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However all were withdrawn in 1966-68 along with hundreds of other surplus to requirements shunters except a couple which went into departmental service.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

Class 506 (Metro-Cammell / Birmingham Railway Wagon and Carriage Company LMR Manchester Suburban Services 3-car)

The Class 506 was built for the electrification of the LNER Woodhead route between Manchester (London Road) and Sheffield [1] and the Glossop branch. The electrification of the line had begun in the late 1930s but due to the war was not completed until the early 1950s. These units, built to the same design as the AC electric Shenfield line Class 306 [2], but drawing on 1500v DC overhead electric spent their working lives on the Hatfield and Glossop line [3].

Information
Number built:	24 (8 3-car sets)
Built:	1954
Builder:	Metro-Cammell / Birmingham Railway Carriage and Wagon Comany
Engine:	4 GEC traction motors (1500v DC OHLE)
Power:	740 hp (555 kW)
Formation:	Driving Motor Brake Standard (DMBS)+Trailer Composite (TC) +Driving Trailer Standard (DTS) later TC became a Trailer Standard (TS)

They were built with first class accommodation in the central trailer but this was declassified in 1960. Although they physically could have operated elsewhere on the Woodhead route the Class 506s seldom left their line. The Woodhead route was closed East of Hatfield in 1981 but the Class 506s continued in service until their line was converted to AC electrification in 1984. They became the last mainline trains to operate using the once standard 1500v DC overhead line method. All that remains of the class is a single severed cab that has survived into preservation.

This cab of M508404M is all that survives

The pantograph can be seen on the cab roof

[1] Alec Swain, Overhead Line Electric-Multiple Units (Ian Allan, 1990) p. 21
[2] Colin J. Marsden, DMU and EMU Recogition Guide (Ian Allan, 2013) p. 384 
[3] Alan Whitehouse, The Woodhead Route (Ian Allan, 2014) p. 38

Vale of Rheidol Number 10 (BMR002)

Diesel shunter Number 10 (works number BMR002) performs shunting and hauls engineering trains on the narrow gauge Vale of Rheidol railway between Aberystwyth and Devil's Bridge. The locomotive was bought while the railway was still part of British Rail (until 1989) and thus was the last shunter bought by BR!

Information
Number built:	1
Built:	1987
Builder:	Brecon Mountain Railway / Baguely Drewry
Engine:	Caterpillar diesel
Power:	165 hp (123 kW)
Wheel arrangement:	0-6-0

The locomotive was built at the Brecon Mountain Railway at Pant from parts obtained by Baguely Drewry [1] when that company went out of business. Number 10 is a diesel hydraulic. Two similar locomotives are also operated by the Ffestiniog Railway.

Number 10 shunts coaching stock at Aberystwyth

Bringing the train in

Number 10 is painted in GWR Brunswick green to match the VoR's steam fleet

[1] Vic Mitchell, Corris & Vale of Rheidol (Middleton Press, 2009) p. 90

Thomas Hill Sentinel rebuilds

The small diesel shunter Thomas Hill Class 188c is interesting as it started life as a steam locomotive! It is one of a number of Sentinel vertical boiler steam locomotives converted to diesel in the 1960s by Thomas Hill of Rotherham.

Information
Builder:	(Original) Sentinel Wagon Works (Rebuild) Thomas Hill
Engine:	Rolls Royce C6 diesel
Power:	170 hp (126 kW)
Wheel arrangement:	4wDH

Conversion involved replacing the steam boiler with a Rolls Royce diesel locomotive, adding diesel-hydraulic transmission and new buffer beams plus changes to the superstructure. Thomas Hill 188c was built in 1955 as a steam locomotive and converted in 1967 to diesel. It was used by the CEGB at the North Stella power station before passing into preservation, one of a number now preserved.

Thomas Hill 188c at Wirkworth on the EVR

Thomas Hill 111c at the Foxfield Railway

Another view of 188c

LMS 7400 (7050)

The LMS was an early pioneer of diesel traction and built a number of experimental diesel shunters in the early 1930s. Number 7050 (originally allocated the number 7400) was the smallest of these. It was built by Drewry (establishing what would become the very familiar look of their shunters) at the EE Dick Kerr works in Preston [1].

Information
Number built:	1
Built:	1934
Builder:	Drewry Car / EE Dick Kerr
Engine:	W H Allan 8RS18 (Later) Gardner 6L3
Power:	160 hp (120 kW) (Allan) 153 hp (114 kW) (Gardner)
Wheel arrangement:	0-4-0

Although a small shunter, 7050 had an impressive performance and was able to haul up to 400 tons. It was sold to the War Department in World War 2 and remained in MoD service until being preserved in 1979 [2]. It is during its military service that the original Allan engine was replaced by a Gardner one. It is now part of the national collection at York.

LMS 7050 at the National Railway Museum, York

At the time 7050 was in the NRM Great Hall

Front view of 7050, note the taper on the bonnet

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 6
[2] Colin J. Marsden (ed.), "The LMS Designs", Modern Locomotives Illustrated No 217 February-March 2016 (SR, GW, LNER, LMS & Trial Shunters & Class 03) p. 4

London Underground Standard Stock / 1923 Tube Stock / Pre 1938 Tube Stock

As the 1920s dawned the London tube network was growing rapidly but there was also a need to replace much of the first generation tube stock which has mostly been built without air operated doors. To fulfil this need for a lot of rolling stock what became known as Standard Stock was built over an eleven year period though in a number of production batches. They have also been called 1923 Tube Stock and Pre 1938 Tube Stock (the 1938 Tube Stock being the next major type to be built).

Information
Number built:	1466
Built:	1923-34
Builder:	Birmingham Railway Carriage & Wagon Company, Cammell Laird, Gloucester Railway Carriage & Wagon Company, Leeds Forge, Metropolitan-Cammell, Union Construction Company
Motor:	GEC WT54 or Metropolitan-Vickers MV152 traction motors (630v DC fourth rail)

To start with six experimental cars (5 trailers and 1 control trailer) were ordered in 1922 for evaluation purposes [1], they came from a variety of manufacturers who were given a general specification for the trailers but free to follow their own design internally [2] though the stock generally had the same external appearance. These cars were later known as 1922 Tube Stock or Competition Stock.

The control trailers and motor cars were a Underground Group design with a wooden mock-up being built at Golders Green of what would soon be a very familiar sight to London's commuters [3]. The first production order came in 1923 for 191 cars. Further orders came in subsequent years for extensions to the tube network and also as original plans to retrofit earlier stock with air doors were abandoned. The Standard Stock trains to start with used a mixture of GEC and Metropolitan-Vickers electrical equipment, the equipment being stored in switch compartments behind the cabs in the motor cars.

As the 1920s continued more orders were placed but differences were made to the design. Production builds in 1926 and 1927 began to have British Thomson-Houston traction equipment which had been used on earlier tube stock and proved to be more reliable than GEC and MV's equipment [4]. The 1927 batch also had modified bogies with smaller wheels. Batches made in the 1930s had electro-pneumatic brakes and modified control equipment to allow for higher speeds. After the completion of the final production batch in 1934 a total of 1466 cars had been built comprising 645 motor cars, 270 control trailers and 551 trailers.

Standard Stock operated on the Northern, Piccadilly and Bakerloo Lines of the Underground. Later on they were also ran on the Central Line. Originally built as 5-car trains later batches were ordered as 6 or 7 cars, some were later run as 8 car trains [5]. Some shorter formations were also run such as on the Piccadilly Aldwych branch [6].

By the 1950s the Standard Stock fleet was starting to wear out, many had been stored in the open air during the war and this hadn't done them much good. They were unable to cope with the more intensive service patterns required. Replacement took place in the early 1960s with the last Standard Stock passenger trains being run on the Northern City Line in 1966. Some continued in departmental use until 1978.

The story of Standard Stock was not over though. In the late 1960s the Isle of Wight was in need of EMUs for its soon-to-be electrified Island Line. A number of Standard Stock cars became the Class 485 and 486 EMUs for British Rail [7]. They served on the Isle of Wight until 1991, nearly 70 years after the building of the first experimental cars!

Preserved 3327 at London Transport Depot

Former L131 departmental vehicle at LTM Depot Acton

Front view of 3327

Cab of 3327 

3327 interior

Note the switch compartment behind the cab

[1] Brian Hardy, Underground Train File Tube Stock 1933-1959 (Capital Transport, 2001) p. 21
[2] J. Graeme Bruce, The London Underground Tube Stock (Ian Allan, 1988) p. 53
[3] Paul Moss, London Underground (Haynes, 2014) p. 65
[4] Piers Connor, The London Underground Electric Train (Crowood, 2015) p. 48
[5] Piers Connor, "The London Electric Train: a post-script", Underground News No. 670 (October 2017) p. 683
[6] Antony Badsey-Ellis & Mike Horne, The Aldwych Branch (Capital Transport, 2009) p. 68
[7] Brian Hardy, Tube Trains on the Isle of Wight (Capital Transport, 2003) p. 13

Class 55 (English Electric 3,300hp Diesel-Electric "Deltic")

In the early days of British Rail dieselisation the largest locomotives were known as the Type C with over 2,000hp. However it was soon clear that more powerful locomotives would be needed for the principal expresses and heaviest freight though none existed at the time - until the arrival of English Electric's incredible Deltic prototype in 1955 with 2 innovative Napier Deltic engines and 3,300hp to play with. BR revised its power classifications to the now familiar Types 1 to 5 with the Type 5 for locomotives over 3, 000hp [1].

With high power and a relatively low weight (the Deltic was 32 tons lighter than a Class 45 but brought 800hp more to the table) the Deltic proved itself on top BR expresses and a production order for 22 was made to replace ex-LNER Pacifics on the East Coast Main Line [2]. The production Deltics differed in appearance to the prototype and construction, one problem with the prototype had been its awkward size which limited its route availability, the production Deltics were somewhat slimmer and a bit longer [3].

Information
Number built:	22
Built:	1961-62
Builder:	English Electric Vulcan Foundry
Engine:	2 Napier Deltic 18-25 diesels
Power:	3, 300 hp (2, 460 kW)
Wheel arrangement:	Co-Co

The Class 55s as they became known performed admirably on the ECML until being replaced by the High Speed Train in the late 1970s with a final withdrawal from service at the end of 1981. Although they still had a lot to offer the Class 55s were expensive to maintain and the small fleet made them uneconomic. Six Class 55s were preserved as well as the prototype, the diesels (along with the Western Class 52s) attracting a level of popularity and interest not seen since the end of steam.

This wasn't the end of the Deltic story however, in the mid-1990s the Class 55s made a return to National Rail service with 4 being mainline certified [4] and are often used for charter services and spot hire, even hauling freights.

D9002 at Kidderminster SVR

55 019 at Kidderminster SVR

55 019 at Bewdley

D9002 again

55 019 approaches a train

Side view of D9002

[1] Brian Haresnape, Early Prototype and Pilot-Scheme Diesel Electrics (Ian Allan, 1981) p. 11
[2] Haresnape, Prototypes p. 31
[3] Brian Haresnape, Production Diesel Electrics Types 4 and 5 (Ian Allan, 1984) p. 42
[4] Colin J. Marsden, Traction Recognition (Second Edition) (Ian Allan, 2008) p. 48

Class 373 Eurostar e300

A dream for many years the Channel Tunnel was finally opened in 1994, the Class 373 Eurostar e300 was built for high-speed intercity services between London and the continent. The Class 373 is part of the French TGV family though designed to fit in the smaller British loading gauge. The Class 373 was designed to use 25kV AC overhead line power, 3kV DC overhead (for use in Belgium) and 750v DC third-rail for use in the South of England. Some French owned sets could also use 1.5kV DC overhead. However the DC third rail provision was removed when the 25kV AC overhead-line electrified HS1 railway line was opened in Kent [1].

Information
Number built:	733 (31 20-car and 7 16-car sets + 1 spare power car)
Built:	1992-96
Builder:	GEC Alsthom
Engine:	Alsthom traction system (25kV AC OHLE, 3kV DC OHLE & 750v DC third rail)
Power:	16, 400 hp (12, 200 kW) 25kV AC 7, 600 hp (5, 700 kW) 3kV DC 4, 600 hp (3, 400 kW) 750v DC third-rail
Formation:	(20 car) Driving Motor (DM)+Motor Standard (MS)+ Trailer Standard (TS)+TS+TS+TS+ Trailer Brake Kitchen (TBK)+Trailer First (TF)+ TF+Trailer Brake First (TBF) +TBF+TF+TF+TBK +TS+TS+TS+TS+MS+DM

The Class 373s were ordered for British Rail and the French and Belgian state railways SNCF and SNCB for services from London to Paris and Brussels. Some of the British sets were shorter (at 16 cars - known as 373/2 - the rest of the fleet is 373/1). These "North of London" sets intended for services from the continent to British cities in the North along the WCML and ECML however these services never came to fruition. After rail privatisation the British Rail owned sets were owned by Eurostar.

For a number of years in the early 2000s some Class 373s were leased to GNER for services from London Kings Cross to York and Leeds however there were some problems and restrictions in using the trains due to their length and power needs.

Since the arrival of the new Class 374 e320 some Class 373s have been scrapped, others have been refurbished. Some French owned sets are now used on domestic services with SNCF.

Preserved 3308 at NRM York

Side view of 3308

A Eurostar approaches St Pancras International, over a somewhat older mode of transport!

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 281

Class 117 (Pressed Steel Co. Suburban Services 3-car)

The Class 117 DMU was another first generation DMU built to the standard BR Derby design but manufactured by Pressed Steel, who had spare capacity at the time. These units were built for the modernisation of the London division of Western Region [1] and were built for high density routes. They had toilets in the trailer but originally had no gangways so if you were in one of the motor cars you were ought of luck! Gangways were later fitted and the units received full refurbishment in the late 1970s [2]

Information
Number built:	123 cars (41 3-car sets)
Built:	1959-61
Builder:	Pressed Steel
Engine:	2 BUT (Leyland) 6-cyl diesels per power car
Power:	600 hp (450 kW)
Formation:	Driving Motor Brake Standard (DMBS)+Trailer Composite Lavatory (TCL)+Driving Motor Standard (DMS)

Some units later moved to Birmingham where they operated on the Cross City line and in Scotland. They remained on Cross City and London services until well into the 1990s and the last were finally withdrawn in 2000. Twelve cars have been preserved.

W51354, a DMBS, at Rowsley South

08 830 and W51534

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 72
[2] Brian Haresnape, Diesel Multiple Units: The First Generation (Ian Allan, 1985) p. 59

Kerr Stuart 4421

Kerr Stuart was a locomotive manufacturer based in Glasgow and Stoke-on-Trent which started in the 1880s. The company went into receivership in the early 1930s, its assets being bought up by Hunslet. Although mostly known for narrow and standard gauge steam locomotives towards the end of Kerr Stuart's existence they also built a number of diesel locomotives of which 4421 was one.

Information
Number built:	2
Built:	1929
Builder:	Kerr Stuart
Engine:	Mercedes-Benz 6-cylinder diesel
Power:	90 hp (1,305 kW)
Wheel arrangement:	6wDM

4421 was one of two locomotives built in 1929 as demonstrators for industrial use, it worked on a standard gauge branch line of the otherwise narrow gauge Ravenglass & Eskdate Railway from Murthwaite to Ravenglass hauling wagons loaded with crushed granite. When the quarries were closed in 1953 4421 then worked as an industrial locomotive with the National Coal Board being rebuilt with a Dorman diesel engine in 1959. It moved onto Rom River Reinforcement in the late 1960s before finally being preserved at the Foxfield Railway in 1985.

Kerr Stuart diesel locomotives like 4421 used mechanical transmission with a chain final drive. The diesel engine of 4421 had a JAP petrol engine to start it. After being rebuilt with the Dorman engine 4421 had an electric starter.

4421 at the Foxfield Railway

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.

Information
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]. Ruston & Hornsby also built a version of the Class 07 for industrial use as the LSSE.

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.

Information
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.

Information
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