Class 170 Turbostar

The Class 170 Turbostar is one of the largest fleets of new generation diesel multiple units built post-privatisation. The Class 170 typically operates on regional and long-distance (cross country) services and is a development of the Class 168 Clubman DMU [1]. Indeed later built 168s and 170s have a very close resemblance (some Class 170s have been re-classified as Class 168/3s). The follow-on Turbostar DMUs Classes 171 and 172 also look near identical meaning the Turbostar "look" is a very common one on British rails.
WMR 170 517 at Birmingham New Street

Number built: 331 (122 2 and 3-car sets)
Built: 1998-2005
Builder: ABB Derby / Bombardier Derby
Motor: MTU 6R 183TD13H diesel per car
Power: 1, 266 hp (945 kW) / 844 hp (630 kW)
Formation: Typically Driving Motor Standard Lavatory (DMSL)+Motor Standard
(MS)+Driving Motor Composite Lavatory (DMCL) or DMSL+DMCL
(170/3): DMCL+Motor Standard Lavatory Restaurant Buffet (MSLRB)+DMSL
(170/4): DMCL+MS+DMCL

The Class 170 is used throughout the rail network, the largest fleet is operated by ScotRail but Cross Country and West Midlands Railway also have sizeable fleets. Greater Anglia, Transport for Wales and Northern are the other current operators. East Midlands Railway will begin operating the type after transfer from WMR. Previous operators include South West Trains [2], Hull Trains and First TransPennine Express.

There are a number of sub-classes though all share the same specification and equipment. The differences being in seating arrangements.
WMR 170 635 at Bromsgrove

XC 170 521 and friend at Melton Mowbray

XC 170 520 at Peterborough

Also at Peterborough, Greater Anglia 170 205

XC 170 397 at Worcestershire Parkway

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 154
[2] John Balmforth, South West Trains (Ian Allan, 2011) p. 58

Leith Corporation Tramways

The Leith Corporation Tramways was a short-lived tramway company in Leith, Scotland. The company took over from the horse-drawn Edinburgh Street Tramways [1] in the Leith corporation district in October 1904. Work on electrification began immediately with electric tram services up and running by August 1905. The company survived until 1920 when it was taken over by Edinburgh Corporation Tramways. The tram routes continued to operate until 1956.
Tram on Newhaven Road [1]

Number built: 36
Built: 1905
Builder: British Thomson-Houston & Brush Electrical
United Electric Car Works of Preston
Motor: 2 GE54 electric motors (500v DC OHLE)

Leith Corporation operated a fleet of thirty-six trams (plus a couple of works cars). All were double decker trams, thirty were open on top and six having a covered top deck. The tram car order was shared equally between British Thomson-Houston and Brush Electrical. The bodies were made by the United Electric Car Works in Preston, all trams used Brill 21E trucks and GE motors.

These trams were inherited by the Edinburgh Corporation and most of the open top deck were modernised with covers. The trams survived until the mid-1930s with the last scrapped in 1936.
Car depot [2]

Tram on Craighall Road [2]

[1] "Leith Corporation Tramways", Street Railway Journal (Vol. XXVI No. 24) Dec 9 1905, p. 1014
[2] Ibid. p. 1017

Class 503

The Class 503 was a third rail DC (650v) electric multiple unit used on the Wirral and Mersey lines. The class was built in two batches, the first nineteen 3-car sets built in 1938 for the LMS (known as 1938 Stock) and a near identical second batch of twenty-four sets for British Railways in 1956-7 (1956 Stock) [1]. The Class 503s were advanced for their day with air-operated sliding doors and a high power to weight ratio thanks to the construction methods used which employed light alloys and avoided heavy frames [2].
28690 in LMS livery

Number built: 129 cars (43 3-car sets)
Built: 1938, 1956-7
Builder: Metro-Cammell / Birmingham Railway Carriage & Wagon Company
Engine: 4 BTH traction motors (650v DC third rail)
Power: 540 hp (403 kW)
Formation: (Original) Driving Motor Brake Standard (DMBS)+Trailer
Composite (TC)+Driving Trailer Standard (DTS)
(Modified) DMBS+Trailer Standard (TS)+DTS

In the 1970s the stock was modified to have central end doors to comply with Department of Transport regulations for stock which operates in single track tunnels (to allow for the exiting of passengers in an emergency if the side doors cannot be used) [3]. They also had their first class provision removed to become fully standard class.

After a long career the Class 503 was finally withdrawn in 1985 and replaced by Classes 507 and 508. One set was retained and kept for special services until 1988, then it was preserved. The preserved set was from the 1938 Stock batch and is one of only two pre-war EMUs still in existence in close to original condition.
Another view of the preserved unit

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p, 381
[2] R.L. Vickers, EC Electric Trains and Locomotives in the British Isles (David & Charles, 1986) p. 74
[3] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 28

Hunslet Engine Company 9321-9338

Hunslet built these 610mm gauge locomotives, to the Jenbach DH25 design, for export to Singapore in the mid-1990s. They were operated by the Jan-Pan hire fleet. Some worked in the UK on the Jubilee Line Extension before heading back out to Singapore.
9332 at Statfold Barn

Number built: 18
Built: 1994
Builder: Hunslet Engine Company
Motor: Kubota diesel
Wheel arrangement: 4wDH

A number have now returned to the UK and can be found on preserved narrow gauge lines such as Statfold Barn and Fairbourne. Some of the preserved locomotives have been regauged and fitted with enclosed cabs [1].
9332 is as built with an open cab

9332 wears SBR livery

[1] Royston Morris, Miniature Railway Locomotives & Rolling Stock (Amberley, 2018) p. 78

Class 316 / 457 Networker Testbed

To help develop the Class 465 "Networker" electric multiple unit British Rail took four coaches from the Class 210 prototype diesel electric multiple unit and used them as a test bed, firstly as the Class 457 for DC third rail and later as the Class 316 for AC overhead [1].

The former Class 210s were converted at RTC Derby and then ran for a while on Southern Region. The 457 was fitted with three-phase traction motors which allowed for significant energy savings over earlier types of motor [2].
67300 when at the Electric Railway Museum

Number built: 4 (1 4-car set)
Built: 1989-90 (Class 210s originally built 1981)
Builder: BREL Derby / RTC Derby
Engine: Brush three-phase traction motors
(750v DC third rail (457) 25kV AC OHLE (316))
Power: 1, 140 hp (850 kW) 
Formation: (457) Driving Motor Standard Open (DMSO)+Trailer Standard Open (TSO)+TSO+DMSO
(316) DMSO+Pantograph Trailer Standard Open (PTSO)+TSO+DMSO

Later they returned to Derby and were converted to AC traction by inserting a PTSO from a Class 313 and worked AC electrified lines North of the Thames. Of the four cars used two were later converted to form part of Class 455/9 EMUs. One car, 67300, has been preserved.
Side view of 67300's cab

The other end of 67300, it wears Network South East livery

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 355
[2] Alec Swain, Overhead Line Multiple Units (Ian Allan, 1990) p. 80

Metropolitan Railway 1906 Stock (M and N Stock)

The Metropolitan Railway began the electrification it's lines in the early 1900s, with the first electric services running between Baker Street and Uxbridge in 1905. Electrification gave the Metropolitan Railway a problem however, they were left with a number of nearly new surplus locomotive hauled carriages. In 1906 the Metropolitan Railway began to convert these carriages into electric multiple units [1].
Side view of an M Stock DM [2]

Information for M Stock
Number built: 58 (Carriages)
Built: 1898-1900 (Conversions 1906)
Builder: Ashbury Railway Carriage & Wagon Company
(Conversions) British Thomson-Houston
Motor: 4 GE69 electric motors per power car (600v DC fourth rail)
Power: 1, 600 hp (1, 194 kW)
Formation: Driving Motor (DM) + Trailer (T) + T + T + T + T + DM

The first conversions were 4-car rakes converted in 1906. They were initially found to be underpowered and were retro-fitted with more powerful motors. These cars, later in 6-car rakes, were known as N Stock and were later used on the Metropolitan Stanmore branch.

Also created were 7-car rakes with GE69 motors [2], two motors apiece on each bogie on the Driving Motor. These M Stock trains were later strengthened to 8-car rakes. Behind the cab in each Driving Motor the former guard and luggage compartment became an equipment area containing switching and other control electrical apparatus which took up about a third of the coach [3].
M Stock on test [2]

GE69 electric motor [2]

Equipment area behind the driver's seat in the cab [2]

[1] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 135
[2] "Converted coaches on the Metropolitan Railway", The Electrician (Oct 12 1906) p. 1004
[3] Oliver Green, The London Underground. An Illustrated History (Ian Allan, 1987) p. 26