London Underground 1972 Tube Stock

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
Motor: 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 becoming life expired in the early 1970s. To save time the new stock was based on the 1967 Tube Stock which had recently 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 four and three car sets which together make a seven car train.

The first thirty 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 thirty three 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 two motor cars already part of the Asset Inspection Train [7].
3239 at South Kenton

Cab of preserved DM at LT Museum Acton

Post refurbishment interior

Arriving at Kilburn

3558 at Queens Park

Interior of Mark I 1972 Stock at Aldwych

[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
[7] Kim Rennie, Underground and Overground Trains (Capital Transport, 2017) p. 57

Derby Corporation Tramways

The Derby Corporation Tramway was opened in 1904, create an electric tramway in the town. The assets of the Derby Tramways Company which had operated horse-drawn trams since 1880 were taken over by the Corporation. The horse tram was built to 1219mm gauge and the electric tramway built to replace it by the new company kept to that gauge [1]. Twenty two and a half kilometres of electrified tramway were built which was a few kilometres less than authorised by the Derby Corporation Act 1901.

Information for initial batch of tramcar
Number built: 25
Built: 1903-04
Builder: Brush
Motor: 2 British Thomson-Houston GE52 electric motors (DC OHLE)
Power: 54 hp (40 kW)

The network grew gradually with the final extension opening in 1923 however as with most tramways after the First World War the condition of the vehicles and track was deteriorating fast and there was a lack of funds for renewal. From 1930 the tramway began to be converted to trolleybus operation with the final trams running until 1934 [2].

Only one Derby Corporation tram car (No. 1) survives today though this was the first one built, one of the initial batch of tramcars built by Brush. It and No. 2 were delivered in December 1903 and used for crew training before the opening of the tramway to passengers in July 1904 [5]. It continued in service until 1933 before being sold as a Summer house. It was preserved in 1962.
Preserved Tramcar No. 1 at Crich

Derby Corporation tram car [3]

Building of the tramway [4]

[1] Colin Baker, Derby Tramways (Middleton Press, 2003) p. 4
[2] Baker p. 5
[3] "Recent electric road in Derby, England", Street Railway Journal Vol. XXIV No. 19 (Nov 1904) p. 834
[4] Street Railway Journal p. 835
[5] Baker Fig. 108

Class 170 Turbostar

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). 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
Motor: 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 West Midlands Trains also have sizeable fleets. Greater Anglia and Northern are the other current operators. 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.
XC 170 107 passes through Willington

XC 170 521 and 102 at Melton Mowbray

LM 170 635 at Droitwich Spa

XC 170 106 and 636 at Derby

WMT 170 634 at Birmingham Snow Hill

XC 170 109 at Derby

[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

LMSR/North British Locomotive 827hp Type A/1 Diesel-Electric

During the mid-1940s the LMS chief engineer H.G. Ivatt decided to order a small diesel-electric locomotive for branch line and medium-sized mixed traffic duties. The locomotive was to have the power rating of 827hp which was the same as a current Class 3MT steam locomotive it was intended to work alongside. North British Locomotive were contracted to build the locomotive for the LMS in 1945 though it did not arrive until after nationalisation and was given the British Railways number 10800 [1].

Number built: 1
Built: 1950
Builder: North British Locomotive Company
Motor: Davey Paxman 16RPHXL Mk2 diesel
Power: 827 hp (617 kW)
Wheel arrangement: Bo-Bo

10800 had a single cab situated to one end (though not at the very end) of the locomotive in the style of US switcher locomotives. This meant it shared the visibility problems of the steam locomotives it was designed to replace. 10800 was the first British Railways locomotive in it's lowest Type A power rating (later Type 1) and the basic design saw series production in the form of the Class 16.

10800 saw service with BR in Scotland, the Midlands and also the South. Performance was disappointing though the fact 10800 was a one-off did not help. It was withdrawn in 1959 but had a second career with Brush Traction as a trials and research locomotive. It was re-engined with a Bristol Siddeley-Maybach MD655 1,400hp engine [2] and used to explore commutatorless traction motors and generators. It was finally withdrawn in 1968 though had a final hurrah being used as an emergency generator to supply power to the Brush works during the 1972 miners' strike [3]. Final scrapping took place in the early 1970s.
10800 in BR days (KD collection)

[1] Brian Haresnape, Early Prototype & Pilot Scheme Diesel-Electrics (Ian Allan, 1981) p. 21
[2] Colin J. Marsden, Diesel & Electric Locomotive Recognition Guide (Ian Allan, 2011) p. 30
[3] Haresnape p. 24

Class 108 (BR Derby General Branch Line and Local Services 2,3,4-car)

The Class 108 was the second of the so-called "Derby Lightweight" DMUs being a lot lighter in construction than other units like the Class 114. The Class 108 was designed for branch line and local services having a low-density interior and toilets and were allocated to British Rail's London Midland and Eastern Regions [1]. They served as 3 or 4-car sets, some later reverting to 2-cars, until the early 1990s. Some cars with first class accommodation were later declassified to second/standard [2].

Number built: 333 cars
Built: 1958-61
Builder: BR Derby
Motor: 2 BUT AEC / Leyland 6-cyl diesels
Power: 300 hp (220 kW)
Formation: Driving Motor Brake Standard (MBS)+[Trailer Brake
Standard Lavatory (TBSL)+Trailer Standard Lavatory
(TSL)]+Driving Motor Composite Lavatory (DMCL)/
Driving Trailer Composite Lavatory (DTCL)

Because of the good condition of the Class 108 units on withdrawal a number went into departmental service and also preservation. Over 30 cars are currently preserved and most of these operational on various heritage lines.
Two preserved 2-car sets at Bewdley on the SVR

Class 108 cab

Another preserved Class 108 at Duffield on the EVR

Crossing the yard at Kidderminster SVR

At Bewdley SVR

Another view at Duffield EVR

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 53
[2] Brian Haresnape, Diesel Multiple Units - the First Generation (Ian Allan, 1985) p. 50

Bournemouth Corporation Tramways

Bournemouth Corporation Tramways served the town from 1902 until the closure of the system in 1936. The complete system had a route length of about twenty six kilometres, and included the Poole & District Electric Tramway which the Bournemouth Corporation took a lease on in 1905. Originally the tramway used a mixture of overhead and conduit electric collection though later switched to entirely overhead. The tramway at it's peak had one hundred and fifty two tramcars of which all but one were double decker. The tramway was to 1, 067mm gauge unlike the majority of tramways though the same as neighbouring systems.

Information for standard bogie cars
Number built: 86
Built: 1902-1926
Builder: G.F. Milnes, Brush, United Electric Car Company
Motor: 2 Westinghouse 226N electric motors (DC OHLE)
Power: 80 hp (60 kW)

Eighty six of the tramways were standard bogie cars which were built over a twenty-four year period. Although there were some detail differences such as with the seating and stairs the latter batch of tramcars were not very different to the original ones built by G.F. Milnes [1]. The preserved tramcar Number 85 was one of a batch of ten built in 1914 by the United Electric Car Company. It survived the end of the Bournemouth system being one of ten tramcars sold to the Llandudno & Colwyn Bay Electric Railway Company and continued to work there until 1956.
Number 85 preserved at Crich

Number 85 is preserved as it was in Bournemouth service


[1] R.W. Rush, British Electric Tramcar Design 1885-1950 (Oxford Publishing, 1976) p. 51

Class 76 (LNER / British Railways / Metropolitan Vickers 1,300hp DC Electric Locomotive EM1)

The Class 76 was Sir Nigel Gresley's only mainline electric locomotive design and the last completed locomotive design he worked on before his death in 1941 [1]. The first locomotive was completed in LNER colours in 1940 though it then spent the rest of the war in limbo as the electrification of the line it was intended for had been suspended due to the war! [2] After the war the locomotive spent some time working in the Netherlands on loan [3]. The suspended electrification of the Woodhead Tunnel route between Manchester and Sheffield was completed in the early 1950s, using 1, 500v DC overhead collection, a developed version of the original LNER design was chosen and built for this route [4].

Number built: 58
Built: 1940, 1950-53
Builder: LNER / BR Gorton
Motor: 4 Metropolitan-Vickers 186 traction motors (1, 500v DC OHLE)
Power: 1, 300 hp (969 kW) - higher power output available for limited periods
Wheel arrangement: Bo+Bo

The production EM1 class it was known (later classified as Class 76) had a number of improvements thanks to invaluable experience with running the prototype on the Continent. It proved to be a highly reliable locomotive on British metals. However it always suffered from a rough ride especially at speed [5] with the bogies being coupled together via an articulated joint (hence Bo+Bo) giving problems. Remedial work helped improved matters and riding [6]. Although designed for mixed traffic the Class 76 spent much of its time on freight traffic, often coal traffic. This however dwindled throughout the 1970s and the Woodhead Line was closed in 1981 [7].

Although when built the Class 76 (and its express passenger counterpart the Class 77) had been probably the most advanced trains in Britain, BR had standardised on AC overhead collection not DC (outside of the Southern Region third rail network of course) so when their line was closed they had nowhere else to go to. One complete Class 76 has been preserved and is with the National Railway Museum in York, a cab has also been preserved at the Manchester science museum.
26020 at the NRM York

26020 is preserved in British Railways black livery

26020 in BR days, photographer/location unknown (KJD Collection)

Another view of 26020, note the raised pantograph

Preserved cab of 76 039

Front of 76 039
[1] David McIntosh, Gresley's Legacy (Ian Allan, 2015) p. 135
[2] Colin J. Marsden (ed.), "BR/LNER Bo-Bo - EM1 Class 76", Modern Locomotives Illustrated No. 215 October-November 2015 (DC Electric Locomotives) p. 40
[3] R.L. Vickers, DC Electric Trains and Locomotives in the British Isles (David & Charles, 1986) p. 61
[4] Alan Whitehouse, The Woodhead Route (Ian Allan, 2014) p. 12
[5] Whitehouse, Woodhead p. 13
[6] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p, 25
[7] John Glover, BR Diary (Ian Allan, 1985) p. 62

Baguley-Drewry 3702-3704

Baguley-Drewry built three battery-electric shunters for the MOD in the early 1970s for use at the then secret RAF Chilmark underground weapons store in Wiltshire. They were built to 610mm gauge.

Number built: 3
Built: 1973
Builder: Baguley-Drewry
Motor: Battery-electric
Power: 50 hp (37 kW)
Wheel arrangement: 4wBE

The locomotives were re-built by Andrew Barclay in 1987 and remained in service until the closure of the base in 1994. All three have been preserved, 3702 as displayed here is preserved as NG23 on the Leighton Buzzard Light Railway, it arrived in 2010 having first being preserved at the RAF Museum.
NG23 at Page's Park

London Underground 1967 Tube Stock

The Victoria Line was built in the 1960s and the first new deep-level "tube" line to be built for over fifty years. The 1967 Tube Stock was built for the new line and was the first stock with Automatic Train Operation (ATO) from new - some older tube sets had been converted to ATO for testing (see below). The 1967 Tube Stock served on the Victoria Line until 2011 when it was replaced by the 2009 Tube Stock [1].

Automatic Train Operation (ATO)
Under ATO trains basically drive themselves with the driver largely reduced in role to overseeing everything is working as it should. The isolated Woodfood-Hainault section of the Central Line was used to develop ATO in the 1960s using converted 1960 Tube Stock [2]. When the 1967 Tube Stock began to arrive after 1967 trains were tested on the section [3] before moving onto the Victoria though a small number stayed on the line for revenue services. These were recalled to the Victoria by the early 1980s due to rising traffic demand.

Number built: 316 cars in 4-car sets (in 8 car formations)
31 cars later converted from 1972 Mk 1 Stock
Built: 1967-69
Builder: Metro-Cammell
Motor: 4 Crompton Parkinson/Brush LT115 traction motors per motor car (630v DC fourth rail)
Power: 1, 138 hp (848 kW) (8-car formation)
Formation: Driving Motor (DM) + Trailer (T) + T + DM (x 2)

The 1967 Tube Stock trains were based on previous tube stock like the 1959 Stock [4] though were the first tube trains to be aesthetically designed by a industrial designer and not an engineer. They bought a lot of new features to the Underground as well as ATO including rheostatic braking, fluorescent lighting and improved windows. Although marshalled in 4-car sets the 1967 Tube Stock usually operated in 8-car formations and could be regarded as semi-permanently coupled as so. Like the Waterloo & City Line the Victoria Line is entirely underground however the main depot for the Victoria Line at Northumberland Park is in the daylight at least! [5]

Some cars from the follow-on 1972 Mk 1 Tube Stock fleet were later converted to 1967 standard to augment the fleet and the fleet received a heavy refurbishment in the early 1990s [6]. Following withdrawal a number of 1967 cars have been preserved (some as cab ends [7]) and a number of cars have also begun a new lease of life in the engineering fleet as part of the new Tunnel Cleaning and Asset Inspection Trains [8][9].
3052 preserved at London Transport Museum Depot, Acton

Another 1967TS cab preserved at Acton

Interior of 3052

Other end of 3052

Cab of 3052, HRH The Queen was in this cab to officially open the Victoria Line

3052 with a Class 487 to the left

[1] John Scott Morgan, London Underground in Colour Since 1955 (Ian Allan, 2013) p. 68
[2] Piers Connor, The London Underground Electric Train (Crowood, 2015) p. 156
[3] J. Graeme Bruce & Desmond F. Coombe, The Twopenny Tube (Capital Transport, 1996) p. 69
[4] John Glover, ABC London Underground (Ian Allan, 1997) p.60
[5] John Glover, London Underground Rolling Stock in Colour (Ian Allan, 2009) p. 55
[6] Rolling Stock Data Sheet < stock Data Sheet 2nd Edition 1.pdf>
[7] A number are at the Walthamstow Pumphouse Museum (Underground News Number 651 March 2016)
[8] Underground News Number 652 April 2016 p. 188
[9] "A new Tunnel Cleaning Train for London Underground London Underground" p. 14 <>

Blackpool Corporation Standard Cars

Blackpool Corporation Transport, which had amalgamated with the Blackpool & Fleetwood Tramroad in 1920, were in desperate need of new trams by the early 1920s. The Standard Cars were built to be fully enclosed and more geared to commuter traffic than earlier trams which had prioritised the tourist trade (and had been rather open to the elements).

Number built: 42
Built: 1923-29
Builder: Blackpool Corporation Transport Dept. / Hurst Nelson
Motor: 2 British Thomson-Houston B265C electric motors (550v DC OHLE)
Power: 70 hp (52 kW)

The trams were all double deckers and originally with open balconies though later refits enclosed these also on some trams. The trams were built at Blackpool Corporation's own workshop, for accounting reasons some trams were classed as "rebuilds" of earlier trams made by Hurst Nelson though very little in practice was retained.

Although withdrawals began in the 1940s the Standard Cars survived in service until 1966. One of the preserved cars, Number 40, which was withdrawn in 1963, was the last open balcony tram (and hence first generation electric tram) to remain in service in the country.
Number 40 at Crich Tramway Museum

Number 49, also at Crich

Another view of Number 40

The open balcony is fully visible in this view of Number 40

Class 508 (BREL York Suburban Services 3-car)

The Class 508, part of the 1972 Standard PEP design like the Class 313 and 507, was built for the Merseyside DC third rail network to replace older stock. However as there was a desperate need for new stock on Southern Region they served there initially until the new Class 455 could be built [1]. The Class 508s were built as 4-car sets with an extra trailer instead of 3-car sets as originally intended but after four years when they were finally transferred to Merseyside the extra trailer was removed and became part of the Class 455/7 [2].

Number built: 172 cars (as built 4-car sets now 3-car sets)
Built: 1979-80
Builder: BREL York
Motor: 8 GEC G380AZ traction motors per unit (750v DC third rail)
Power: 880 hp (657 kW)
Formation: As built: Driving Motor Standard Open (DMSO)+
Trailer Standard Open (TSO)+TSO+Battery Driving Motor Standard Open (BDMSO)

Not all sets went North, some remained in the South East as Class 508/2 though none of these are now in service. In the early 2000s three sets worked alongside the Class 313 on the Euston-Watford route [3] as Class 508/3 but nowadays the only 508s in service are the twenty seven Class 507/1s sets operated by Merseyrail along with the Class 507.

They are now amongst the oldest passenger rolling stock still in service though Merseyrail plan to replace them with the new Class 777 within the next couple of years [4].
Merseyrail 508 130 at Birkenhead Park

508 123 at Sandhills

508 114 at Waterloo

Aboard 508 123

507 005 and 508 138 at Birkenhead North

508 126 at Seaforth & Litherland

[1] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 74
[2] Bruce Oliver, Southern EMUs Before Privatisation (Ian Allan, 2010) p. 86
[3] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 389
[4] "Five shortlisted for new Merseyrail trains", Today's Railways UK No. 171 (March 2016)

W. G. Bagnall 3147-3150

No. 3150 is one of three diesel-mechanical shunters built by W. G. Bagnall in 1959 for operation at the NCB Wolstanton colliery in Stoke-on-Trent.

Number built: 3
Built: 1959
Builder: W. G. Bagnall
Motor: Gardner 8L3 diesel
Power: 204 hp (152 kW)
Wheel arrangement: 0-6-0DM

While the three shunters were built to the standard W. G. Bagnall design mechanically they were very similar to the British Rail Class 03.

Wolstanton No. 3, as 3150 was known, worked at the colliery until production winded down in 1985. It was sold for scrap but rescued for preservation and has been on the Foxfield Railway ever since. The other two locomotives were scrapped.
3150 at Dilhorn Park

3150 at Caverswall Road

Running around the train at Dilhorn Park 
3150 bears the name Wolstanton No. 3