Hook Continental

The Hook Continental was a passenger train running between London's Liverpool Street Station and Harwich Parkeston Quay where it connected with the night ferry sailing to the Hook of Holland in the Netherlands. It was introduced as a named express by the London and North Eastern Railway (LNER) in 1927,[1] and was part of the marketing strategy pushing the concept of almost seamless travel from London overnight to numerous European destinations utilising the company's own ships and the rail connections from the Hook of Holland.

BR Standard Class 7 70034 Thomas Hardy at Liverpool Street with The Hook Continental, 1955.

Previous service

An express service had existed under Great Eastern Railway (GER) operation prior to the amalgamation of the railway companies, and the GER had in 1904 produced its first corridor train set of 13 coaches specifically for the service. This was also the first GER train to be steam heated throughout and Claud Hamilton 4-4-0 steam locomotives were equipped to supply it with steam.[2]

Headboards

The train initially carried a simple headboard carrying the wording "Hook of Holland" at the top of the smokebox, but this was later changed to read "The Hook Continental", and carried both the British and Dutch flags either side of the definite article. This was also carried at the top of the smokebox.[3] An example of the similar "Day Continental" headboard can be seen at the National Railway Museum.

New rolling stock

1925

In 1925 a new train set was placed in service composed of eleven bogie coaches and two Pullmans but it was considered a very difficult turn due to the weight of the train and the climbs to Bethnal Green and Brentwood, with speed restrictions through both Chelmsford and Colchester, followed by the severe restriction over the junction at Manningtree. The tare weight was 430 tons with a gross of up to 455 and it constituted the 'top link' at Parkeston shed where four engine crews were responsible for this duty. The B12 / "1500" class 4-6-0s were used exclusively and the train was allowed 82 minutes for the 68.9 miles for the down journey.[4][5]

1936

A further new and more luxurious train set was introduced in 1936 with the same composition as the 1925 set and weighing 443 tons tare. Occasionally this was increased by an additional bogie and duties by this time had been taken over by the "Sandringham" or "B17" Gresley 4-6-0s, although their performance was never considered greatly superior to the earlier G.E.R 1500s especially after the latter had been fitted with larger boilers.[6][7]

World War II

The service ceased immediately at the outbreak of World War II, with the three ships on the Hook service being requisitioned for war service, and it only re-opened in November 1945 with three sailings per week. Of the three vessels, SS Amsterdam was lost and the SS Vienna was purchased by the government as a troop carrier leaving the SS Prague to operate the service.[8]

Post-war

The service was restored to daily in the summer of 1947 with the arrival of the faster and more capacious "Arnhem" from the John Brown Shipyard on Clydebank.[9] The Thompson B1 class 4-6-0s took over the duties at that time from the B17s and continued as the principal locomotive on the train until the "Britannia" 4-6-2 pacifics availability, after which they provided motive power for any relief services required until the withdrawal of steam locomotion in the Great Eastern area.[3]

Relief trains

During peak traffic periods in the summers of the mid-1950s, particularly on a Friday night, there would be an additional ferry sailing, requiring several relief trains. During the summer of 1957 there was a second train 10 minutes after the main train with three further reliefs available as required. Only one of these reliefs would stop at an intermediate station, Colchester, and only the main train would be advertised.[10]

Operational problems

From an operational perspective, the fact that the evening departures were after the main rush period at Liverpool Street was beneficial, but the up trains in the morning would arrive at the morning peak, and any delays caused by the late arrival of the ferry would create difficulties finding the paths and capacity at Liverpool Street. Various alternative paths were laid down in the working timetable in case of need. One small bonus was that the ferries from the Netherlands enjoyed the cushion of an extra hour for their passage because of the time difference.[7]

"Britannia" allocation

The main train in both directions in the mid-1950s was hauled by a Britannia 4-6-2 and Stratford adopted a policy of allocating 70000 Britannia whenever possible. The locomotive was allocated to and maintained by Stratford but was driven by a Parkeston crew.[11] By then the train weight had grown to 485 tons tare and up to 520 tons gross, and the allowed time was actually increased to 90 minutes compared to the 82 of 1912.[12]

Timings

The main train was timed to arrive about 30 to 35 minutes before the ferry sailed and its arrival often coincided with the ferry's mandatory horn test. During that heyday period of steam, a Britannia class locomotive's whistle received an apparent response from the ship. The sounding of the train whistle was a warning to the station staff that it was approaching, obscured from view by the extensive system of sidings, for what would be a busy few minutes as large amounts of mail and baggage were transferred to the ship.

Tickets

Except in very exceptional circumstances, passengers were required to hold tickets for the ferry to be allowed to travel on the service.

Withdrawal

As travel patterns changed, with the growth in car accompanied ferry travel and the greater availability of air services, the levels of foot passengers declined and in May 1987 The Hook Continental was discontinued. It was succeeded by a limited stop service to and from Harwich International which was timed to connect with the night Hook of Holland sailings, which was timetabled and marketed as the Admiral de Ruyter.[13]

See also

References
  1. Hughes, Geoffrey (1986). LNER. Shepperton: Ian Allan Ltd. p. 152. ISBN 0 7110 1428 0.CS1 maint: ref=harv (link)
  2. Allen, Cecil J. (1955). The Great Eastern Railway. Shepperton: Ian Allan Ltd. p. 155. ISBN 0 7110 0659 8.CS1 maint: ref=harv (link)
  3. Swinger, Peter (1994). The Power of the B1s. Yeovil: Oxford Publishing. Section: Titled Trains. ISBN 0-86093-445-4.CS1 maint: ref=harv (link)
  4. Bonavia, Michael R. (1982). A History of the LNER: 1. The First Years, 1923–33. London: Guild Publishing. p. 44. CN 4143.CS1 maint: ref=harv (link)
  5. Allen, Cecil J. (April 1947). Titled Trains of Great Britain. London: Ian Allan Ltd. p. 66.CS1 maint: ref=harv (link)
  6. Bonavia, Michael R. (1982). A History of the LNER: 2. The Age of the Streamliners, 1934-39. London: Guild Publishing/Book Club Associates. p. 60. CN 4104.CS1 maint: ref=harv (link)
  7. Allen 1947, p. 67
  8. Bonavia, Michael R. (1985) [1983]. A History of the LNER: 3. The Last Years, 1939-48. London: Guild Publishing/Book Club Associates. pp. 55, 59. CN 5280.CS1 maint: ref=harv (link)
  9. Allen 1955, p. 199
  10. Brodribb, John (1985). Steam in the Eastern Counties. Shepperton: Ian Allan Ltd. p. 10. ISBN 0 7110 1558 9.CS1 maint: ref=harv (link)
  11. Swinger, Peter (1987). Britannia No. 70000. Shepperton: Ian Allan Ltd. p. 22. ISBN 0 7110 1761 1.CS1 maint: ref=harv (link)
  12. Allen 1955, p. 204
  13. Cowley, Ian (1987). Anglia East-The Transformation of a Railway. David and Charles. p. 64. ISBN 0-7153-8978-5.CS1 maint: ref=harv (link)
This article is issued from Wikipedia. The text is licensed under Creative Commons - Attribution - Sharealike. Additional terms may apply for the media files.