LU 1972 Tube Stock [Updated]

The 1972 Tube Stock fleet which still operates on the Bakerloo Line is the oldest fleet of passenger rolling stock still operating on London Underground and in fact any rapid transit system in the UK! [1] They will finally be replaced by new rolling stock under the Deep Tube Upgrade programme though this will not occur until the late 2020s at the earliest under current plans. The entire fleet is currently undergoing a refurbishment programme [2] to keep them going until then though the 72ts was found to be in even worse condition than first thought with a lot of work needed to repair and replace cracked and corroded parts of the structure. The interiors have also been smartened up with new moquette on the seating and improved flooring [3].

Number built: 441 (63 7-car sets, 30 Mark 1, 33 Mark 2)
Built: 1972-74
Builder: Metro-Cammell
Engine: 4 LT115A traction motors per motor car (630v DC fourth rail)
Power: 1, 680 hp (1, 264 kW)
Formation: Driving Motor (DM)+Trailer (T)+T+DM+Uncoupling Non Driving Motor (UNDM)+T+DM

The 1972 Tube Stock was built to replace 1938 Tube Stock which was fast becoming life expired in the early 1970s. To save time the new stock was based on the 1967 Tube Stock which had just been built for the Victoria Line [4]. Although they look very similar there are sufficient differences to mean the 1967 and 1972 fleets were not interchangeable (though surplus 1972 stock were later used to augment Victoria Line services). The 72ts comprises 4 and 3 car sets which together make a 7-car train.

The first 30 sets were known as the Mark 1, none of these remain in passenger service as built though a couple have been preserved including an ex-Northern Line 4-car set at Aldwych disused tube station for training and filming purposes [5]. The second batch of 33 cars was the Mark 2 which has a slightly different interior and some equipment and control differences. The 72ts initially served on the Northern (Mark I) and Jubilee (Mark II) Lines though the latter were later were transferred to the Bakerloo Line where they remain in service. Thirty six sets are operated by the Bakerloo Line, the vast majority Mark IIs but with a couple of Mark Is converted to be compatible.

Due to their age the 72ts fleet in many ways is unique on London Underground, they are the only tube trains to retain some transverse seating and the last stock to be fitted with the once standard Westinghouse air brake [6]. They are due to remain in service until the late 2020s at least and some will likely remain in service beyond that date in departmental service, with 2 motor cars already part of the new Asset Inspection Train.
Bakerloo Line 3535 at Kensal Green

Bakerloo Line 3661 at Oxford Circus

Preserved Mark I 3530 at LT Museum Depot, Acton

Interior of Mark I stock at Aldwych

Bakerloo Line 3553 at Queens Park

[1] Underground News Number 654 (June 2016) p. 344
[2] "Bakerloo Line Fleet Weld Repairs" <>
[3] Underground News Number 655 (July 2016)
[4] J. Graeme Bruce, The London Underground Tube Stock (Ian Allan, 1988) p. 109
[5] Anthony Badsey-Ellis & Mike Horne, The Aldwych Branch (Capital Transport, 2009) p. 103
[6] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 72

Class 170 [Updated]

The Class 170 Turbostar is one of the largest fleets of new generation DMUs 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 - see photo below). 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.

Number built: 331 (122 2 and 3-car sets)
Built: 1998-2005
Builder: ABB Derby / Bombardier Derby
Engine: 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 London Midland also have sizeable fleets. Greater Anglia are the other current operator. 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.
X Country 170 518 at Tamworth

London Midland 170 634 at Barnt Green

X Country 170 397 at Derby
Former TPE Class 170 now Chiltern Class 168 325 (at Lapworth)

[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

Class 67 [Updated]

The Class 67 is a mixed traffic locomotive originally intended for 125mp/h operation on postal trains and other exclusive services like the Royal Train [1]. By the time they had arrived from Spain the intended post services had gone so they have been involved on charter, passenger and other general duties instead. When they arrived they were restricted to 110 mp/h because of the high axle load but bogie modifications have restored their design speed. Problems with exceeding the loading gauge also delayed their introduction into service.

Number built: 30
Built: 1999-2000
Builder: Alstom Meinfesta / General Motors
Engine: GM 12N-710G3B-EC diesel
Power: 3, 200 hp (2, 386 kW)
Wheel arrangement: Bo-Bo

A major duty for the Class 67 has been on Chiltern Railway's expresses from London to the Midlands though they were replaced by newer Class 68s. They can often be seen around the network but maybe arn't utilised heavily enough to justify the high cost of building and bringing them over.
Royal Train allocated 67 006 at Derby

EWS liveried 67 008 at Birmingham Moor Street

67 010 brings a charter into Bridgnorth

DB liveried 67 018 at Birmingham Snow Hill

[1] Colin J Marsden, Traction Recognition (Ian Allan, 2011) p. 76

Network Rail High Definition Switches and Crossings Video Inspection Train

The fleet of Windhoff built Multiple Purpose Vehicles (MPVs) perform a wide variety of departmental duties for Network Rail and supporting companies. One specialist MPV is the High Definition Switches & Crossings Video Inspection Train DR 98008 which originally was part of Network Rail's fleet of Overhead Line MPVs[1]. This is a double cab single car vehicle (most MPVs have cabs at one end only and operate in pairs).

Number built: 1
Built: 1999-2001, 2012
Builder: Windhoff
Engine: 2 Railpac diesel engines
Power: 710 hp (530 kW)

It is used by Network Rail's Asset Information department with visual inspection equipment especially for switches and crossings (pointwork in other words). It is also fitted with a version of the Plain Line Pattern Recognition (PLPR) system, which compares video footage of the track with a database of track fixings so broken fixings and irregularities can be detected [2], for switches and crossings. It is also fitted with a track geometry system.
DR 98008 at Derby
Full length view
[1] Colin J Marsden, Rail Guide 2013 (Ian Allan, 2013) p.204
[2] "DR98009" On Track Plant,

Class 47 [Updated]

The Class 47 is the largest single class of mainline diesel locomotive built for British railways with a total of 512 built in the 1960s [1]. They became the standard Type 4 diesel locomotive and have operated on all parts of British railways on passenger, freight and engineering services. Most have been withdrawn now but there are still around 30 in mainline service. Thirty-three have also been rebuilt and re-engined as Class 57s.

Number built: 512
Built: 1962-68
Builder: Brush / BR Crewe
Engine: Sulzer 12LDA28-C diesel
Power: 2, 580 hp (1, 920 kW)
Wheel arrangement: Co-Co

The Class 47 was built to allow British Railways to finally withdraw steam traction on mainline services by 1968 and became the definitive second generation diesel locomotive for BR. Originally they were a follow-on from the Class 45/46 Peaks and indeed the first 20 Class 47s replaced the last 20 Class 46s on order [2] with some of the equipment used (and in subsequent locomotives) was chosen because it was left over from the Peak order. The Class 47 has an uprated version of the Sulzer powerplant but with a flat front as mandated by British Rail and took advantage of improvements in technology to be a Co-Co not a 1Co-Co1.

There were some teething problems as might be expected with such a big class, the Sulzer diesels needed to be derated to 2, 580hp to reduce wear and tear on the engine, but the Class 47 soon became the mainstay of heavy duty services. Five locomotives were fitted with the Sulzer V12 12LVA24 engine and classified as Class 48 though were later converted back into "normal" Class 47s.

Sub-class Details
47/0 Original with train steam heating boilers
47/3 Dedicated freight locos with no train heating
47/4 Fitted with electric train heating
47/6 Single loco fitted with Rushton 16RK3CT engine testing for later Class 56
47/7 Fitted for push-pull services 
47/8 Fitted with extra fuel tanks
47/9 47/6 loco later fitted with engine to test for Class 58 

Known as "Duffs" by rail enthusiasts, surviving Class 47s are still used on a variety of services such as charters, spot-hires and engineering services. Over 30 have been preserved to date most in working order. One Class 47 even works charters in Hungary, when the class was being built in the 1960s few would have suspected that might happen! [3]
47 812 passes through Derby 
47 237 at Tyseley

47 580 at Crewe

47 773 at Tyseley

47 798 at the National Railway Museum

[1] Colin J Marsden, Traction Recognition (Ian Allan, 2011) p. 40
[2] Brian Haresnape, Production Diesel-Electrics Types 4 and 5 (2nd Edition) (Ian Allan, 1984) p. 52
[3] "47 375 named Falcon", Railways Illustrated No.166 (December 2016) p. 10