Sheffield Corporation Open-Topped Double Decker Tram

Among the earliest electric trams built for what would become one of the biggest fleets, G.F. Milnes and the Electric Railway & Tramway Carriage Works of Preston produced a number of open-topped double decker trams for the Sheffield Corporation Tramway in 1899 and 1900 to work alongside single decker trams. They were soon joined by other double decker trams built by Brush.

Information for ER&TCW Trams
Number built: 30
Built: 1900
Builder: Electric Railway & Tramway Carriage Works
Motor: 2 British Thomson-Houston GE52 electric motors (DC OHLE)
Power: 54 hp (40kW)

Within a few years the trams were fitted with top-covers though with open balconies. Sheffield Corporation rebuilt and modified their trams frequently with trams like the later preserved Number 74 looking very different when it left service than when it started. Number 74 gained a top cover, a different truck and electrical equipment in it's twenty two years in Sheffield and the following thirty years in Gateshead. Following withdrawal in 1951 the lower deck was sold to become a garden shed! Finally in 1990 it was preserved and has been rebuilt with a top deck from another Sheffield tram and a truck from a Leeds one.
Number 74 has been restored to working order at Crich

Top deck balcony

Entrance

Class 06 (Andrew Barclay 204hp Diesel-Mechanical)

The Class 06 was one of the many types of shunter bought by British Railways for freight yards with sharp curves. It has a short wheel base but otherwise was similar to other Andrew Barclay shunters and had a good performance for a locomotive of its size. As well as yard work it could also be used for trip work between yards. Thirty five were built for Scottish Region in the late 1950s [1]. Most were withdrawn in the late 1960s as the freight business on British Railways changed dramatically though ten survived into the 1970s and received TOPS numbers [2]. The last survivor 06 003, by now in departmental service in Reading, survived until 1984.

Information
Number built: 35
Built: 1958
Builder: Andrew Barclay
motor: Gardner 8L3 diesel
Power: 204 hp (152 kW)
Wheel arrangement: 0-4-0

This last locomotive in service, 06 003 (D2420), is now the only Class 06 still in existence. It is now part of the Heritage Shunters Trust collection and is undergoing restoration back to working order.
06 003 seen in 2016

Cab view

Rear view

Engine

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 60
[2] Heritage Shunters Trust Stock List 2015

NER Petrol Inspection Car

The North Eastern Railway built the first of a number of petrol-engine powered inspection cars in 1908 [1]. The car was just over five metres long and included seating for NER officials (six permanent seats and two camp stools) as well as a map table in an open saloon, they also had a driving cab at both ends. In 1911 two more cars were built, these were larger and could seat up to twelve passengers and had more powerful White & Poppe engines.

Information
Number built: 4
Built: 1908, 1911, 1923
Builder: NER York
Motor: Four-cylinder petrol engine
Power: 40 hp (30 kW) 

One of these later cars was destroyed in a fire in 1921, a slightly larger replacement was built in 1923. In the late 1920s the cars' engines were replaced by Leyland motors. They survived in service, now with LNER, until 1939 when it was decided to withdraw them from use because of their unsuitability for use in any other duties. All three cars were scrapped.
Original 1908 petrol car [1]

Interior view

[1] "New Petrol Rail Inspection Car", Railway Times (April 1908) p. 386

Class 40 (English Electric 2,000hp Type C(4) Diesel-Electric)

The Class 40 was one of the early classes of diesel locomotive built by British Railways as part of the Modernisation Plan which would ultimately replace steam traction. It was a direct development of the prototype LMS and SR diesel locomotives of the late 1940s [1] and was the first large diesel locomotive in the Type C (later Type 4) power classification to be delivered [2].

Class 40s served across the rail network being allocated to London Midland, Eastern, North Eastern and Scottish Regions. Initially the class was used on top link expresses though their performance, while adequate on some routes like the West Coast Main Line, was not on other routes and they were replaced by more powerful locomotives on expresses before long.

One drawback with the Class 40 was their weight, at over one hundred and thirty tons, and the long 1Co-Co1 bogies with extra unpowered wheels to carry the bulk and keep it within a reasonable route availability. One Class 40 gained a bit of notoriety early in it's career as it was hauling the train involved in the Great Train Robbery in 1962.

Information
Number built: 200
Built: 1958-62
Builder: English Electric
Motor: English Electric 12CSVT Mk 2 diesel
Power: 2, 000 hp (1, 490 kW)
Wheel arrangement: 1Co-Co1

The popular Class 40, known as the Whistler due to the sound they make, continued to serve BR well, much of the time on freights and secondary passenger duties as newer diesel locomotives like the Class 47 and 50 displaced it from front-rank work. Withdrawals began in the late 1970s and all were withdrawn by 1985. Seven have been preserved but not all currently in running order.
40 106 arrives at Highley

40 118 at Tyseley

40 106 at Kidderminster SVR with a "newer" EE loco!

This side view shows the length and bulk of the Class 40

40 106 at Highley

[1] Brian Haresnape, Early Prototype & Pilot Scheme Diesel-Electrics (Ian Allan, 1981) p. 49
[2] John Glover, BR Diary 1958-1967 (Ian Allan, 1987) p. 9

Newcastle Corporation Tramways

Newcastle Corporation Tramways began operations in 1901 with an eventual network that was eighty two kilometres in total length. However the setting up of an electric tram network was not without opposition [1]. The council was unable to come up to any agreement with the existing horse tram company and the city was without any tram system at all after the horse tram licence expired and the new electric network began operating a few months later. Interestingly the council originally wanted to use cable hauled trams before deciding instead to go for overhead electric.

The network grew throughout the early decades of the twentieth century reaching it's final extent in 1925, three hundred trams were in service by 1928. Like with many street tram networks however the decline began in the 1930s as buses and trollybuses began to take over the routes. The street trams survived until 1950.

Information for Class F trams
Number built: 30
Built: 1901-02
Builder: Hurst, Nelson & Company, Brush Traction
Motor: 2 General Electric 203N electric motors (550v DC OHLE)
Power: 80 hp (50 kW)

The tram fleet came from a number of different manufacturers with bodies made by Hurst, Nelson and Company and Brush Traction with electrical equipment from a number of sources. Trams were a mixture of single and double deckers with some longer double bogied cars of higher capacity. Later on some coupled cars were also used on some routes [3].

A couple of trams have been preserved including 102 shown below which is at Crich. 102 was built in 1902 and is an interesting example of how trams could be heavily modified throughout their lives. As originally built 102 had a single deck Hurst, Nelson body with open sides for use in good weather, and roller blinds which could be used when it was not! However it was quickly decided to convert them in-house with enclosed lower sides and an open top deck. The tram was also retrofitted with updated electrical equipment during it's life.
Preserved 102 at Crich

Double decker tram [2]

View of collector and top deck on 102

High capacity double bogie car [2]

Another view of 102

Single decker car [2]

[1] "New transportation system for Newcastle-upon-Tyne", Street Railway Journal Vol (May 1901) p. 547
[2] Ibid. p. 551
[3] Charles Klapper, The Golden Age of Tramways (David & Charles, 1974) p. 129

Midland Metro Urbos 3

The Urbos 3 fleet is the second generation of light rail rolling stock built for the Midland Metro from Wolverhampton to Birmingham, replacing the earlier T-69 fleet [1].

Information
Number built: 21
Built: 2012-15
Builder: CAF
Motor: 12 traction motors (750v DC OHLE)
Power: 1, 320 hp (960 kW)

The Urbos is a successful type built by CAF used in dozens of light rail systems across the world though the Midland Metro fleet is the only Urbos 3 stock used in England (the type is also used in Edinburgh).

They were introduced for the extension of the Midland Metro from Birmingham Snow Hill to Birmingham New Street railway station. They are slightly wider than the T-69s they replaced (about seventeen centimetres) thus the line had to be closed for a few weeks to allow for platform modifications before the Urbos 3 could enter service. They are also nine metres longer and can carry up to two hundred and ten passengers per tram compared to one hundred and fifty six on the T-69 (though the actual number of seats is almost the same).

CAF have developed rechargable batteries to the fleet to allow them to operate on future extensions to the line where there are no overhead wires [2]. The batteries are now been fitted to the fleet.
Tram #31 in the new TfWM Midland Metro blue livery

#34 outside Birmingham New Street

At the Stephenson Street spur

#31 arrives at Jewellery Quarter

#17 and a friend at The Hawthorns

#21 with battery packs on the roof
[1] Colin J Marsden, Rail Guide 2016 (Ian Allan, 2016) p. 280
[2] Colin J Marsden (ed.), Light Rail (Key Publishing, 2018) p. 63

Class 77 (BR/Metropolitan Vickers 2,490hp DC Electric Locomotive EM2)

The EM2 electric locomotive (later Class 77) was built to haul express passenger services over the Woodhead route, which had been electrified to 1,500v DC overhead) alongside the mixed-traffic Class 76. The Class 77 was based on the Class 76 though larger and more powerful and had Co-Co bogies - a result of the ride problems the Class 76 Bo-Bo bogies had at speed [1].

Originally twenty seven locomotives were planned but in the end only seven were, some later build Class 76s were instead fitted with train heating boilers and improved bogies for passenger duties.

Information
Number built: 7
Built: 1953-54
Builder: BR Gorton
Motor: 6 Metropolitan-Vickers 146 traction motors (1500kV DC OLHE)
Power: 2, 490 hp (1, 857 kW) 
Wheel arrangement: Co-Co

They entered service in the mid-1950s hauling expresses between Manchester Piccadilly and Sheffield Victoria [2]. However their British Railways life was short. They were withdrawn in 1968 as passenger services along the Woodhead route were phased out (the line and the Class 76 remained in service for freight until 1981).

Happily the still fairly fresh locomotives found a buyer. They were sold to the Dutch railway operator Nederlandse Spoorwegen and became the NS 1500 class. They received new headlights and pantographs and remained in service until 1986. Three have been preserved.
NS 1505 now preserved at MOSI Manchester

In NS service the locomotives received new cab light clusters

The locomotives retained their original BR names in Dutch service

Side view of 1505, in BR service the Class 77 had cross-arm pantographs

Another view of 1505

The locomotive was E27001 in BR service

[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 32
[2] Colin J. Marsden, Diesel & Electric Locomotive Recognition Guide (Ian Allan, 2011) p. 214