have meant they were taking different routes, & going different ways.. to Waterloo...??
@@AndreiTupolev I'm guessing the 91 was an express to Waterloo. As a youngster waiting on Woking station I vividly remember the 91 screaming though at top speed in a 3 x 4 config - it was memorable. I've always wondered its route, do you know and stops?
The "EMU"'s are "TC" units, based on the CIG design, unpowered push pull formats. They came in various formats, the 3TC, 4TC, 5TCT and 5TCB. Essentially they're loose MK1 stock with the DTCL's from CIG's on each end. The interesting fact about that is, they were designed to operate with 4REP stock which are powered, somewhat overpowered to tug an additional 8+ loose coaches with them. When the 4REP is coupled to some TC units, it's top speed is 90MPH, but when running without additional coaches, it was limited to just 75 or so because *technically* it was a light engine, despite being a 4-coach multiple unit.
Dirty, dark, drab and depressing. Much nicer station now. Brighter coloured and cleaner stock. I'm glad that BR was broken up into privatised companies. Shame the franchise system no longer works however. Time to once again overhaul our entire railway operating system. Great footage 😀 thanks for sharing with us.
With very little subsidy compared to what todays private companies receive minimal cleaning of the outsides of trains and tidying of stations was an obvious cost saving measure that BR chose to take. BR did a good job by and large and were probably the most cost effective railway operator in Europe. Money became almost no object for the Conservative government once they had got rid of BR (and with it BREL, BR Research etc.) for purely ideological reasons. Now we buy mostly trains that were designed abroad (if we're lucky they are assembled here) and ticket prices are the highest in Europe, probably the world (certainly unless you carefully plan your journey ahead of time - to be fair spontaneous travelling was also penalised to some extent under BR). Hatfield & Potters Bar rail crashes also make interesting reading btw - caused mainly by private companies saving money on proper planned maintenance of the track and the selling off of expertise.
On the other hand, there was hardly ever Major Disruption due to Faults with the Signalling System, Defects With the Treak or cancellations due to Shortages of Train Crew
How lovely, just come across this video. Nice to see older trains at my home town station. I remember Bournemouth West Station now sadly gone. Used go catch the train from Blandford to there for the beach.
Lucky man, having travelled on the S&D.....
Thanks for putting this up.
I never realised that they removed a power car from the 4 REP and substituted it with a class 73 ED.
I knew they ran TCs to London with two 73 leading, plus put the REP buffet car into some 4 TCs while the traction equipment was being recovered for the 442s.
We did get a 33/1 4TC once on the Chessington branch. It was the only train that I saw that day. The line was all but blocked by heavy snow fall.
Spent many happy a day watching these belt through Surbiton, while 33s, 73s and 74s went through on various passenger, parcels or newspaper traffic.
It was really interesting in those days, you also had the EPBs, HAPs, SAPs, and SUBs on the suburban services.
I have more SR footage including Crompton's to Weymouth, keep watching!
Great video. Reminds me of my holidays down in Bournemouth and Weymouth watching the boat trains. Keep them coming as they bring back many happy memories.
I do have more from Bournemouth & Weymouth to upload in the future......
Great Video. Used to love visiting Bournemouth station when visiting my Nan in the mid 70s. Stand for hours watching the Cromptons swap with the REPs for the last part of the journey to Weymouth. Would have loved seeing them go down the street to Weymouth Quay, but never did.
Thank you.....it was quite a busy station, always something going on......Here is my upload of the only time i rode the Quay Tramway.....th-cam.com/video/ZhCa1wshq2E/w-d-xo.html
Traditionally, the 4REP hauled the 4TCs from Waterloo to Bournemouth, and were replaced by Class 33/1s on the Bournemouth to Weymouth portion, as that bit was not electrified. As you correctly say, the traction motors from the 4REPs were donated to the Class 442s. So as a stop-gap measure, Class 73s were introduced on London to Bournemouth section, and London to Portsmouth Harbour, to cover for the loss of the 4REPs. Before then, Class 73s were seen London to Bournemouth on the Channel Islands Boat Train to Weymouth Quay, as this was formed of conventional loco-hauled Mark 1 stock. Again, a Class 33 took over at Bournemouth for the bit onto Weymouth Quay.
This is really interesting information Vic, thank you. When was the route to Weymouth finally electrified, the following year?
@@adamc1272 My pleasure. According to Google it was 1988. But I thought it was 1989, but my memory could be playing tricks. The Class 33/1s were also used Waterloo to Salisbury, with 4TCs. They operated the 08.10, 10.10, 12.10 etc. out of Waterloo, with the 09.10, 11.10, 13.10 etc. being the Class 50 hauled trains Waterloo to Exeter. Class 33/0s operated Portsmouth to Bristol / Cardiff. Years later, for a little while, Petroleum Sector Class 47/0s worked Weymouth to Bristol, Fridays / Saturdays only, on one single diagram, that left Weymouth around 16.38, having arrived earlier that morning. I used to take a Class 442 Waterloo to Weymouth and wait for the Class 47/0. Shame, back then, even the Southern Region had loco-hauled passenger trains. Brighton, Dover and Poole had Class 47s to Manchester, while London Bridge to East Grinstead had a rush hour Class 33 on weekdays. My personal favourite was the F&W Railtours "Festive Fiddler" that took 45 104 "Royal Warwickshire Fusiliers" to Uckfield ! (That video is on TH-cam, if you search 45104 Uckfield [type no space in the loco number.])
Great stuff Vic. I live in Weymouth but only moved down in 92 when everything was third rail, although we still had the occasional 37s and then 31s on certain Bristol diagrams (I've been informed by a GWR guard that the 37s were ex-Highland units). Also remember the 47s at Poole as late as privatisation era, but it was slim pickings by then. I just started on the railway myself so I can see some of the benefits that have been brought in (especially if you are a disabled passenger), but there's no doubt older workings had more variety and interest for the enthusiast.
@@adamc1272 I wish you a great career on the railway. I was the National Operations Standards Manager, in charge of all rail operations in Blighty, and I represented railway operations at an European level doing EU directives into UK law. Driven trains in Hungary. Worked signalboxes here. Done 972 linespeed enhancement projects, rolling stock acceptance, done COBRA meetings in Whitehall as a Gold Commander, worked in track renewals and resignalling schemes, plus station regen. Been on the footplate in Blighty, France, Spain, Portugal, Hungary, Austria, Italy and Canada. Done every line in UK, Ireland, Norway, Portugal, Canada and Alaska, and most of Europe. Started out as a filing clerk.
@@vicsams4431 thanks mate! That's quite a career! I've enjoyed the other things I've done in my working life, but, like so many people, I keep thinking to myself, I should have done this years ago. If I had a career half as interesting as yours, I'd be very happy about the whole thing. For now, I will try and work out which kids are letting the stink bombs off at Moreton. Take care and thank you for taking the time to message me.
Great footage! Nice to see you have so much films from the old days. I subscribed, cheers!
Thank you.... there are plenty of vintage vids upload but lots more still to come from times past......
My old depot. Started there as an A.T.E. - Assistant Ticket Examiner in 1987. Became a guard in the summer of 88 just as the Pigs were being introduced.
I bet you had some good hauklage with the EDs and Cromptons then?......
My hubby was also guard there around the same time
what gorgeous locos ! thanks for the upload, really enjoy this era of diesels.
How very weird. Searched for Class 33 Bournemouth and this was the first vid that came up. What makes it weird is that I was there in 1988 and now I'm just down the road from Soi Buakhao. Loved the vid. Memories.
Thanks for your comments.....Near Soi Buakhao eh, lucky sod! It's cold & wet up in the Welsh mountain i live on today......almost as cold as the January day i videod this!
@@SoiBuakhaoRoutemasterbus I bet. Many a cab ride in the 33s and 47s from Bournemouth down to Branksome / Poole as a kid. After buying a "platform ticket" of course.
Fascinating stuff. I live about two minutes away from the station and it's amazing to see the changes
I find it quite frightening to think it was over 30 years ago i filmed it....how time has flown!!!
I was a month old! :D
Wow !!! This vid is a real bit of history for you then!
Interesting EMU formations there and great footage as always
Thank you-enjoy!
1988!, wow great sound and quality
Thanks. luckily i brought a vid cam that took full sized E180 tapes so never had to transfer the footage from a small cam-corder system to an E180. This kept the quality up, when i copied them to DVD i used a hifg resolution to copy them then as well. Although not to today's quality, it's not too bad......
Amazing stuff, hard to believe that this happened on rail, miss the emu and mad looking trains with class 73 wow thanks
Keep watching my channel, there will be more...
Your video brings back memories of the "Dorset Way" (sic B.R.). Thanks so much for sharing.
There will be more, i went to Weymouth this day as well, so that will be a future upload and probably some more of Bournemouth as well.
@@SoiBuakhaoRoutemasterbus Many thanks for that, Soi,. I'll look forward to viewing them when you post them. Kind regards, Michael.
Interesting to see the now very little used Platform 1 in regular use in those days. As someone who used the Waterloo Bournemouth stopping train regularly in the 70's & 80's I used platform 1 far more than the rest of the station. It was just long enough to fit the 4 VEP!
I guess the issue is with length, and the way they operate, with 10 or 12 cars often operating Eastbound, but 5 cars Westbound, dividing at Bournemouth.
Very rarely do you get a 5 car operating Eastbound and therefore suitable for Platform 1, even then, im not sure if they fit.
At the moment they are mainly used for 450 sets doing s Bournemouth - Winchester stopping diagram across the New Forest. It's picturesque but operationally it's an unpleasant despatch - serious danger of read across on the starter signal and the curve away is really sharp which makes for a difficult one for the guard. I only say this as I literally did my first one yesterday! I hate to see infrastructure wasted, but sometimes (albeit infrequently) there is actually a solid reason!
Fantastic Rolling stock and beautiful architecture , Walls and trace Layout
It was a bit faded at this time but still a wonderfull station. This was 20 years after the electrified to Bournmouth, all had been steam before it (with a bit of diesel i should imagine). It was only in 1988 that the juice rails had been extended to Weymouth.
Brilliant footage. As a Northern spotter I loved the SR when I got the chance to visit. Great memories.
I aim to please......keep watching there will be more!
classic gold footage great to see 73s doing more than gatwick to victoria shifts thumbs up
Thank you..... The ED's were covering for the REP motor coaches being withdrawn early to recover the traction motors for re-use in the Wessex Electrics......
Yes, I recall that period, and saw them racing through Brookwood…great footage!
Wow, wish i made more of the 73's to Waterloo, what a way to travel to Weymouth, 73 for a 33!
Quality moves! I did travel back from an Open Day at Bournemouth all the way to Waterloo diesel loco hauled, a 47 on an Inter-City to Basinghstoke for an NSE 47 to Waterloo. Diesel all the way over 3rd rail track, not bad....
Born in Poole but lived in Southampton at this time (86-91) so missed much of this.
5:05 awesome angle!!
great video mate....loved the 47 " Roundie " @ 9:48...!!!.
Thank you, not sure what working that was, i was just happy to get a bit of freight on film.
Good old train spotting days
I'd love to return to this, instead of the circus we currently have.
There was a lot more order to the railways in those days, especially with NSE in charge!
Circus? 1988 was pretty much the low point for passenger numbers...unlike today, where it's never been higher?!
@@SoiBuakhaoRoutemasterbus And we had the spare stock and staff. If a train was particularly overcrowded the TCS - Train Crew Supervisor, would send a couple of us out to run a relief train right behind the booked one. No track access charge nonsense to worry about.
The lead unit behind the 73 at 2:30 was three coaches of a REP with the 73 replacing the London end motor coach. Rarely worked properly.
And 7:00
This was at the end of push-pull working in Jan 88. In the May of that year the 442 Wessex Electric's were introduced and worked all the way through to Weymouth as the line had been juiced up all the way through.
I was confused by this. The buffet car was in the 4REP; it had suddenly become a 3TC!
@@batman51 The stock was all over the place towards the end as the REP's were having the motor coaches removed so as to take the traction equipment off to put under the new 442s where they still are. And they're back, still with the EE traction equipment!!!
Nice bit of class-33 thrash at 6:15 - and the old tube stock at the end!
The 38 stock is a clip i add to the end to upload the cards over.....
Love a 33 thrash 👍🏻 Happy times at Bournemouth 😊
I was at Bournemouth station recently and noticed platform 1 is now back in use
Yes to Winchester usually :)
Heading 93: stopping train ('slow') Waterloo - Bournemouth.
What a tatty old station for Bournemouth in those days!!!!!!
Br was still a bit run down then but NSE slowly got on top of it.
Very much so.
Everything was dark, drab, dirty and depressing.
Thankfully it has a lot more character and brightness today, even if the EMUs sometimes lack character.
Seeing the 73s push-pulling reminded me of the old (original?) Gatwick Express that used 73s in a push-pull configuration.
I have vids of them, a few shots at Victoria in 1985 when they were in blue, before the Inter-City livery and before the platforms were built over. I will see about getting it up in the near future.....
I spent a couple of months in Bournemouth in early 2001. Unfortunately it was just Wessex Electric unit's by then. I only bothered visiting the station once for a few minutes. If this quality traction had still been on offer every weekend would have been spent with returns to Poole and Christchurch seeing how many time I could make the trip without getting gripped.
There was plenty going on then, 33/1 on the Weymouths and 47s on the Cross Country workings. The 73 were a temporary measure as the REP motor coaches had been withdrawn so the traction equipment could be re-used in the Wessex stock, which is still in use today!
@@SoiBuakhaoRoutemasterbus "Still in use today" - Debatable. What a mess the 442 saga has turned out to be!
* MCW Metroliner 11:38! And Leyland Leopard 11:02, roaring over the flyover!
Yes, it's nice to look beyond the trains in some of my vids just to see what buses and other traffic are lurking in the background.......
Ahh back in the days when they were nostalgic, British traction and late running trains, not the foreign crap seen nowadays.
Certainly some great trains around back then......
Brong them back?
Why did they detach the power coach from the electric units when they coupled the diesel? Couldn't they not have simply attached the diesel to the whole train, or was that the configuration all the way down from Waterloo?
The whole train didn't go through to Weymouth, so the class 33 attached to the front set of TC (Trailer Coaches, non powered stock but with driving cabs) coaches and the rear set went to the sidings and back to London on the next train from Weymouth.....
@@SoiBuakhaoRoutemasterbus Did removing the weight of the powered coach play a role in the planning? I was wondering if it was easier to split a couple of four-coach units at the yellow ends than elsewhere.
This was at the time that REP motor coaches were being removed from traffic to donate their traction motors to the 5WES units. As the 73s had the same performance as a 4REP motor coach, as an interim measure, 1 motor coach in several 4 REP sets was replaced with a class 73
@@57601SIMON also occasionally a 33/1 was the 4th vehicle vice a 73 !
Lovely video
Thank you.....
25mph, yeah right! 6:25
You think he was a bit 'generous' with his interpretation of the speed?.....lol
The good old days of proper haulage
Well at least Bournemouth is getting its 442's back. And with the REP English Electric traction equipment-they haven't had an 'upgrade', nor from what i hear will they!
I'm running one on my layout ..intercity livery aswell !!
You could get some livery ideas from this vid then!
I remember them very well but I've never saw them with a class 73 attached 👍
This was at the end of their lives. The traction equipment was being removed from the REP's for use under the new Wessex Electrics so the 73's were a temporary measure until the 442 service started.
@@SoiBuakhaoRoutemasterbus The delivery was quite slow at first. We used to call it the 442 zero option when all sorts could be cobbled together as a replacement. 2 x 73 and 8 TC was common. The strangest combination that I passed near Basingstoke while working another train, was TC, Crompton, TC. We had the 6 REPs for a while too attached to a VEP or CIG normally.
Salisbury fave 33117 at 5:41.
Not a fan of today's South Western Railway livery.
Much prefer the bright colours of the much missed and loved Stagecoach colours of South West Trains.
Those are TC sets not emu. They operated with 33s and 73s.
We have TC units along with REP units (an EMU) minus their power coach, which was replaced by the ED's as the traction equipment was being removed from them to put under the new build 442's.
Soi Buakhao that’s interesting - which vehicle in a REP was powered? I assumed it would be the brake vehicle like on a CIG?
Arthur If you look closely at 6.56 there is a REP with a 73 on the back acting as a REP motor coach, so a 3REP +Class 73! Obviously the coach had been taken out for the motor equipment.
@@limeyfox
On 4 REPs, the driving vehicles were powered, not the brake coach like CIGs and VEPs.. Each power car had the same power as a class 73, fitted with 4 x 400hp traction motors, and there were two power cars per 4 REP. At the time they were the most powerful EMU on the railway at 3,200hp.
If you look at the 3REP/class73 combinations, you can see the bogies are different on the driving vehicle, and also have power collection shoes. On the train that reverses at Bournemouth you can see sparks/arcing coming from both the trailing power car and the ED as it goes from the reversing siding and into the up platform.
And units pulling locos? Or is it both working together? Push pull? Not seen this before
This was at the end of the REP units working these trains. As BR wanted the electrical equipment to put under the new build 442s (the English Electric equipment was reliable and hard wearing, and fast!) the REP motor coaches were taken out of traffic to be stripped. Class 73 locos took their place until the 442's were introduced in the May. Some stock in thses trains was unpowered anyway, the TC units (trailer coaches). They could be coupled to 73's and class 33/1 Crompton diesels and work push-pull mode, from the unit cab you could control the locos. The trip from Bournmouth to Weymouth was diesel only until May 88 when the electric service started.
Bournemouth station really looks worse for wear, doesn't it?
Surprising to see how little NSE colour is present then -- it's almost two years into the NSE era. InterCity locos, blue and grey carriages. I know it took a while to repaint the rolling stock but this could be anywhere in the country, you'd not think it was in the south-eastern region (and apart from InterCity, Bournemouth was all NSE, unlike Southampton and Weymouth). I grew up in Croydon and from 1989 to 93 I used to travel on trains a lot because I was at boarding school near Ipswich and hardly remember seeing any blue and grey on my way up there (and I used to take the slow trains when coming home). If the trains were blue and grey then they at least had the NSE decal and often the district name. (On Kent Link, I saw a lot of blue and grey though -- there was a Kent Link station at Addiscombe which has since closed).
This is early 1988 and the TC sets were due to be replaced by the Wessex 442s from the May TT change so I supposed they held off NSE-ing too much until the big launch...
A couple of years after that part of the wall came down in a gale and it was shored up with scaffolding- for about the next 12 years!
The late 80s was a transitional phase on the Southern where one set of dud old emus replaced another whilst the rest trundled off to Vic Berrys.
Superb Soi, The 4REP/5WES transition! When the infrastructure wasnt in the disgusting state it is in now, Buddleia everywhere. Those lovely REP units with the Buffets. Oh take me back to this era!
A great day out from what i remember. There will be more as i did get all the way to Weymouth on a push-pull Crompton and have film from there. It will make a future upload.........
@@SoiBuakhaoRoutemasterbus Yes I really enjoyed travelling around the railway then. I absolutely avoid it now in my spare time as it is awful.
Well, I don't know about the infrastructure, but Bournemouth station was in a pretty ramshackle state
About a year or so later they had to prop it all up with scaffolding because the roof was in danger of coming down, stayed like that for about 15 years
@@EM-yk1dw on my line it's not so bad. We got a new station a few years back and we now have Thameslink services to Bedford as well as southern to London Victoria and London bridge. Haven't been on the line for a few years though.
What was the purpose of electro 73s hauling EMUs out to Bournemouth and back again, must the origins of those services been off-grid, do you know?
trainrover this is during the period that 4rep units were being withdrawn so that their traction equipment could be used in the new 442 Wessex units. Also some of those units you see are unpowered 4 TC units that the 4reps used to push to Bournemouth, that were then worked in push pull mode by 33/1 to Weymouth
BR electrified the line to Bournmouth to eliminate steam by 1967. They used EMU's (REP units) with TC (Trailer Coaches) to work services to Bournemouth from Waterloo. There a push-pull class 33/1 would attach to either a one or two 4 car TC units and work that portion forward to Weymouth. The REP unit (+any TC unit still with it) would reverse at Bournemouth and then drop into the Up platforn for an incoming service from Weymouth being propelled by a 33/1. That would drop off the rear and the REP+TC set would go back Up road to London. As BR wanted the electrical control equipment from the REP's to put under the new build 442's class 73's were used (for about a year i think) to cover for the REP units power coaches being away to be stripped, the ED's working with the remaining 3 unpower coaches of a REP unit. It is only now that SWR is replacing the control equipment under the 442's as they re-introduce them to the Bournmouth line once again 30 years after their first introduction, making the English Electric control gear about 50 years old!
Aha! how muddling! Might any of those driving coaches themselves had not even been motorized prior to parts being migrated to Wessexes?
With what? The reason their equipment was used because 1-it was quality equipment, very reliable with plenty of life left in it, and 2-it saved money buying new equipment for the 442's. The ED's were available (their ballast duties being covered by other diesel locos spare from freight losses) so it was quite a good Heath Robinson answer. Don't forget BR never had the amount of money sloshing around the rail industry today. BR had to make every penny count, they certainly wouldn't be withdrawing trains a year or two old like the 707's!
You'd written "4 car TC units", so I'm wondering whether that mean that their driving coaches must've never had been motorized..I'd always thought that all those REPs, VEPs, CIGs, etc., were equipped with motors somewhere along their element, and had never supposed their being dummy units. I think I understand the whole bit about electric control components being switched to another fleet. Edit: Carl White wrote "unpowered 4TC units", so I suppose dummy units must've been en vogue.
Incorrect headcode on the 33 5:47. Should be 91
yeh, I was also going to query this....91's , 92's & I even think I saw a 93 there...would this have meant they were taking different routes, & going different ways.. to Waterloo...??
@@stevewyman2822 91 was fast toBournemouth, then on to Weymouth, 92 was Bournemouth semi-fast, and 93 was Bournemouth stopper.
Sounds like you know your South West services well!
@@AndreiTupolev I'm guessing the 91 was an express to Waterloo. As a youngster waiting on Woking station I vividly remember the 91 screaming though at top speed in a 3 x 4 config - it was memorable. I've always wondered its route, do you know and stops?
Why were locos hauling emu's?
The "EMU"'s are "TC" units, based on the CIG design, unpowered push pull formats. They came in various formats, the 3TC, 4TC, 5TCT and 5TCB. Essentially they're loose MK1 stock with the DTCL's from CIG's on each end. The interesting fact about that is, they were designed to operate with 4REP stock which are powered, somewhat overpowered to tug an additional 8+ loose coaches with them. When the 4REP is coupled to some TC units, it's top speed is 90MPH, but when running without additional coaches, it was limited to just 75 or so because *technically* it was a light engine, despite being a 4-coach multiple unit.
@@pascalfarful952 thanks 😀
The reps went to Vics at Leicester
After a trip to a BR Works somewhere for the traction equipment to be removed for the 442's i should imagine..........
U
Dirty, dark, drab and depressing.
Much nicer station now. Brighter coloured and cleaner stock.
I'm glad that BR was broken up into privatised companies. Shame the franchise system no longer works however.
Time to once again overhaul our entire railway operating system.
Great footage 😀 thanks for sharing with us.
Thank you...Though to be fair, if BR had been given 4 times the money it was given, then it could well have improved the network more......
underwaterdick. "no longer works": when did it *ever* work?
With very little subsidy compared to what todays private companies receive minimal cleaning of the outsides of trains and tidying of stations was an obvious cost saving measure that BR chose to take. BR did a good job by and large and were probably the most cost effective railway operator in Europe. Money became almost no object for the Conservative government once they had got rid of BR (and with it BREL, BR Research etc.) for purely ideological reasons. Now we buy mostly trains that were designed abroad (if we're lucky they are assembled here) and ticket prices are the highest in Europe, probably the world (certainly unless you carefully plan your journey ahead of time - to be fair spontaneous travelling was also penalised to some extent under BR).
Hatfield & Potters Bar rail crashes also make interesting reading btw - caused mainly by private companies saving money on proper planned maintenance of the track and the selling off of expertise.
@@Martindyna Not saying I agree with everything Martin, but that's very well written.
On the other hand, there was hardly ever Major Disruption due to Faults with the Signalling System, Defects With the Treak or cancellations due to Shortages of Train Crew