Class 07 (Ruston & Hornsby 275hp Diesel-Electric)

After the Second World War the Southern Railway bought a number of second hand (ex-US Army) steam tank locomotives for the Southampton Docks, the Class 07 was built in 1962 to replace them. The Class 07 was a compromise between small diesel-mechanical shunters and the larger diesel-electric Class 08/09s, having a small wheel base as needed for sharp curves in the docks but being heavier and more powerful in able to shunt heavy Ocean Liner trains [1][2]. They could also be used for local trip working and were fitted with marker lights for this though they were found to suffer from hot axle boxes if running at speed for extended period and so tended to be restricted to shunting.

Number built: 14
Built: 1962
Builder: Ruston & Hornsby
Engine: Paxman 6RPHL Mark III diesel
Power: 275 hp (205 kW)
Wheel arrangement: 0-6-0

The change to container traffic saw the docks area railway system run down, they were redundant by the late 1970s and were withdrawn from BR service in 1977 [3] though a number were sold on for industrial use and one serving in the departmental fleet at Eastleigh Works [4]. A number have also been preserved.
07 001 at the Heritage Shunters Trust 
2987 in BR days (KD Collection)

Another view of the preserved 07 001

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 73
[2] Heritage Shunters Trust Stock List (2016) p. 9
[3] J.A.M. Vaughan, Diesels on the Southern (Ian Allan, 1980) p. 9
[4] Colin J Marsden, Departmental Stock (Ian Allan, 1984) p. 111

NER Tyneside Electrics

At the turn of the century many local lines were facing increased competition from the growing network of electric street cars (trams) and like a number of railway companies the North Eastern Railway turned to electric traction for its Tyneside network [4]. The EMUs were built at NER's York workshop with British Thomson-Houston electrical equipment and ran on a 600v DC third rail network which opened between Newcastle New Bridge Street and Benton in 1904, extending to Tynemouth later in the year [5] with further extensions in the following years.

Number built: 157 (3-8 car sets plus MPVs)
Built: 1904-22
Builder: NER York / British Thomson-Houston
Engine: 2 British Thomson-Houston traction motors (600v DC third rail) 
Power: 250 hp (186 kW) final batch 280 hp (208 kW)

The EMUs were built to the NER's style with clerestory roofs. The original batch of 88 vehicles included driving motor cars (both with first/class class compartments and all third [6]), trailers and motor parcel vans which had a compartment for fish! Another 35 cars were built in 1915. However disaster occurred in 1918 when a fire at Walkergate Car Sheds destroyed 34 cars held inside [7].

Thirty-four replacement cars were built between 1920 and 1922. These had more powerful BTH motors (140hp as opposed to the original 125hp motors) and an elliptical roof instead of a clerestory. The original stock was replaced by newer units built by Metro-Cammell in the 1930s but the 1920-22 stock remained in service until it was replaced by Class 416 EMUs in 1955. One 1904 built parcel van has been preserved.
Public domain image [1]

Motor Parcel Van, Public domain image [2]

Public domain image [3]

[1] Charles H Grinling, The ways of our railways (Ward Lock, 1910) p. 172
[2] "Electric express car for the North Eastern Railway of England", Electric Railway Journal Vol XXXIII No. 14 (1909) p. 609
[3] "New motor cars for the North Eastern Railway of England", Electric Railway Journal Vol XXXIV No. 8 (1908) p. 290
[4] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 15
[5] David Dunn, Tyneside Electrics: 1 (Book Law, 2016) p. 4
[6] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 182
[7] R.L. Vickers, DC Electric Trains and Locomotives in the British Isles (David & Charles, 1986) p. 56

Class 414 2-HAP

The 2-HAPs were built for main line semi-fast stopping services to serve London commuters living further afield [1]. Although they were similar to earlier units they were geared for express operations and could reach 90 mp/h [2]. Unfortunately the 2-HAPs suffered from poor riding at speed, a set of bogies from each car was replaced by Commonwealth bogies at the inner end of each pair.

Number built: 418 (209 2-car sets)
Built: 1956-63
Builder: BR Eastleigh
Engine: 2 EE507EA traction motors (660-750v DC third rail)
Power: 500 hp (373 kW)
Formation: DMBSO (Driving Motor Brake Standard Open)+DTC (Driving Trailer Composite)

The initial batch of 2-HAPs were based on Southern Railway designs, using recycled underframes from withdrawn 2-NOLs, and indeed were among the last EMUs built from these production jigs[3]. The next 2 batches were based on the Mark 1 coach, those in the third and final batch were among the last new units built at Eastleigh. The initial batch was later known as the Class 414/1 with BR designed 2-HAPs known as 414/2 and 414/3.

Over the years they saw a number of modifications, some of the SR design 2-HAPs lost their first class accommodation for a time and were renamed 2-SAPs [4]. Others were reformed into 4 car EMUs known as the Class 413 4-CAP. Ten withdrawn DMBSOs were converted into motorised luggage vans for use with the Gatwick Express as Class 489 1-GLVs.

Although some units were withdrawn in the early 1980s the Class 414 remained in service until 1995 and saw nearly 40 years in service. Two sets have been preserved, one is being restored as part of the National Railway Museum sponsored Project Commuter.
4311 preserved at the Electric Railway Museum

4308 preserved at NRM Shildon

Project Commuter restoration work at Shildon

[1] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 51
[2] David Brown, Southern Electric Vol 2 (Capital Transport, 2010) p. 198
[3] Alan Williams, Southern Electric Album (Ian Allan, 1977) p. 69
[4] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 318

Class 01 (Andrew Barclay 153hp Diesel-Mechanical)

The Class 01 was a small class of shunter designed for use in shunting yards where there were tight curves and limited clearances which larger locomotives could not cope with. Four of the class, originally known as Class DY2 then D1/2, were built in 1965 for use for Eastern Region in the Stratford area [1]. A fifth was built a couple of years later for departmental service though returned to capital stock in 1967 [2].

Number built: 5
Built: 1956-58
Builder: Andrew Barclay
Engine: Gardner 6L3 diesel
Power: 153 hp (114 kW)
Wheel arrangement: 0-4-0

Naturally such a small class of locomotive was doomed as the 1960s came to an end amid British Rail's determination to rationalise its locomotive fleet. However 2 of the class had an unlikely reprieve. Their small size meant they were suitable for use on the quarry breakwater tramway in Holyhead [3]. The 2 locomotives survived until 1982 and lasted long enough to carry TOPS numbers as 01 001 and 01 002.

Ironically though these 2 locomotives were scrapped and 2 of the other 3 which were withdrawn in the late 1960s ended up preserved after first being sold for industrial use.

Note: The Class 01 code has been reused in recent years for privately owned shunters that operate on National Rail metals as Class 01/5. These will be examined separately.
Four views of D2953 preserved at the Heritage Shunters Trust

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 51 
[2] Paul Smith & Shirley Smith, British Rail Departmental Locomotives 1948-1968 (Ian Allan, 2014) p. 25
[3] Rex Kennedy, Diesels & Electrics on Shed: Volume 1 - London Midland Region (Oxford Publishing, 1979) p. 66

English Electric Type 3B Battery Electric Locomotive

English Electric built hundreds of small electric locomotives for industrial service shunting from 1920 to 1951. Many were the Type 3B which were mostly built at the Dick Kerr works in Preston. While the basic configuration and bodyshell was the same the traction equipment and power collection setup depended on the customer's requirements and could vary greatly. Power collection could be via pantograph, tram pole or third rail. Some also had batteries though depending on the size of battery needed this could require the body being extended.

Information (for Spondon Power Station Locos)
Number built: 3
Built: 1935-46
Builder: English Electric
Motor: 2 English Electric traction motors (200v DC OHLE or battery)
Power: 35 hp (26 kW)
Wheel arrangement: 4w

Coal power stations such as Spondon in Derby were often enthusiastic users of electric shunters [1]. The Derbyshire & Nottinghamshire Electric Power Company bought 3 of these locomotives for the Spondon power station. They were used on a mile long branch line to the power station. They remained in service until the mid-1980s when they were replaced by diesel locomotives. Two of the three locomotives have been preserved. Other examples of this type of electric locomotive have also been preserved.
Spondon No. 1 built in 1935, at the Electric Railway Museum

Spondon No.2 at the Foxfield Railway, it was built in 1939

[1] R.L. Vickers, DC Electric Trains and Locomotives in the British Isles (David & Charles, 1986) p. 95