Northern City Line Stock

The Northern City Line was a London railway opened by the Great Northern Railway in 1904. The line originally stretched from Finsbury Park to Moorgate and was underground though the tunnels were built larger than contemporary "tube" tunnels and were able to operate full sized trains. The first batch of motor cars and trailers was built by the Electric Railway & Tramway Carriage Works (a.k.a. Dick, Kerr) with teak and mahogany bodies on a steel underframe. In 1906 Brush built a second batch of cars with steel bodies. All the motor cars used British Thomson-Houston electrical equipment.
Wooden bodied motor car, all images [1]

Number built: 76 (31 motor cars 45 trailers)
Built: 1901-06
Builder: Electric Railway & Tramway Carriage Works, Preston
Brush Electrical Engineering
Motor: 2 British Thomson-Houston electric motors per motor car (550v DC fourth rail)
Power: 250 hp (186 kW) per motor car

The railway was bought by the Metropolitan Railway in 1913 and became part of the London Underground, eventually becoming part of the Northern Line. In 1976 it was returned back to British Rail and is currently operated by Great Northern using Class 717s. As for the original rolling stock it was replaced by Standard Stock in 1939.
Motor bogie


[1] "The Great Northern & City Railway", The Street Railway Journal Vol. XXIV No. 10 (March 5 1904) p. 340

Class 325

The Class 325 was developed as a cost-effective alternative to using locomotive hauled stock for parcels traffic. Originally British Rail planned to convert Class 307 electric multiple units for parcels traffic but the age of the 307 caused a rethink. BR decided instead to have new purpose built units. The Class 325 is based on the Class 319 mechanically [1] (though with a Networker style cab) and is a very versatile unit able to operate on AC overhead or DC third rail electric routes. It can also be used as loco hauled stock with electric or diesel locomotives.
325 007 passes through Stafford

Number built: 64 cars (16 sets)
Built: 1995-96
Builder: ABB Derby
Engine: 4 GEC G315BZ traction motors
(25kV AC OLHE or 750v DC third-rail)
Power: 1, 438 hp (1, 072 kW)
Formation: Driving Trailer Postal Mail Van (DTPMV)+Motor Postal Mail Van
(MPMV)+Trailer Postal Mail Van (TPMV)+DTPMV

Each car has two sets of roller shutter blinds and can carry up to twelve tons of mail. The cars have no gangway access and indeed no access from the cabs to the rest of the driving trailers for security reasons.

Technically the 325 have been fine no doubt due to the off the shelf nature of much of the equipment used, its only problem being available work. Royal Mail moved away from using the railway in the early 2000s and the fleet spent some time in store largely unemployed but following new contracts they have found a use again. All but one set remains in service, the other was scrapped following damage and cannibalisation for spares.

325 016 arrives at Stafford

Another view of 325 016

Sideways view showing Royal Mail loco and roller shutter

325 007 at Stafford

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 264

Leith Corporation Tramways Sweeper Sprinkler Car

As well as it's fleet of street trams, the short lived Leith Corporation Tramway also operated this sweeper and sprinkler car. The car was fitted with two brooms, a snow plough and a sprinkler with a 1000 gallon (4546 litre) water tank.
Picture from [1]

Number built: 1
Built: 1905
Builder: United Electric Car Works of Preston
Motor: 2 GE58 electric motors (500v DC OHLE)

The car was fitted with two GE58 six-turn armature motors and British Thomson-Houston electrical equipment.

[1] "Leith Corporation Tramways", Street Railway Journal (Vol. XXVI No. 24) Dec 9 1905, p. 1018

LBSCR Crystal Palace Stock / SR Class CP

The Crystal Palace Stock was built by the London, Brighton & South Coast Railway as part of it's overhead electrification of London lines. Sixty cars were built by the Metropolitan Amalgamated Carriage & Wagon Works with extra trailers and motor cars built by the railway company at their own Lancing Carriage Works. All cars had cabs which allowed the LBSCR to use a variety of formations. The stock was fitted with a bow collector.
LBSCR catenary and train at Peckham Rye, all images [1]

Number built: 102 (34 3-car sets)
Built: 1911-13
Builder: Metropolitan Amalgamated Carriage & Wagon Works
LBSCR Lancing Carriage Works
Motor: 4 Winter Eichberg electric motors (6.7 kV AC OHLE)
Power: 600 hp (447 kW)
Formation: Driving Trailer Composite (DTC) + Driving Motor Brake Third

After the LBSCR was absorbed into the Southern Railway in the 1920s, the SR standardised on third rail DC electric collection. The Crystal Palace Stock, now known as Class CP by the Southern, was duly converted in 1928-9.

Bow collector

Motor bogie

Cab view

[1] "Progress of Brighton railway electrification", Railway Times (May 6 1911) p. 433

Class 375 Electrostar

The Class 375 is part of the huge Electrostar family of electric multiple units built in the early 2000s to replace the likes of the Class 411 4-CEP on ex-Southern region third rail DC routes [1]. Most of the Class 375 fleet is third-rail only, though the 375/6 sub-class also has provision for AC overhead electric collection. Twenty eight trainsets have been converted to the Class 377/3 sub-class.
Southeastern 375 615 at Rochester

Number built: 438 (10 3- and 102 4-car sets)
Built: 1999-2004
Builder: Adtranz/Bombardier
Engine: 6 or 4 Adtranz traction motors (750v DC third rail / 25kV AC OHLE)
Power: 375/3 : 1, 341 hp (1, 000 kW)
Other subclasses : 2, 012hp (1, 500kW)
Formation: 375/3 : Driving Motor Composite Open (DMCO)+Trailer Standard
375/6 : DMCO+Motor Standard Open (MSO)+Pantograph
Trailer Standard Open (PTSO)+DMCO
Other subclasses : DMCO+MSO+TSO+DMCO

There are five sub-classes. As mentioned above the 375/6 is dual-voltage with all others being DC third rail only, the 375/3 are 3-car sets with the other sub-classes all being 4-cars though space has been retained for a pantograph if needed in future.

The 375/9 are high-density sets for outer suburban services with the 375/7 and 375/8 being officially designated as express stock. All serve with Southeastern and forms the backbone of their fleet. Southern also did operate the type at one stage though these 375s were converted to 377s.
375 603 at London Bridge

375 702 (and 376 023) at Sevenoaks

375 815 at London Victoria

375 817 at Sevenoaks

375 603 at London Victoria

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 283

Class 769 Flex

In the mid-2010s there was a need for diesel multiple units to replace life-expired stock such as the Pacer family but (at the time) little chance of new DMUs being built. Instead, Porterbrook in conjunction with Northern, sought to fill the gap with converting surplus Class 319 electric multiple units into bi-mode multiple units with diesel power packs. The result was the Class 769 Flex which retains it's EMU systems (indeed the two diesels feed power into the unit's existing traction system) and so can take it's power from electrified lines where available.
GWR 769 959 on test at Guildford

Number built: 36 (Conversions from Class 319)
Built: 2017-21 (Original build 1987-90)
Builder: Brush Traction (conversions)
Motor: 2 MAN D2876 diesels
Power: 1, 046 hp (780 kW)

Work began at Brush's Loughborough Works in 2017 with Class 769s ordered by Northern, Transport for Wales and Great Western Railway (their examples will be "tri-mode" as they will be able to take their power from overhead and third rail). Testing of the first example began in 2018 however, the development of the trains has not been trouble free and has had numerous delays and reliability problems. Northern hoped to start using their Class 769s in 2019 but this was delayed until 2021. Transport for Wales' units entered service in 2020 though have not been without technical issues. GWR hopes to start using their 769s before the end of 2022.

A parcel carrying version of the unit is the Class 768.
769 959 departs on test