Leeds City Transport Hamilton Class

Leeds City Transport built hundreds of tram cars of their own design over the years, between 1908 and 1928 one hundred and forty trams were built which unofficially were known as the Hamilton Class after the General Manager of the time Baillie Hamilton. The trams varied in configuration over the period though Dick Kerr electrical equipment was mostly used throughout.

Number built: 140
Built: 1908-28
Builder: Leeds City Tramways Works
Motor: 2 Dick Kerr 9A electric motors (DC OHLE)
Power: 100 hp (75 kW)

The preserved car 345 belongs to a later batch of Hamilton cars which had a longer body. The tram is a prime example of how cars could be upgraded and modified during their careers. As built in 1921 it had open platforms and was rather old fashioned even as built.

In 1939 it was rebuilt with enclosed platforms, a bow collector instead of a trolly pole and the original DK 9A motors replaced by Dick Kerr 30B1s. Cars modified in this way became known as Convert Cars. Tram 345 was withdrawn from service in 1949 but retained for use at Swinegate Depot. It was preserved in 1959 and is now at Crich Tramway Museum.
345 at Crich

Close-up of the entry doors

Another view of 345

Hunslet Engine Company 9346-9351

These industrial narrow gauge shunters were the last locomotives built at the Hunslet Engine Company's Jack Lane Works. The works in Leeds had, since 1864, built thousands of steam and later diesel shunters mostly for industrial use. These final locomotives were built for the tunnelling of the Jubilee Line Extension project in East London. The Jack Lane Works closed in 1995.

Number built: 6
Built: 1994
Builder: Hunslet Jack Lane Works
Motor: Deutz diesel
Power: 90 hp (67 kW)
Wheel arrangement: 4wDH

They were 4 wheel diesel hydraulic narrow gauge shunters to 610mm gauge. A couple have been preserved. 9347, named Peter Wood, is preserved at the Leighton Buzzard Light Railway as one of the line's diesel "thunderbirds" ready to take over if one of the steam locomotives has a problem, as well as perform other duties on the line. 9351 is preserved at the Statfold Barn Railway in original condition.
9351 at the Statfold Barn Railway

9347 Peter Wood at Stonehenge Works
The narrowness of the locomotive can be seen in this frontal view

Cab of 9351

Peter Wood is #81 in the Leighton Buzzard Light Railway fleet
Rear view of 9351

Brush Railcoach Trams

Brush built these Railcoach trams for the Blackpool Corporation in the late 1930s as a follow-on to earlier English Electric built railcoach trams. The idea behind the Railcoaches was to try and achieve the same level of comfort as contemporary road coaches. Compared to the English Electric cars the Brush built ones had a more streamlined design and the insides were ornate with luxurious seating. Over time in service however the Railcoach trams became more utilitarian and bus-like.

Number built: 20
Built: 1937
Builder: Brush
Motor: 2 Crompton Parkinson C162 or EE305 electric motors (DC OHLE)
Power: 114 hp (85 kW)

The Brush Railcoaches were retrofitted with English Electric electric equipment reused from the EE Railcoaches as they were scrapped in the 1960s. Later modifications included replacing the original trolley pole with a pantograph and improved lighting - interior and exterior.

Most of the fleet were withdrawn in the early 2010s. Fourteen still survive, some in working order. One (636) is also being used to develop and test a wheel mounted motor and battery operation.
630 at Crich Tramway Museum

630 carries the 1990s livery of Blackpool Transport Services

630 is in later modernised condition

630 approaches the terminus at Crich

636 at Wirksworth, testing electrical equipment

Waiting to depart

Class 91 Intercity 225

British Rail finally got the go-ahead and funds for the electrification of the East Coast Main Line (originally it was supposed to have taken place at the same time as the WCML) in the 1980s. For the ECML British Rail needed a new fleet of express passenger locomotive these were the Class 91 which were coupled to Mark 4 coaches in push-pull formation with a Driving Van Trailer on the other end [1].

This system was also called the Intercity 225 (replacing the Intercity 125 as it did on the ECML) the name referring to the fact they could go 225kp/h (140mp/h). However this has been restricted to 125mp/h in everyday use, on a test train one Class 91 reached 162mp/h in 1989 (the British locomotive speed record).

Number built: 31
Built: 1988-91
Builder: BREL Crewe
Motor: GEC G426 traction motors (25kV AC OHLE)
Power: 6, 080 hp (4, 533 kW)
Wheel arrangement: Bo-Bo

Unusually the Class 91 has an asymmetric design with a streamlined cab at one end and a blunt ended one at the other. The Class 91 can operate fully in either direction though of course usually travels pointy-end first, especially when hauling an express. However the Class 91 can travel at up to 110mp/h blunt end first. As built the Class 91s were 91/0s but became 91/1s after refurbishment [2].

They remain on express duties on the ECML though are being replaced by the Class 800. They are currently operated by LNER, before that Virgin East Coast, East Coast, NX East Coast, GNER and BR Intercity. What happens to them next is currently unknown.
91 131 in LNER livery at Peterborough

91 101 at York

Front on with 91 115 at York

91 109 at London Kings Cross

91 121 at Darlington

A view of the "blunt end"
[1] Gavin Morrison, AC Electric Locomotives (Ian Allan, 2013) p. 80
[2] Colin J Marsden, Traction Recognition (Ian Allan, 2011) p. 92

Crystal Palace "All Red Route"

The "All Red Route" was a special electric railway set up at Crystal Palace for the 1911 Festival of Empire [1] which celebrated the coronation of King George V. The railway followed a continuous loop (see the map below) with stations at regular intervals for marquees dedicated to various components of the British Empire such as New Zealand and India. The train ran slowly (up to six and a half kilometres per hour) so the passengers, who sat on cross-benches in a "toast rack" style body like seaside trams, could take in the scenery [2]!

Number built: 18 (9 2-car sets)
Built: 1911
Builder: Dick, Kerr & Co.
Motor: 2 Dick, Kerr interpole electric motors (450v DC third rail)
Power: 64 hp (48 kW)
Formation: Driving Motor + Trailer

The line was to 1,067mm gauge and was very much based on tram technology by the contractors Dick, Kerr & Company. The cars used a Brill 21E truck and could carry up to thirty-five passengers.  The conductor rail and insultators were based on current London Underground practice. One of the motor cars later was used on the Dublin & Lucan Electric Railway [3].
The All Red Route

A train arrives at "Africa" station

[1] "Around the empire by electric traction", Railway Times (Oct 7, 1911) p. 343
[2] Ibid. p. 344
[3] John B Gent & John H Meredith, Croydon's Tramways (Middleton Press, 1994) Fig. 45

Class 166 Networker Turbo Express

The Class 166 "Networker Turbo Express" was built alongside its DMU sister class the Class 165 but for longer distance routes between London Paddington, Oxford and Newbury. The Class 166 is very similar to the 165 but has a more luxurious interior including first class seating, two toilets, carpeted flooring and air conditioning as well as more luggage space [1]. They are capable of one hundred and forty five kp/h unlike some 165s which are limited to one hundred and twenty kp/h.

Number built: 63 (21 3-car units)
Built: 1992-93
Builder: BREL York
Motor: Perkins 2006TWH diesel per car
Power: 1, 050 hp (780 kW)
Formation: Driving Motor Composite Lavatory (DMCL)+Motor Standard
Open (MSO)+Driving Motor Standard Lavatory (DMSL)

They were originally operated by Network South East, all 166s are now operated by Great Western Railway though many still carry the franchise's earlier First Great Western branding.

Originally both driving cars had first class accommodation but in 2014 one DMCL was declassified in order to increase the overall capacity [2].
GWR 166 202 at Oxford

GWR 166 205 at Banbury

GWR 166 215 at Ealing Broadway

GWR 166 218 at Reading

GWR 166 203 at Dorking Deepdene

GWR 166 202 and friend meet at Wokingham
[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 152
[2] Colin J. Marsden (ed.), "Class 166 'Networker Express'", Modern Locomotives Illustrated No. 216 December 2015-January 2016 (Second Generation DMUs Classes 165-185). p. 14

Ruston and Hornsby RAF Chilmark Diesel-Mechanical Locomotives

RAF Chilmark was a former limestone quarry near Salisbury, Wiltshire used for the storage of RAF equipment and weapons from 1937 to 1995. The base was connected to the railway network and had an extensive 610mm narrow gauge network stretching over fourteen kilometres [1]. The base had a number of locomotives operating on it over the years including some battery electric Baguley-Drewry shunters, some of the earliest were Ruston & Hornsby diesel-mechanical shunters built in 1939-1940.

Built: 1939-40
Builder: Ruston & Hornsby
Motor: Ruston 4-cyl diesel
Power: 44 hp (33 kW)
Wheel arrangement: 4wDM

These locomotives were powerful enough to pull two hundred tons on the level and thirty-six tons up a one in thirty slope. Three survived in service until the closure of the base, one being used to haul the fire-fighting train until the 1970s when it was replaced by more modern fire-fighting equipment. At least two have been preserved, RH28 seen below is at Stonehenge Works on the Leighton Buzzard Light Railway.
RH28 at the Leighton Buzzard Light Railway

RH28 is Ruston & Hornsby 200516

RH28 is seen here at Stonehenge Works

Another view of RH28

[1] The Little Trains of Chilmark (Railway Magazine, 1976)

Class 46 (BR/Sulzer 2,500hp Type 4 Diesel-Electric)

Following the success of the ten Class 44 pilot scheme Type 4 diesels BR went ahead with a production order which was split between one hundred and twenty seven Class 45s and fifty six Class 46s (there were originally going to be twenty more built but the order was changed to the Class 47 instead). The Classes 45 and 46 are very similar mainly differing from the electrical equipment used, Crompton Parkinson for the 45 and Brush for the 46 [1].

Number built: 56
Built: 1961-63
Builder: BR Derby
Motor: Sulzer 12LDA28-B diesel
Power: 2, 500 hp (1, 864 kW)
Formation: 1-Co-Co-1

From their entry into service in the early 1960s the Class 46s could be seen on cross-country expresses and long-distance freights though these services switched over to newer motive power like the HSTs during the 1970s and withdrawals of the Class 46 began in 1977, by 1984 all had been withdrawn from revenue earning service. All 46s were fitted with steam heating only which became a problem as the amount of steam heated coaching stock was reduced by BR [2].

Most were scrapped though one, 46 009, was destroyed as it was deliberately driven at speed into a nuclear flask (unmanned of course!) to test the strength of the flask [3] in the event of a rail crash. A couple entered service with the Railway Technical Centre to provide motive power for test trains, 46 035 Ixion was also used for a number of experiments including the performance of separately excited traction motors and equipment to reduce wheel spin [4]. Three (including both of the RTC 46s) have been preserved.
D182 at Kidderminster Town

46 035 at Rowsley South

46 010 at Kidderminster Town

Another view of 46 035 at Rowsley South

D182 at Kidderminster Town

46 010 at Kidderminster Town

[1] Brian Haresnape, Production Diesel-Electrics Types 4 and 5 (Ian Allan, 1984) p. 31
[2] John Vaughan, Diesels on the London Midland (Ian Allan, 1981) p. 75
[3] John Glover, BR Diary 1978-1985 (Ian Allan, 1985) p. 93
[4] Colin J Marsden, 25 Years of Railway Research (OPC, 1989) p. 81

Warrington Corporation Tramways

Work began on the Warrington tramway in 1901 following a failed attempt to introduce horse drawn trams in the late nineteenth century. Operations on the first two lines began in April 1902 with three other lines opening later that year. The total length of the network was just over eleven kilometres. Twenty one trams (built in two batches) were introduced, initially as open-top trams but later fitted with canopies. Six new trams were bought from Brush in 1919 to allow for greater service frequencies. Unlike many other tram networks the Warrington system had made a profit most years but as the 1930s approaches there was the need to renew the network and buses were chosen instead as a cheaper alternative. The network was gradually run down and closed completely in mid-1935.

Information for G.F. Milnes built cars
Number built: 21
Built: 1901-02
Builder: G.F. Milnes

Very little of the Warrington Corporation Tramway now survives however one of the original trams, Number 2, had a second life as a bowling green shelter and was saved for preservation in 1977. It is now being restored at the Wirral Transport Museum as Warrington 28.
Warrington No. 2 on the right

The tram is being restored back to it's later operating condition

Front view

Class 450 Desiro

The Class 450 is part of the Desiro family of EMU and are very similar to the Class 350 but works off the former Southern Region 750V DC third rail system (the 350s operate off 25kV AC OHLE). One hundred and twenty seven sets were built for South West Trains replacing life expired "slam door" VEP and CIG stock [1]. Although they can only be used on third-rail routes they do have space for the retro-fitting of a pantograph if needed in the future.

Number built: 508 (127 4-car sets)
Built: 2002-7
Builder: Siemens Transportation
Motor: 4 1TB2016 0GB02 three-phase traction motors (750V DC third rail)
Power: 2, 682 hp (2, 000 kW)
Formation: Driving Motor Standard Open (DMSO)+Trailer Composite Open
(TCO)+Trailer Standard Open (TSO)+
Driving Motor Standard Open (DMSO)

The original fleet is known as the Class 450/0 and can carry two hundred and forty two standard class and twenty four first class passengers, first and some standard class seating is 2+2 with other standard class seating being 2+3.

Twenty eight sets were modified for higher capacity (facilitated by removing first class seats and altering the internal layout) for the Waterloo-Windsor route [2] in 2008-9 as Class 450/5. First class seating was restored to these units as they were replaced by Class 458/5s on the route from 2013 and the 450/5s rejoined the main fleet.

Originally SWT were to receive a mixed fleet of 450/0s and 450/2s which were to be 5-car sets for inner suburban routes however the idea was dropped due to problems with platform lengths. All sets remain in service with South West Trains' successor South Western Railway who took over in the late Summer of 2017 [3].
SWR 450 104 and 560 at Haselmere

SWT 450 027 at Ash

SWT 450 011 at Portsmouth Harbour

SWR 450 548 at Virginia Water

SWR 450 558 at Ash Vale

SWR 450 094 at Guildford

[1] John Balmforth, South West Trains (Ian Allan, 2011) p. 62
[2] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 349
[3] Modern Railways (May 2017) p. 24

Sheffield Corporation Standard Car (156-230)

The Sheffield Corporation began building a new generation of trams in-house in the 1930s to modernise it's fleet and replace it's legacy and ageing trams some of which dated back to 1899. Seventy five trams were built of this batch of the "standard" car. The design was derived from one by local firm Cravens who developed a sample tramcar design in 1927. The standard cars were fully enclosed with a modern streamlined appearance and had the latest innovations including air brakes and upholstered seats!

Number built: 75
Built: 1933-35
Builder: Sheffield Corporation Transport
Motor: 2 x Metropolitan Vickers 102DR electric motors (DC OHLE)
Power: 100 hp (75 kW)

The standard cars survived in service until the end of the Sheffield Corporation tram system in 1960. The preserved example 189, which is now at Crich Tramway Museum, being withdrawn and preserved in 1958.
189 preserved at Crich Tramway Museum

Another view of 189 showing the entrance

End view of 189

And from the other end!