Class 05 (Hunslet Engine Co. 204hp Diesel-Mechanical)

The Class 05 was yet another type of small shunter built for British Railways in the late 1950s (the Class 05 designation was shared with the Andrew Barclay DJ14 class of 0-6-0DM shunter [1]). This Class 05 (also known as the DJ13, D2/8, 2/15A, D2/9 and 2/15 at various times) was built in two distinct batches, the second batch being somewhat larger with deeper bufferbeams and larger cab windows [2].

However all were withdrawn in 1966-68 along with hundreds of other surplus to requirements shunters except a couple which went into departmental service.

Information
Number built:	120
Built:	1955-61
Builder:	Hunslet Engine Co.
Engine:	Gardner CLP 8L3 diesel
Power:	204 hp (152 kW)
Wheel arrangement:	0-6-0

One of these was sent to the Isle of Wight to run engineering trains on the newly electrified Island Line. It arrived in 1966 and became the last survivor of the class on BR metals (and indeed any Hunslet loco) serving until 1984 and gaining TOPS numbers. It was replaced by a Class 03 following gearbox problems - though has been preserved by the Isle of Wight Steam Railway [3]. Four Class 05s in total have been preserved [4].

Two views of D2587 preserved at the Heritage Shunters Trust, Rowsley South

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 50
[2] Haresnape p. 48
[3] R.J. Maycock & R. Silsbury, The Isle of Wight Railways from 1923 Onwards (Oakwood Press, 2006) p. 256
[4] Heritage Shunters Trust Stock List p. 8

Waterloo and City Railway Stock

The Waterloo & City Railway was built to connect the LSWR terminus at Waterloo with the City of London. Due to land restrictions the railway had to be built as a deep level tunnel and thus required electric railway stock.

Information
Number built:	31
Built:	1897-1921
Builder:	Jackson & Sharp / Eastleigh Works (later) English Electric
Engine:	2 Siemens traction motors per power car (530-600v DC third rail) (later DMs) 2 English Electric 15L traction motors
Power:	120 hp (89 kW)
Formation:	Driving Motor (DM)+Trailer (T)+T+DM (peak hours)

The rolling stock was built in kit form by the Jackson & Sharp Company in the US and then shipped over to be assembled at the LSWR Eastleigh Works. Once assembled the cars were then lowered down to the new railway via a lift as there was no (and never has been) connection between the Waterloo & City line and the rest of the railway network. Testing along the line took place in June 1898 with public service beginning just two months later! The cars were built as open saloons with wooden seating, there were separate compartments on later stock for smokers and non-smokers.

The initial batch of vehicles was for twenty-two, half Driving Motors and half Trailers. In peak hours four car formations were used though smaller formations could be used when it was quieter. One problem the Waterloo & City suffered from more than most railways (and still does to this day) was the huge difference between peak and off-peak demand. To cater for the latter five extra Driving Motors with cabs at both end were built at the Dick Kerr factory (later English Electric) for use in quieter periods [3][4]. A final batch of five extra trailers were built at Eastleigh in 1921 to enable the peak time trains to be increased in length.

The Waterloo & City Railway became part of Southern Railway in 1923. In the 1930s the railway held a review of the line and decided to build new stock to replace the original stock which was now approaching forty years old and rather obsolete. They had been built as gate stock with end doors which had to be manually opened and closed and not sliding doors. They required a lot more staff to be present and took longer to load and unload as a consequence. The original stock was withdrawn from service in 1940 [5] being replaced by what became the Class 487.

Double ended car built by Dick, Kerr. Public domain image [1]

Interior, public domain image [1]

On the surface after delivery, public domain image [2]

[1] "Some new English rolling stock", Street Railway Review Vol. X No. 6 (June 1900) p. 350
[2] "Dick, Kerr Co. " (Advertisement), Street Railway Journal (October 1901) p. 39
[3] Street Railway Review p. 350
[4] John C. Gillham, The Waterloo & City Railway (Oakwood Press, 2001) p. 177
[5] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 178

Class 487 Waterloo & City Stock

The Class 487 EMUs (and the follow on Class 482s) spent the entirely of their revenue earning service with British Rail running underground. They operated on the Waterloo & City Line which nowadays is part of London Underground but originally was a separate line and owned by a succession of mainline railway companies until nationalisation and British Rail. In 1994 the line was transferred to London Underground to become a "tube" proper.

Designed by O.V.S. Bulleid the Class 487s (originally TOPS classified Class 453) were built for the Southern Railway during World War 2 and entered service from 1940 [1]. The units consisted of driving motor cars (with cabs at both ends - and hence could operate singly) and trailers. In off-peak periods the Waterloo & City Line trains often ran with just a pair of motor cars until the 1960s when this was thought to be unsafe due to the excess of power [2]). In peak times up to three trailers could be marshalled between two motor cars.

Information
Number built:	28 cars (12 DMBSO driving cars and 16 TSO trailers)
Built:	1940
Builder:	English Electric Dick Kerr works
Engine:	2 English Electric EE500 traction motors (660v DC third rail)
Power:	380 hp (283 kW) per driving car
Formation:	(Variable) Driving Motor Brake Standard Open (DMBSO)+ Trailer Standard Open (TSO)+DMBSO

They remained in service until being replaced by the Class 482 in 1993 seeing out their final days in Network South East livery. Before that they wore Southern Railway green and BR Blue (though uniquely without yellow ends) [3]. The Class 487s operated on 660v DC third rail and spent all of their working lives on their short underground line though they did see sunlight now and then when they needed heavy maintenance and had to be bought up to the surface. For test purposes to develop a new speedometer one driving car operated above ground in the late 1970s for a short period [4]. As it did not have windscreen wipers the tests had to be curtailed immediately if it rained!

One DMBSO has been saved from the scrap man and has being restored at the London Transport Museum to its final Network South East livery.

At LT Museum Acton in restored NSE livery

Interior

Cab view

Restored condition

A photo taken in May 2015 during the restoration

The preserved car in under coat, what a difference a livery makes!

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 370
[2] Colin J Marsden & Christopher G Perkins (ed.) "The Waterloo & City Line", Modern Locomotives Illustrated Annual No. 2 (RailwayCentre, 2010) p.82
[3] John Glover, London Underground Rolling Stock in Colour (Ian Allan, 2009) p. 31
[4] Marsden, DMU p. 371

Class 71 (BR Doncaster / English Electric 2,552hp DC Electric Type HA)

The Class 71 DC electric locomotive was built for the expansion of the Southern Region third-rail DC network into Kent. They were designed with an emphasis on a good power/weight ratio [1] with inspiration taken from best practice on the continent.

Information
Number built:	24
Built:	1958-60
Builder:	BR Doncaster / English Electric
Engine:	4 EE432/A traction motors (750/650v DC third rail, 650v DC OHLE) English Electric 836 DC booster
Power:	2, 552 hp (1, 900 kW) (maximum) 2, 300 hp (1, 720 kW) (continuous)
Wheel arrangement:	Bo-Bo

The Class 71 (originally known as HA in the Southern Region's pre-TOPS classification scheme) operated off DC third rail. However the Class 71 was also equipped with a pantograph for use in yards such as Hither Green which had light-weight tram style DC overhead catenary as this was considered safer for staff walking about the yard than live rails [2]. The Class 71 worked boat trains, prestigeous expresses like the Golden Arrow and freights.

The Class 71 was equipped with a flywheel booster to handle gaps in the electric supply and could travel for short distances "off juice". However the Class 71's role was reduced as the sort of trains it was intended for were withdrawn or switched to multiple-units and using diesel or electro-diesel traction was more flexible. They had to be carefully diagrammed so they only worked yards and routes which had been electrified, an extra problem at night time and at weekends was where the power was turned off due to engineering work necessitating lengthy detours or replacement by diesel locomotives.

Withdrawals began in the 1960s with 10 removed from service to be converted into the Class 74 electro-diesel. The bulk of the fleet was laid up in late 1976 and withdrawn in 1977 [3]. One has been preserved.

71 001 preserved at NRM Shildon

[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 41
[2] Alan Williams, Southern Electric Album (Ian Allan, 1977) p. 90
[3] Pip Dunn, British Rail Main Line Locomotive Specification Guide (Crowood Press, 2013) p. 145

NER Electric Shunter 1 (Class ES1)

A mile long freight branch from Newcastle Quay was electrified by the North Eastern Railway at the start of the 20th century because steam locomotives were proving hard to use on the line. The line had a tunnel with a very sharp hairpin bend in it so that both mouths were pointing in the same direction. This often meant that the exhaust from steam locomotives (which had to work hard because of the gradients in the tunnel) became trapped making conditions very difficult if not dangerous for crews [1]. Two electric shunting engines were instead built for this line by Brush using BTH electrical equipment collecting 600v DC current from overhead lines and third rail (in the tunnel). At the time of construction they were the largest electric locomotives built in the UK [2].

Information
Number built:	2
Built:	1903-04
Builder:	British Thomson-Houston/Brush
Engine:	4 GE/British Thomson-Houston 55 traction motors (600-630v DC third rail & OHLE)
Power:	640 hp (477 kW)
Wheel arrangement:	Bo-Bo

Although they spent most of their time on freight shunting they could also work with NER's Tyneside EMUs in the same area [3] at South Gosforth MPD [4]. They later passed into the LNER fleet and finally British Railways where they became known as the Class ES1. They were finally retired in 1964, Number 1 was preserved and can now be found at NRM Shildon.

Three views of Number 1 now preserved at NRM Shildon

Number 2 in original condition with bow style collector, public domain image [5]

Side view of Number 2 notice the third rail shoes deployed, public domain image [6]

[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 7
[2] "Electric freight locomotives for the North East of England", The Street Railway Journal October 1904 (Vol XXIV No. 15) p. 674
[3] R.L. Vickers, DC Electric Trains and Locomotives in the British Isles (David & Charles, 1986) p. 57
[4] David Dunn, Tyneside Electrics: 2 (South Shields Branch & System Miscellany) (Booklaw, 2016) p. 37
[5] Street Railway Journal p. 675
[6] Street Railway Journal p. 676