for the down journey. 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, although the change is also reported as the introduction of some new coaches rather than a complete new rake in 1936 with the remaining coaches being replaced in 1938; certainly an additional 10 coaches for the Hook Contienetal were included in the construction programme at York Works in that year. While the formation of the train remained as it had in 1925 it was occasionally increased by an additional bogie coach. Haulage of the train 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. World War II and Post-war British Railways The Hook Continental ceased immediately at the outbreak of World War II and the three ships operating the ferry sailings were requisitioned for war service. The train service officially restarted in November 1945 using the same coaches and locomotives as pre-war, but with only three sailings per week. Of the three vessels that had been used pre-war, the was lost and the was purchased by the government as a troop carrier leaving the as the sole vessel to operate the service. The train was restored as a daily service in the summer of 1947 with the arrival of the faster and more capacious vessel "Arnhem" from the John Brown Shipyard on Clydebank. 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 advent of the Britannia pacifics after which they were still used for relief services until the withdrawal of steam haulage in the Great Eastern area in 1962. In the early 1950s six Britannia 4-6-2s worked out of Parkestone Quay shed for boat train traffic and the main train in both directions through the mid-1950s was hauled by these. Although driven by Parkeston crews the actual locomotive allocation was to Stratford who adopted a policy of allocating 70000 Britannia whenever possible. At this time the train weight had grown to 485 tons tare/520 tons gross and the allowed time was actually increased to 90 minutes compared to the 82 minutes of 1912. With the introduction