Trivia: Longest trip that any loco or unit has every done.

[Tester]

Class 506 once made it from Manchester to Penistone in passenger service (not sure if they got to Sheffield or not).

Now that I would have loved - do you know any more about the circumstances?

 

[Bevan Price]

Surely the 322 manchester airport to Euston service is the longest service by the units.
Didn't the 158 run a Euston to Blackpool service as well?

For a while, 158s did Edinburgh - Liverpool Lime Street, which then continued onto the Liverpool - Portsmouth service. So, technically not a through train, but a lot of daily mileage.

 

[61653 HTAFC]

156441 covered for a 158 on the Rochdale-Euston that was a FNW service.

When first introduced, 156s did Harwich to somewhere in the North West (Preston or Blackpool North I believe) which is a fair bit further.
I can imagine a 75mph 156 on the (at the time) two track Trent Valley would have caused quite the headache for the delay attribution folk!

 

[Bevan Price]

Would the 507s longest Journey would be either Liverpool Central to Chester or Hunts Cross to Southport, which one? 507s have not gone anywhere since their introduction back in 78.

There have been a few railtours that have crossed between the Northern & Wirral systems, so they probably had the greatest mileage.

 

[Mat17]

Now that I would have loved - do you know any more about the circumstances?

On a few occasions they were testing the viability of sending EMUs over the Woodhead. So some did go over as test units. However low gearing was an issue and the gradients were of concern.

In one of the E. M. Johnson Woodhead books he describes that one once deputised for a 76/77 hauled service and got at least to Penistone. He also states that they almost stopped it, having concerns about the loading gauge in the tunnels. However an older hand remembered the test runs that the units had made and that they were cleared for the tunnels and thus through they went.

On the following link there is a photo of one, not sure if it's the test or the service train.

https://mobile.twitter.com/WetdogFBK/status/1502200960407547908

I wish I knew more.

 

[Halish Railway]

When first introduced, 156s did Harwich to somewhere in the North West (Preston or Blackpool North I believe) which is a fair bit further.
I can imagine a 75mph 156 on the (at the time) two track Trent Valley would have caused quite the headache for the delay attribution folk!

I seem to remember reading about a Colchester to Barrow-in-Furness (one way only) worked by a 156.

Regarding Voyagers, when CrossCountry trains have been diverted via Newport, there have been Penzance to Aberdeen via Newport and Cheptsow services, so a bit further than the regular Aberdeen to Penzance.

On a few occasions they were testing the viability of sending EMUs over the Woodhead. So some did go over as test units. However low gearing was an issue and the gradients were of concern.

In one of the E. M. Johnson Woodhead books he describes that one once deputised for a 76/77 hauled service and got at least to Penistone. He also states that they almost stopped it, having concerns about the loading gauge in the tunnels. However an older hand remembered the test runs that the units had made and that they were cleared for the tunnels and thus through they went.

Very interesting, perhaps this fact added to the justification for closing the Woodhead Line and keeping the Hope Valley Line as existing EMUs just weren't up to the job of going over the Woodhead line, even with conversion to 25Kv AC.

 

[Tester]

On a few occasions they were testing the viability of sending EMUs over the Woodhead. So some did go over as test units. However low gearing was an issue and the gradients were of concern.

In one of the E. M. Johnson Woodhead books he describes that one once deputised for a 76/77 hauled service and got at least to Penistone. He also states that they almost stopped it, having concerns about the loading gauge in the tunnels. However an older hand remembered the test runs that the units had made and that they were cleared for the tunnels and thus through they went.

On the following link there is a photo of one, not sure if it's the test or the service train.

https://mobile.twitter.com/WetdogFBK/status/1502200960407547908

I wish I knew more.

Thank you - very interesting!

I managed to travel the line, albeit not electric hauled.

 

[70014IronDuke]

Here are a few suggestions that I think have not been mentioned yet.

Steam loco: A4s Kings Cross-Edinburgh on the Elizabethan.

Non-stop, probably. But what about when the ECML was closed north of Newcastle (in 1958?) and trains diverted via Carlisle and Galashiels (I think, rather than Hexham and then north?) ? One LNER-built pacific all the way, I think.

 

[Trackman]

Class 506 once made it from Manchester to Penistone in passenger service (not sure if they got to Sheffield or not).

Do you have any more info on this working?
Most furthest east from Picc (on an advertised passenger service) is Dunford Bridge with verified official BR documentation recently posted online.
They were gauging issues in the new tunnel, rather than traction motors being fried .. or could be both!

 

[Bikeman78]

I believe they did.

Yes they did, from Manchester to Clacton. Cracking day out, especially the return run.

 

[Harvester]

Non-stop, probably. But what about when the ECML was closed north of Newcastle (in 1958?) and trains diverted via Carlisle and Galashiels (I think, rather than Hexham and then north?) ? One LNER-built pacific all the way, I think.

1948 - Mentioned up thread (#120)

Before the diversions commenced (23/8/48) each way between Tweedmouth(Berwick)-Kelso-Galashiels, the Pacific hauled Flying Scotsman was diverted over the S&C to Carlisle, and on over the Waverley route to Edinburgh. This distance was shorter than the 393 mile ECML route. Running Kings Cross to Edinburgh using the Newcastle-Hexham-Carlisle line would have been a much longer run for the A4s, and was not attempted.

 

[Mat17]

Do you have any more info on this working?
Most furthest east from Picc (on an advertised passenger service) is Dunford Bridge with verified official BR documentation recently posted online.
They were gauging issues in the new tunnel, rather than traction motors being fried .. or could be both!

You could be right. I may have muddled things up, it's been a while since I read the book. When I get chance I will dig it out and get back to you on it.

I've just found on another website, that the tests runs were not completely over Woodhead itself, but in September 1957 they were used between Sheffield and Wharncliffe (i.e. the section between Oughtibridge and Deepcar) for hammer blow trials.

So yes, they made it to Sheffield.

 

[Richard Scott]

Diesel loco: twin tank class 47s on Kings Cross-Aberdeen sleepers throughout.

Were they twin tank? Thought the Kings Cross sleepers finished before twin tank conversions or had they just come in by then? Guessing was 47650-665 (and possibly 551/552) if they were?

A mere drop in the ocean compared to the three DRS Class 20 locomotives that ran to Pristina, Kosovo in 1999 - around 2,800 miles

But they didn't haul it under their own power throughout although admittedly what they did do under their own power would have been an impressive mileage! Only went to Fushe Kosove, if being pedantic, which I know is only just outside Pristina!!!

 

[CW2]

As I have already mentioned, this train ran via Birmingham not the Trent Valley, so the mileage is even further.

It ran for one timetable only which was 1987/88. For most of the period it was dragged over the North London Line. Northbound the drag was Channelsea to Camden Road but southbound the drag was longer from Willesden No 58 signal to Stratford.

Through electric running, after overhead line energisation on the North London Line, was for 4 weeks only 18/04/88 to 15/05/88 so anyone wanting to do it with electric traction had to be quick.

The Watford Junction stops were pick up and set down, and the next stops further north were Milton Keynes Central. On the Great Eastern there were booked stops at Colchester, Chelmsford and Shenfield. Going south it was usually possible to get off at Stratford while the drag loco was detached.

There was a Sunday train from/to Parkeston Quay too, but only out and back to Birmingham. I did once do the Sunday evening train from Watford Junction to Stratford.

Thanks for the clarification. I had some vague memory of through working having taken place for a short period only, but I'd forgotten it was only 4 weeks.
My run came in January 1988, when I was on my way home to Crewe from a couple of weeks bashing steam in Poland. I'd also forgotten it ran via the West Midlands. That would add 7.75 miles to the totals.
On the day I did it I alighted at Watford Junction and picked up the 1000 Euston - Stranraer right behind, which ran main line to Crewe (and was thus a faster way home).

 

[Magdalia]

Were they twin tank? Thought the Kings Cross sleepers finished before twin tank conversions or had they just come in by then? Guessing was 47650-665 (and possibly 551/552) if they were?

Yes those were the locos used. Sleepers ran from/to Kings Cross until May 1988 and used twin tank locos from some time in 1986. I think they were one of the first uses of the 47650-665 conversions.

Occasionally they would spectacularly wreck the morning GN peak by running out of fuel on the up Aberdeen sleeper and coming to a stand in the 2 track section at Welwyn.

 

[D1537]

Yes those were the locos used. Sleepers ran from/to Kings Cross until May 1988 and used twin tank locos from some time in 1986. I think they were one of the first uses of the 47650-665 conversions.

Yes, there were originally nine dedicated diagrams for the twin tanks. Six on the ECML sleepers, two on the Newcastle-Penzance and Penzance-Newcastle, and one on the Newcastle-Poole (to Birmingham) and return working. However, only the four Aberdeen diagrams and the two Penzance ones actually needed the range, so the others - the two Newcastle (Edinburgh from 1987) sleepers and the Poole - were quite often standards. With 18 twin-tank locomotives at Gateshead by the end of 1986, though, they ended up on anything, and were regularly seen on Cross-Country services to the South and South-West.

When 19 of the 20 twin tanks went to Eastfield in May 1987 (47553, for reasons best known to BR control, went to Crewe) they also started appearing on Scottish internal services, but in reality could still pop up anywhere.

 

[Mat17]

Now that I would have loved - do you know any more about the circumstances?

Right I have the details now.

Info from E. M. Johnson - Woodhead, The Electric Railway (Pg. 32)

The picture of the 506 at Penistone is included in the book and is dated September 1957 - EMUs being used in testing between Sheffield and Wharncliffe Woods (as stated earlier in this thread). They were compared against steam, diesel and electric locos to see how they coped on this section of line.

c.1962-63 there was a derailment between Sheffield and Penistone on the Down line. Consequently, there were no spare carriages or EM1/EM2 stabled at Piccadilly, leaving 60 passengers stranded there. A relief train was scrambled, utilising a 506 set, which was sent through to Sheffield in service. It was nearly stopped en route due to concerns over loading gauge in the Woodhead tunnel. An old hand in the control room who had travelled on the opening shuttles between Woodhead and Dunford Bridge assured them that it was cleared. The 506 continued on to Sheffield therefore. After terminating at Victoria, it returned ECS.

 

[Trackman]

Right I have the details now.

Info from E. M. Johnson - Woodhead, The Electric Railway (Pg. 32)

The picture of the 506 at Penistone is included in the book and is dated September 1957 - EMUs being used in testing between Sheffield and Wharncliffe Woods (as stated earlier in this thread). They were compared against steam, diesel and electric locos to see how they coped on this section of line.

c.1962-63 there was a derailment between Sheffield and Penistone on the Down line. Consequently, there were no spare carriages or EM1/EM2 stabled at Piccadilly, leaving 60 passengers stranded there. A relief train was scrambled, utilising a 506 set, which was sent through to Sheffield in service. It was nearly stopped en route due to concerns over loading gauge in the Woodhead tunnel. An old hand in the control room who had travelled on the opening shuttles between Woodhead and Dunford Bridge assured them that it was cleared. The 506 continued on to Sheffield therefore. After terminating at Victoria, it returned ECS.

Thank you for that snippet
Seen that book but don't have it, sounds like a good read

 

[Mat17]

Thank you for that snippet
Seen that book but don't have it, sounds like a good read

There's three volumes altogether:

Vol 1 - Steam, Manchester - Hadfield
Vol 2 - Steam, Sheffield - Dunford Bridge
Vol 3 - Electric Railway

Grouped together with Graham R. Jelly's - Woodhead, Countdown to Closure - you've just about got the whole history of the line.

Some very good reading for those who have an interest in this route.

 

[delt1c]

What about the rail tour using 2x33’s which toured the highland

 

[Tester]

Right I have the details now.

Many thanks

 

[D1537]

What about the rail tour using 2x33’s which toured the highland

They would have been refuelled multiple times, which is not really what we're looking for here with diesels or steam. Any "tour of Scotland" tour would probably count if so.

 

[D6130]

When first introduced, 156s did Harwich to somewhere in the North West (Preston or Blackpool North I believe) which is a fair bit further.
I can imagine a 75mph 156 on the (at the time) two track Trent Valley would have caused quite the headache for the delay attribution folk!

Delay attribution as we know it today was unheard of before privatisation in the mid-1990s.

 

[LOL The Irony]

Delay attribution as we know it today was unheard of before privatisation in the mid-1990s.

I believe they may be referring to the time a 156 subbed for a 158 on a Rochdale - Euston.

 

[D6130]

I believe they may be referring to the time a 156 subbed for a 158 on a Rochdale - Euston.

Fair enough....but 156s were first introduced in 1988!

 

[LOL The Irony]

Fair enough....but 156s were first introduced in 1988!

Wasn't Rochdale - Euston a FNW service though? I'm also pretty sure it's implied to have been during FNW days.

 

[D6130]

Wasn't Rochdale - Euston a FNW service though? I'm also pretty sure it's implied to have been during FNW days.

When first introduced, 156s did Harwich to somewhere in the North West

Sorry if this seems pedantic, but I would clearly understand the phrase to mean 'when the 156s were first introduced' - ie. 1988/89 - and did the Harwich-North West services not run via Sheffield and the Hope Valley?....therefore they would have only run on the WCML for a very short distance through Preston. Anyway, we're drifting off-topic here....for which I accept a large part of the blame!

 

[Halish Railway]

Sorry if this seems pedantic, but I would clearly understand the phrase to mean 'when the 156s were first introduced' - ie. 1988/89 - and did the Harwich-North West services not run via Sheffield and the Hope Valley?....therefore they would have only run on the WCML for a very short distance through Preston. Anyway, we're drifting off-topic here....for which I accept a large part of the blame!

There's a thread here that mentions some form of Colchester to Barrow service which would sort of fit the bill.

Class 156 on Barrow to Manchester Airport line

This line is timed as 100mph and is usually operated with 195, however it’s sometimes operated with 156 with some delays (which I don’t care if I’m on board, kinda cool to ride on a 156 on the WCML isn’t it). Is there any particular reason for this to happen? Was that a standard arrangement...

www.railforums.co.uk

 

[61653 HTAFC]

Delay attribution as we know it today was unheard of before privatisation in the mid-1990s.

I believe they may be referring to the time a 156 subbed for a 158 on a Rochdale - Euston.

Yes- my post was poorly worded but contained two different clauses- one a longer service that 156s had run, and the other a comment on the idea of a 75mph unit running up the Trent Valley. Apologies for any confusion caused!

 

[D6130]

Apologies for any confusion caused!

No worries. Just clarifying!