StephenHunter
Established Member
Why did the Eastern Region put up wires to Clacton over two decades before Harwich? Considering the boat train importance of the latter, you'd have thought it would be a higher priority.
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Clacton electrification before Harwich
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In terms of passenger numbers, Harwich is something of a backwater compared to Clacton. Harwich was probably too far away for commuters and isn't so much of a day trip location from London.
The boat train resource presumably came from the same operating pool as the non-electrified Norwich route.
Clacton was seen as a developing commuter area which would also serve well as the country end of outer-suburban services. The GEML commuting traffic to Ipswich and beyond was miniscule compared to current (per-covid) demand and the Norwich and East Suffolk services were adequately served by Britannias/Class 40s for the former and Sandringhams/class 31s for the rest.
Probably forseen, the Clacton, Frinton and Walton branches also provided a useful 25kV testing ground that didn't interfere with mainline operations. Most of the new ac EMUs were tested on that branch ready for the opening of the converted lines converted from DC, south of Chelmsford.
The day trip business, (and holidays in the '60s) was developed as soon as the line was in full operation in 1962 with the class 309s to give them decent daytime loads between peak demands. Thjere was a small demand for holidays to Dovercourt Bay at Harwich, but most of the traffic on that branch was destined for Parkeston Quay ferries and the freight ferries.
It is double track as far as Harwich International and presumably was dual track for a longer distance at some point as seen in this 1983 picture before electrification by which time the line beyond Parkeston Quay was run as two single lines.
2-Car Class 101 DMU set at Harwich Town. 1983.
Cambridge allocated class 101 DMU set CA85 stands at Harwich Town station waiting to depart with 2K66 the 16.20 to Ipswich. By this date Harwich Town was on the end of a single track passenger branch as beyond Harwich Parkeston Quay station the twin track alignment was operated as two separate...
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D6130
Established Member
Was there also a sign at Colchester saying "Change here for Frinton and the incontinent?"
In the 1950s and early 1960s seaside traffic to Clacton, Frinton and Walton was huge. Processions of trains ran on summer Saturdays, including the not advertised Butlins Expresses. Clacton also rivalled Southend as a day trip destination on summer Sundays and Bank Holidays. It was a great advantage to use EMUs, otherwise idle for the weekend, on these trains, instead of locomotive hauled stock.
Clacton also had a regular interval service calling at important intermediate stations such as Chelmsford and Colchester, hourly in summer but less frequent in winter, especially during the electrification of the Chelmsford-Colchester gap. It was described "Clacton Interval Service" in the Public Timetable.
As AM9 has pointed out, the Colchester-Clacton section was the prototype for 25kV A/C electrification. Clacton was also a pioneer in another respect: the 10.36 am Liverpool Street-Clacton on 13 November 1957 was the first passenger train hauled by a Modernisation Plan diesel locomotive. It was a high priority service for modernisation and by summer 1959 most "Clacton Interval Service" trains were Brush Type 2 hauled.
Manningtree-Harwich was double track, a single track branch would have been unable to cope with the peaks in traffic in both directions coinciding with docking of the ferries. But most passengers for the continent would be on non-stop boat trains to and from Liverpool Street. Continental passengers actually changing trains at Manningtree would have been a small minority.
"Harwich for the continent, and Frinton for the rest of them."
Clacton also had a regular interval service calling at important intermediate stations such as Chelmsford and Colchester, hourly in summer but less frequent in winter, especially during the electrification of the Chelmsford-Colchester gap. It was described "Clacton Interval Service" in the Public Timetable.
As AM9 has pointed out, the Colchester-Clacton section was the prototype for 25kV A/C electrification. Clacton was also a pioneer in another respect: the 10.36 am Liverpool Street-Clacton on 13 November 1957 was the first passenger train hauled by a Modernisation Plan diesel locomotive. It was a high priority service for modernisation and by summer 1959 most "Clacton Interval Service" trains were Brush Type 2 hauled.
Manningtree-Harwich was double track, a single track branch would have been unable to cope with the peaks in traffic in both directions coinciding with docking of the ferries. But most passengers for the continent would be on non-stop boat trains to and from Liverpool Street. Continental passengers actually changing trains at Manningtree would have been a small minority.
That's an old joke, and it requires the correct phrasing:Was there also a sign at Colchester saying "Change here for Frinton and the incontinent?"
"Harwich for the continent, and Frinton for the rest of them."
I stand corrected about the layout of the branch. Thanks. Can't comment about Frinton
I also recall seeing in the 1980s the scruffiest of DMUs waiting at Manningtee for its next influx of passengers for Europe. Little wonder flying became the preferred travel option!
I also recall seeing in the 1980s the scruffiest of DMUs waiting at Manningtee for its next influx of passengers for Europe. Little wonder flying became the preferred travel option!
contrex
Member
There used to be a big sign outside Liverpool Street saying "Harwich for the Continent" and underneath a wag is supposed to have painted "Frinton for the Incontinent"
306024
Established Member
The Harwich branch was electrified in 1986. Before that the boat trains were still important, with relief trains running for the Hook and Day Continental, and the Scandinavian if demand required. Sometimes there were even relief trains to the relief trains.
I'm sure the DMU on the branch had nothing to do with the demand for international travel
StephenHunter
Established Member
Michael Palin's final part of his Around the World in 80 Days journey involved a DMU from Felixstowe to Ipswich. This was in fact a fortunate choice, had the container ship go to Le Havre instead and he'd taken a ferry to Southampton, he might have been caught up in the Clapham Junction rail crash the same day he finished his journey.I stand corrected about the layout of the branch. Thanks. Can't comment about Frinton
I also recall seeing in the 1980s the scruffiest of DMUs waiting at Manningtee for its next influx of passengers for Europe. Little wonder flying became the preferred travel option!
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It was common to put the continental connections of the boat trains on the departure boards and carriage signs, BTW.
Into the 1990s- I remember boarding a Ramsgate fast EMU at Victoria circa 1995 and the carriage window stickers said something like:
RAMSGATE
Bromley South-Rochester-Chatham-Gillingham-Sittingbourne-Faversham-Whitstable-Herne Bay-Broadstairs-Margate-Ramsgate
(boat symbol) - Oostende-Gent-Bruxelles-Liège-Aachen-Köln
It is double track as far as Harwich International and presumably was dual track for a longer distance at some point as seen in this 1983 picture before electrification by which time the line beyond Parkeston Quay was run as two single lines.
2-Car Class 101 DMU set at Harwich Town. 1983.
Cambridge allocated class 101 DMU set CA85 stands at Harwich Town station waiting to depart with 2K66 the 16.20 to Ipswich. By this date Harwich Town was on the end of a single track passenger branch as beyond Harwich Parkeston Quay station the twin track alignment was operated as two separate...
That photo does look older than 1983, the feel is similar to old photos I've seen of the railway in the early 70s. I guess the Harwich branch was modernised more slowly than many other routes?
ac6000cw
Established Member
A lot of BR looked like that in the early 1980s - there was no money...
As an aside, I visited (the somewhat spruced up) Harwich Town station a few weeks ago and was slightly surprised that the special tall 'position light' shunting signals that controlled movements to/from the train ferry were still there alongside the station - poking their heads above the weeds. The train ferry service ended about 35 years ago...
I used BR in the early 80s (starting late 1982) but it was the Southern Region primarily and so was presumably in better shape than that.
Though even with the lack of money they still managed to deliver some pretty impressive peak frequencies in the London area...
I certainly remember going through Liverpool Street at this time and seeing the continental destinations up on the Solari board, finishing with Moskva, and pondering for a moment. It was a bit surprising because even the Cooks timetable, where editor John Price started the procedure of using the relevant local name spelling (Roma, Hoek van Holland, etc), on the very logical basis that they agreed with what the station sign said when you got there, still showed this as Moscow.
GRALISTAIR
Established Member
All great points an imho more than adequately summarise the reasons and answer the OPs question.
GS250
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I believe the Harwich Boat train service was quite a serious player even in the 1980s. Pretty sure it ran as a loco hauled load 9-11 and was non stop into Liverpool Street? I remember Modern Railways Alan Williams did a comparison between the relatively new mk2 equipped Harwich boat train and the Danish equivalent at the other end. He reckoned the Mk2's won hands down. There may have even been a full English on offer on one of the diagrams.
londontransit
Member
I think it was simply that providing electrics wouldn't have changed things much. Many trains to Parkeston Quay (both freight & passenger) were from other parts of the country & needed to be diesel hauled, unlike Clacton where the primary source of traffic was from London.
One of the non London Trains to Parkeston Quay was the daily Manchester-Sheffield-Harwich PQ boat train which I remember using a few times on the eastern section including the north curve at Manningtree - Woodhead was the train's former route and even then it was often diesel hauled.
Ironically one could travel over Woodhead on this train by diesel, then transfer to the ferry for the North Sea crossing - and upon arrival at Hook of Holland they could travel on one of the continent's premier international trains hauled by - yes a Woodhead EM2 electric locomotive!
One of the non London Trains to Parkeston Quay was the daily Manchester-Sheffield-Harwich PQ boat train which I remember using a few times on the eastern section including the north curve at Manningtree - Woodhead was the train's former route and even then it was often diesel hauled.
Ironically one could travel over Woodhead on this train by diesel, then transfer to the ferry for the North Sea crossing - and upon arrival at Hook of Holland they could travel on one of the continent's premier international trains hauled by - yes a Woodhead EM2 electric locomotive!
edwin_m
Veteran Member
Perhaps because the station sign would have read Москва
StephenHunter
Established Member
That did spend a time as a EuroCity before losing it on the grounds of lack of air conditioning, I believe.
Pre-COVID usage on the Clacton and Walton lines in total was about 4 times that of the Harwich branch, not surprising when other than the Dovercourt/Harwich built up area there are no sizeable settlements on the latter line. I also find it amusing that there are some suggestions that when/if East-West Rail is extended through to Cambridge there ought to be through services beyond to Harwich/Felixstowe as well as Norwich! For freight possibly but in respect of passenger Ipswich /Colchester possibly but beyond on to the branches somewhat overestimates any potential demand.
Mcr Warrior
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Mistley and Manningtree (the latter where the actual town is, rather than where the main line station is located, which I think is a place called Lawford) are together a fair size, but concur that the so-called Mayflower Line gets a surprisingly good service compared with other branch lines considering the overall population that is served.
43096
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The EuroCity designation didn’t start until 1987. When did the GE become all Mark 2DEF (bar catering vehicles)?
306024
Established Member
The service on the Harwich branch is basically hourly worked by one unit, just about as efficient as you can get, and the same as the Sudbury and Felixstowe branches. In normal times it had extra Monday to Friday peak trains, but there was quite a bit of local commuting into Colchester and Ipswich, as Harwich doesn‘t provide enough employment to support its population. There are numerous students that travel into Colchester too.
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