Class 77 (BR/Metropolitan Vickers 2,490hp DC Electric Locomotive EM2)

The EM2 electric locomotive (later Class 77) was built to haul express passenger services over the Woodhead route, which had been electrified to 1,500v DC overhead) alongside the mixed-traffic Class 76. The Class 77 was based on the Class 76 though larger and more powerful and had Co-Co bogies - a result of the ride problems the Class 76 Bo-Bo bogies had at speed [1].

Originally twenty seven locomotives were planned but in the end only seven were, some later build Class 76s were instead fitted with train heating boilers and improved bogies for passenger duties.

Information
Number built:	7
Built:	1953-54
Builder:	BR Gorton
Motor:	6 Metropolitan-Vickers 146 traction motors (1500kV DC OLHE)
Power:	2, 490 hp (1, 857 kW)
Wheel arrangement:	Co-Co

They entered service in the mid-1950s hauling expresses between Manchester Piccadilly and Sheffield Victoria [2]. However their British Railways life was short. They were withdrawn in 1968 as passenger services along the Woodhead route were phased out (the line and the Class 76 remained in service for freight until 1981).

Happily the still fairly fresh locomotives found a buyer. They were sold to the Dutch railway operator Nederlandse Spoorwegen and became the NS 1500 class. They received new headlights and pantographs and remained in service until 1986. Three have been preserved.

NS 1505 now preserved at MOSI Manchester

In NS service the locomotives received new cab light clusters

The locomotives retained their original BR names in Dutch service

Side view of 1505, in BR service the Class 77 had cross-arm pantographs

Another view of 1505

The locomotive was E27001 in BR service

[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 32
[2] Colin J. Marsden, Diesel & Electric Locomotive Recognition Guide (Ian Allan, 2011) p. 214

Wallasey Corporation Tramways

Wallasey Corporation Tramways began operations in 1903 on Merseyside replacing a horse tramway what had operated since 1879. The initial service served between the Seacombe and New Brighton ferries with two more routes added later on. The fleet eventually compromised seventy eight trams which were built in a number of batches between 1902 and 1920.

Information for 37-41 Class
Number built:	4
Built:	1908
Builder:	United Electric Car Company

Although the trams were built by a variety of manufacturers they all shared the "Bellamy roof" style established in Liverpool (named after the manager who introduced it) [1]. The style had an enclosed roof but with open balconies. The last batch of trams built by Brush in 1920 still retained this style even though it was rather old fashioned by then. The original plan was for the trams to have the roofs fitted so they could be easily removed and the trams could be converted from open to closed and back in minutes. However after serious water leaks in bad weather it was decided to make the roof permanent.

The tram network didn't last long. Closures began in 1929 and the network was completely shut down in 1933. One tram, Number 78, has survived into preservation. This Brush built tram was the last one built and spent fifty years serving as a store in a farmyard in North Wales before being handed over to a preservation society in 1978 and now runs as part of the Wirral Tramway.

Three views of Wallasey 78 at Wirral Transport Museum

Wallasey trams wore this lime green and cream livery

The open balcony can be seen here

The roof and balcony can be seen here

[1] R.W. Rush, British Electric Tramcar Design 1885-1950 (Oxford Publishing, 1976) p. 85

Baguley-Drewry 3698-3701

Baguley-Drewry built these four diesel-hydraulic shunters for the Royal Air Force's ammunition depot at RAF Chilmark in Wiltshire. Goods were transferred from a standard gauge rail link via a 600mm narrow gauge railway which ran into several caverns. RAF Chilmark closed in 1995.

Information
Number built:	4
Built:	1973
Builder:	Baguley-Drewry
Motor:	Gardner diesel
Power:	65hp / 48kW
Formation:	4wDH

All four locomotives have survived, though in different locations. 3698 is now at the Leighton Buzzard Light Railway. 3699 at the Gartell Light Railway. 3700 is in Turkey and 3701 at the Richmond Light Railway.

3698 at Stonehenge Works, Leighton Buzzard Light Railway

3698 now carries the number NG46

Front view of 3698

Northfleet Series Electric Tramway

One the earliest electric tramways was opened at Northfleet in Kent in the Spring of 1889, it pioneered a different method of electric transmission to earlier systems (although had been already tried in the United States). The Northfleet system was a series electric instead of parallel like other tramways. With a parallel electric system the electric current that passes through a motor (or any other electric device like a lamp) does not pass through any other [1]. With a series electric the whole current of the system passes through the devices using it. One advantage of this system was that a much smaller current could be applied as parallel systems needed larger current to counter the dropping off effect the further one got from the generating dynamo.

Information
Built:	1889
Builder:	Falcon Engine & Car Works
Motor:	Elwell & Parker electric motor (200v)
Power:	15 hp (11 kW)

The problem for engineers was how to run multiple motors in series at the same time. The solution was to divide the conductor into segments (in the Northfleet case about six and half metres long [2]) and for the tram to close the circuit as required as it passes over the segments. The Northfleet system used a buried conductor underneath one of the running rails with a slot for an "arrow" which opened the circuit at successive points by opening two "spring jacks". A dynamo on board the tram was used to maintain a steady supply to the motor which otherwise would have been subject to the circuit being opened and closed by other tramcars.

The tramway, which replaced an existing horse drawn tram, was narrow gauge (1067mm). This required special motors to be built for it. The Northfleet tram apparently worked well though was no more than an experiment, though a bold one which attracted a good deal of interest from engineers.

By the end of 1890 the tram had returned to living breathing horse power, though a more conventional electric tram system was started in 1901.

Northfleet tram [3]

Front of tram and detail of the motor, the narrowness of the motor can be seen [3]

Cross section of rail and conductor [1]

[1] "The Northfleet Series Electric Tramway", Nature (May 9 1889) p. 39
[2] Robert J Harley, North Kent Tramways (Middleton Press, 1994) Fig. 60
[3] "The Northfleet Series Electric Tramway - Dynamo and Cars", The Engineer (March 15 1889) p. 219

Robel Romis System Mobile Maintenance Train

Network Rail have bought eight Mobile Maintenance Trains from Robel which are designed to give a safe working environment for on-track staff. The Mobile Maintenance Train, known as the Romis System, consists of three vehicles [1], the Mobile Maintenance Unit is an open bottomed vehicle. It has adjustable walls for protection from the elements, passing trains and glare at night and a number of tools for working on the track such as rail welders, cutters and grinders [2].

Information
Number built:	8
Built:	2015-16
Builder:	Robel
Motor:	2 diesels per train
Power:	1, 609 hp (1, 200 kW)

The Intermediate Wagon is used for carrying supplies and included a built in crane and hydraulic platforms. Finally the Traction & Supply Unit provides propulsion for the unit, power for tools as well as a workshop and a kitchen.

DR97501 at Darlington, this is the Traction & Supply Unit

DR97501 at Darlington

[1] Royston Morris, Railway Maintenance Vehicles & Equipment (Amberley, 2017) p. 35
[2] Robel, Romis System Mobile Maintenance System, p. 3

Class 92

Designed for freight and overnight passenger traffic through the Channel Tunnel [1] the Class 92 is what is now known as a bi-mode electric locomotive that can operate on electricity drawn from both with 750v DC third rail and 25kV AC overhead lines. Unfortunately for the Class 92 a lot of it's planned work disappeared while it was being built meaning that many were stored out of use for a number of years, at one stage in the early 2000s over half the fleet was in storage. Nowadays more have been activated, some being exported to work in Europe. However the reliability of those that do remain in service on British rails has sometimes been questionable.

Information
Number built:	46
Built:	1993-95
Builder:	Brush Traction
Motor:	ABB 6FRA 7059B traction motors (DC third rail & AC OHLE)
Power:	6, 700 hp (5, 000 kW) - 25kV AC 5, 360 hp (4, 000 kW) - 750v DC
Wheel arrangement:	Co-Co

The Class 92 is a complicated locomotive with many systems duplicated to avoid the chance of failure in the Channel Tunnel [2]. Most of their work (of those not in storage or working in Europe) these days is on freight but some are also being used on Caledonian sleeper services from London to Scotland, however a number of failures have seen the introduction on these services delayed.

One interesting piece of trivia is that the very last train to be run on British Rail late on 21/11/1997 was hauled by 92 003.

92 011 in third rail mode at Peckham Rye

Caledonian Sleeper 92 014 at Stafford

92 028 also at Stafford

Livery comparison

[1] Colin J Marsden, Diesel & Electric Locomotive Recognition Guide (Ian Allan, 2011) p. 240
[2] Gavin Morrison, AC Electric Locomotives (Ian Allan, 2013) p. 95

Huddersfield Corporation Coal Tram

Street car tramways often carried freight as well as the usual passenger traffic, usually parcels and mail but in the case of the Huddersfield Corporation Tramway it also included coal. The tramway had already been used to transport coal since horse tram days, and was to the unusual track gauge of 1,416mm to allow traffic from local coal tramways to travel over the street tram network. Although the intention was to use steam locomotives to haul coal trains, two special coal trams were also built to carry coal from sidings at the tram terminus at Outlane district to three mills nearby [1] as well as coal for the tramway's own power station.

Information
Number built:	2
Built:	1904
Builder:	Milnes, Voss & Company
Motor:	2 Westinghouse electric motors (DC OHLE)
Power:	90 hp (67 kW)

The Coal Trams could carry up to ten tons of coal [2]. They had a simple design, a standard open wagon on top of a tram truck. The low height of the coal chutes used (just over two metres above rail level) necessitated a lower body than was usual with freight trams. The coal was discharged through side doors.

The Huddersfield tram network went into decline in the 1930s and closed in 1940, the Coal Trams were scrapped along with the rest of the fleet.

Two views of Number 72 in use [2]

The Coal Tram had a simple design

[1] R.W. Rush, British Electric Tramcar Design 1885-1950 (Oxford Publishing, 1976) p. 121
[2] "Coal car at Huddersfield", Street Railway Journal Vol. XXIV No. 19 (Nov 1904) p. 834

Liverpool Overhead Railway

The Liverpool Overhead Railway was one of the first electrified railway systems in the world. It opened in 1893 running alongside the docks in Liverpool, the railway being built on elevated sections. The LOR operated electric multiple units, the first in the world to enter service. The first of these were built by Brown, Marshall & Company from 1892 onwards as two-car units. Later on trailers were built to allow for three car sets to operate in peak time. Off-peak, motor cars could operate on their own.

Information
Number built:	54 (2 or 3-car sets)
Built:	1892-1918
Builder:	Brown, Marshall & Company, Metro-Cammell
Motor:	(Original) 2 Westinghouse motors per car (Later) 2 English Electric motors (500v DC third rail)
Power:	120hp (90kW) / 200 hp (150 kW)

The fleet was upgraded a number of times over their lifetimes. Originally they were fitted with Westinghouse gearless 60hp/45kw motors [1][2] but these were later upgraded to 100hp/75kw motors from English Electric/Dick, Kerr [3]. This extra power helped reduce journey times dramatically from thirty two to twenty minutes! However some trains were later given less powerful motors.

After the Second World War a number of units were rebuilt with the original wooden body sides replaced by aluminium and plywood [4]. Sliding doors were also fitted to replace the original slam doors. However by the early 1950s the system was in bad need of renovation but the railway company, which had not been nationalised to become part of British Railways, could not afford the huge costs involved [5]. The Liverpool Overhead Railway closed in 1956.

Preserved LOR motor car at the Museum of Liverpool

This is how the railway would have looked, from ground level

The LOR during operation [3]

Inside the preserved car

Another view from the ground

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 190
[2] R.L. Vickers, DC Electric Trains and Locomotives in the British Isles (David & Charles, 1986) p. 22
[3] "New equipment and improved schedule of the Liverpool Overhead Railway", Street Railway Journal Vol. XX No. 3 (July 1902) p. 108
[4] Marsden p. 191
[5] Jonathan Cadwallader & Martin Jenkins, Merseyside Electrics (Ian Allan, 2010) p. 3

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

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].

Information
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].

Information
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

Interior

[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].

Information
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.

Information
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.

Information
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 <https://www.whatdotheyknow.com/request/66598/response/170252/attach/4/Rolling 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 <http://www.cleanair.london/wp-content/uploads/CAL-226-Tunnel-cleaning-train_FOI-EIR-July-2012.pdf>