Glasgow Corporation Transport Cunarder Car

The Glasgow Corporation built these trams in the early post-war years, a development of the pre-war Coronation tram (and indeed are referred to as Coronation Mk II trams) though better known as Cunarders. These were the last double decker trams to be built in the UK and one of the last classes of first generation electric trams to be built.
1297 at Crich

Number built: 100
Built: 1948-52
Builder: Glasgow Corporation
Motor: 4 MV109AR electric motors (DC OHLE)
Power: 140 hp (104 kW) 

Compared to the Coronation class trams the Cunarders were slightly longer to allow for six extra seats. They also had design changes for ease of maintenance and to reduce weight. The trams had Maley & Taunton bogies and Metropolitan Vickers electric equipment with a Fischer bow collector. The trams continued to run until the closure of the Glasgow tram network in 1962. Two have been preserved, 1297 at Crich and the last to be built (and very last double decker tram to be built in Britain) 1392 in Glasgow.
Another view of 1297

Class 86 (BR Doncaster / English Electric AL6)

The Class 86 AL6 was the production class of AC electrics built for the West Coast Main Line following on from the pilot-scheme AL1-5 (Classes 81 to 85). The AL6 took advantage of experience gained from the earlier locomotives including the fitting of only one pantograph and with changes to equipment. The AL6 is very similar to the Class 85 AL5 except for the stub nose cab ends.
Freightliner 86 609 and friend pass through Stafford

Number built: 100
Built: 1965-66
Builder: BR Doncaster / English Electric
Engine: 4 AEI 282AZ or GEC G412AZ (86/1) traction motors (25kV AC OHLE) 
Power: (86/0) 5, 900 hp (4, 400 kW) max output
Wheel arrangement: Bo-Bo

The AL6 was designed for mixed traffic including travelling up to 100mp/h with WCML expresses. Unfortunately this caused some problems with the original axle-hung traction motors with troublesome riding qualities and damage caused to the track and to bogies. Following research at BR Derby  a "flexicoil" suspension system was adopted for fifty eight of the class which were designated Class 86/2 [1]. Another early sub-class was the 86/1, a trio rebuilt to help develop the follow-on Class 87 and able to reach 110mp/h [2][3].

A later sub-class was the 86/3 which were fitted with SAB resilient wheels and with equipment for multiple-working. The Class 86/4 were fitted with flexicoil suspension and SAB wheels for mixed-traffic. The 86/5 was a trial locomotive to test ways of improving performance on heavy freights. The 86/6 were a sub-class used on Freightliner trains, finally the 86/9s were a couple of locomotives used as load banks by Network Rail.

Despite their advancing years the Class 86 can still be seen on the network, they have recently been withdrawn from hauling Freightliner trains though can appear on some passenger charters (86 259 as shown below has been returned to it's original Electric Blue livery [4]). Some have also been exported to Eastern Europe.
Freightliner 86 613 and friend pass through Stafford

86 259 heads through Stafford with a railtour

Class 86 in British Rail days (KD Collection)

Freightliner 86 622 and friend head through Rugeley Trent Valley

86 259 at Tyseley

[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 64
[2] Gavin Morrison, AC Electric Locomotives in Colour (Ian Allan, 2013) p. 25
[3] Pip Dunn, British Rail Main Line Locomotives Specification Guide (Crowood Press, 2013) p. 161
[4] David Lawrence, British Rail Designed 1948-97 (Ian Allan, 2016) p. 155

Hudson Hunslet RNAD Broughton Moor Shunters

Royal Naval Armaments Depot (RNAD) Broughton Moor in Cumbria had an extensive railway network, including an internal system in 762mm gauge. These four shunters were amongst those operated at the depot and were built in 1939.
HH 2019 preserved at the Statfold Barn Railway

Number built: 4
Built: 1939
Builder: Hunslet for Robert Hudson
Motor: Ailsa Craig CF2 diesel
Power: 50 hp (37 kW)
Wheel arrangement: 0-4-0DM

The diesel shunters had diesel mechanical transmission and were flameproof (obviously due to the presence of explosives and combustible materials!) The railway system was closed down in 1932 and the remaining railway stock (standard and narrow gauge sold off).
Cab view of 2019, the maker's plate can also be seen

Rear view of 2019

Class 168 Clubman

The Class 168 Clubman were the first new diesel multiple units to be ordered after rail privatisation. They were built for the Chiltern routes providing much needed extra capacity and remain on these routes today, operated by Chiltern Railways [1]. The 168s are used on fast and semi-fast services out of London Marylebone and are capable of 160kph / 100mph [2].
168 109 at Chalfont & Latimer

Number built: 67 (19 3 or 4-car sets)
Built: 1997-2006
Builder: Adtranz Derby later Bombardier Derby
Motor: MTU 6R183TD13H diesel per car
Power: 1, 688 hp (1, 260 kW) or 1, 266 hp (945 kW)
Formation: Driving Motor Standard Lavatory (DMSL)+Motor Standard Lavatory
(MSL)+Motor Standard (MS)+DMSL or DMSL+MS+DMSL or

The original five Class 168/0s are 4-car sets based on the Networker cab design (they were originally 3-car but were strengthened to four), the subsequent and later built 168/1s and 168/2s use the Turbostar cab design and are very similar to the Class 170. These two sub-classes are a mixture of three and four car sets.

The Class 168s are fitted with trip cock equipment as they share lines with London Underground stock on the Harrow-on-the-Hill to Amersham route. This equipment applies the brakes if a London Underground signal is passed at danger [3].

The Chiltern fleet has being strengthened with a new sub-class 168/3 formed by transferred Class 170s from Trans Pennine Express [4].
Chiltern 168 111 at Haddenham & Thame Parkway

168 003 at High Wycombe

168 325 passes through Lapworth

At Beaconsfield

168 113 at Hatton

[1] Colin J. Marsden, DMU and EMU Recognition (Ian Allan, 2013) p. 154
[2] Gavin Morrison, British Railway DMUs in Colour (Ian Allan, 2010) p. 45
[3] Colin J. Marsden (ed.), "Class 168 Clubman", Modern Locomotives Illustrated No. 216 December 2015-January 2016 (Second Generation DMUs Classes 165-185) p. 22
[4] "TPE goes for new loco-hauled trains for new franchise", Today's Railways UK No. 173 May 2016

LMSR/English Electric 1,600hp Co-Co (Class D16/1)

These two locomotives (LMS 10000 and 10001) were the first main line diesel locomotives to be built in the UK and were the first of a long line of English Electric powered main line diesels to operate on British rails. The LMSR built the two locomotives following the Second World War intending them as a diesel equivalent of a "Black Five", a true mixed traffic locomotive that could also take on express passenger duties in multiple [1]. The first, 10000, was delivered and presented to the media in December 1947 [6], just before railway nationalisation and wore LMS black livery, 10001 was delivered as a British Railways locomotive.
10000 at London Euston [2]

Number built: 2
Built: 1947-48
Builder: LMS Derby
Motor: English Electric 16SVT Mk 1 diesel
Power: 1, 600 hp (1, 190 kW)
Wheel arrangement: Co-Co

The two locomotives, which were classified Class D16/1 by British Railways, made their initial runs on the Midland main line and later were transferred to Southern Region where they could be compared with the SR's own main line diesels. In their latter years they were classed as Type 3 locomotives and given the TOPS classification Class 34 though did not wear TOPS numbers before withdrawal in 1966 and 1968.

Although neither were preserved, there are well progressed efforts to produce a replica using a donor Class 58 as the chassis. Former Class 77 bogies (which were very similar to those used by the LMS locomotives) and a 16SVT Mk1 diesel have also been secured. 
10000 on delivery [3]

10000 near Elstree [4]

10000 near Eastleigh [5]

Class 58 which will be transformed into a replica LMS 10000

[1] Brian Haresnape, Early Prototype & Pilot Scheme Diesel-Electrics (Ian Allan, 1981) p. 17
[2] Meccano Magazine (April 1956) p. 184
[3] Meccano Magazine (February 1948) p. 41
[4] Meccano Magazine (May 1948) p. 152
[5] Meccano Magazine (May 1954) p. 243
[6] Colin J Marsden, Diesel & Electric Recognition Guide (Ian Allan, 2011) p. 25

Class 483

The Isle of Wight Island Line has unique clearance issues on the railway network and therefore has had to always be a bit creative in the rolling stock it has employed. The Class 483s were rebuilt 1938 London Underground Stock and thus while elderly were somewhat newer than the early 1920s vintage Class 485/6s (which were ex-Underground Standard Tube Stock) they replaced! 

The ex-LU stock, which comprised a mixture of ex-revenue service stock and departmental vehicles, was used to create 2-car trains (the 1938 stock originally being 4-car sets) as Ryde Depot next to Ryde St. Johns Road had difficulty handling longer trains [1].
483 007 at Ryde Pierhead

Number built: 20 cars (2-car units)
Built: 1939-40
(Rebuilt as 483s) 1989
Builder: Metro-Cammell
(Rebuilds) BR Eastleigh
Motor: 4 Crompton Parkinson / GEC / BTH LT100 traction motors
(630v DC third rail - originally LU fourth rail)
Power: 670 hp (500 kW)
Formation: Driving Motor Standard Open (DMSO)+DMSO

The stock was refurbished and modified for Island Line use at BR Eastleigh which included changing from fourth rail to third rail operation. All exposed steel surfaces were also treated to protect against salt erosion [2] (the Island Line partly runs over the sea when it operates up to Ryde Pier Head, corrosion have proven to have been a problem with the earlier stock). Twenty vehicles were used in the 483 programme though only eighteen were used for passenger service, the others being used for spares. Since their introduction a number of vehicles were withdrawn and some scrapped leaving the fleet reduced to just a couple of operational trains, though this was usually sufficient for the Island Line schedule.

As "new" the Class 483s wore Network South East livery followed by "dinosaur" livery post-privatisation (the Island Line being part of the South West Trains franchise though treated as a separate entity) and lattery wore a livery based on London Underground historic deep red [3]. Earlier plans to replace the Class 483s fell through and the rolling stock was forced to soldier on for quite a lot longer than intended or desired despite ever greater challenges in maintaining the by-now approaching eighty year old trains. One of the original replacement plans was to use ex-Piccadilly Line 1973 Stock but these plans were foiled by the delay in the Deep Tube Upgrade which means the 1973 Stock will not now be withdrawn until the mid-2020s. 1983 Stock was also offered in the past but turned down as it was considered "too digital".

There was an floated idea to replace the Island Line with a light rail system based on former Midland Metro T69 vehicles [4] though these plans came to nothing and most of these trams have now been scrapped. Finally a replacement came in the form of a third generation of ex-London Underground trains! Ex-D78 Stock is being converted by Vivarail, who have already produced the upcycled Class 230 DMU. The Class 484 will enter service in 2021 following a line upgrade. 

The Class 483 finally left service at the start of 2021. A number are planned to be preserved, one project may use battery technology to operate on non-electrified preserved lines.
483 007 at Smallbrook Junction

Ryde St. Johns depot

Aboard a 483

483 004 approaches Ryde Esplanade

A short while later 483 004 at Ryde Esplanade

[1] Brian Hardy, Tube Trains on the Isle of Wight (Capital Transport, 2003) p. 62
[2] Hardy p. 63
[3] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 367
[4] "Trams for the Isle of Wight?", Railways Illustrated (April 2016)