Class 41 (British Railways / Rushton Paxman 2,250hp Diesel-Electric) High Speed Diesel Train

Authority was given to build the High Speed Train (originally High Speed Diesel Train) in 1970, remarkably the prototype was built and ready for testing just twenty-two months later! [1] Two power cars were built along with prototype Mark 3 coaches, as with the production HST the power cars are located at either end of the train.

Information
Number built:	2
Built:	1972
Builder:	BR Crewe
Motor:	Rushton Paxman Valenta 12RP00L diesel
Power:	2, 250 hp (1, 678 kW)
Wheel arrangement:	Bo-Bo

The High Speed Diesel Train project was begun as a lower-risk complement to the Advanced Passenger Train (APT) which could be used to reduce journey times on routes the APT would not be used on for the forseeable future [2]. The High Speed Train (as it became) was intended as an interim though as we know the APT failed to enter service and the HST is still in service in 2019!
 
Following a period of dispute over the cab layout with the railway unions, the start of testing was delayed until 1973. The prototype HST ran trials mostly on the East Coast Main Line. It wasn't long before the train broke the world record for diesel traction (since broken by the production HST). The train was also used in revenue-earning service on Western Region expresses [3]. By 1976 production HSTs (powered by the Class 43) were now in service and the prototype train was withdrawn. The power cars were used to power test trains at Derby for the Advanced Passenger Train. Some of the prototype Mark 3s were rebuilt for use on the Royal Train.

The prototype power cars were very similar to the production ones which followed however there were some notable differences. A small cab was fitted at the blunt end of the power car for shunting purposes, and the cab has a different internal arrangement and externally is slightly blunter. The power cars also had buffers unlike the production power cars (though some later have had buffers retro-fitted). The power cars and coaches wore Pullman livery of rail grey and rail blue [4].

The prototype HST was given a TOPS code of Class 252 with the power cars Class 41 (though later given coaching stock numbers 43000 and 43001). One power car has survived into preservation.

41 001 at Kidderminster Town

The prototype HST wore Pullman livery

The prototype has a shunting cab unlike production power cars

Rear end of the power car, showing the guards door

Cab view

Another view at Kidderminster Town

[1] Brian Haresnape, High Speed Trains (Ian Allan, 1983) p. 40
[2] David Lawrence, British Rail Designed 1948-1997 (Ian Allan, 2016) p. 192
[3] Haresnape p. 48
[4] Bruce Peter, The Changing Face of British Railways (Lily, 2018) p. 232

Southend Pier Railway Diesel Locomotives

Southend-on-Sea's pier is 2.16km long (the longest pleasure pier in the world). Since 1890, when the pier officially opened, a narrow gauge railway has run on the pier conveying visitors and goods along it [1] (an earlier wooden pier had a horse drawn tram travelling along it). Originally the railway used electric vehicles, a toast rack style car and later on fully enclosed vehicles. The original electric railway was closed in 1978 due to it's poor condition.

After a period of of uncertainty the decision was made to build a brand new railway in the 1980s [2]. This new railway uses diesel hydraulic locomotives and push-pull rakes of coaches. The new railway was built to 914mm narrow gauge (the original was 1, 067mm) with a simplified track layout compared to the original. It opened in 1986.

Information
Number built:	2
Built:	1986
Builder:	Severn Lamb
Motor:	Deutz diesel
Power:	55 hp (41 kW)
Wheel arrangement:	4wDH

The current Southend Pier Railway, which is owned and operated by the local council, has two trains, each consists of a locomotive (which is at the pier end of the train) and six passenger cars. The last and shore end trailer has a driving cab. The two trains have been named Sir William Heygate and Sir John Betjeman.

The line is mostly single with a passing loop at the mid-point, both pier head and shore stations have two platforms so in peak times both trains can be in operation, a single battery electric car is also used in the Winter. Up to one hundred and eighty two passengers can be carried per train [3]. The locomotives can also on occasion propel a flat wagon in order to take provisions up to the pier head.

There are plans to replace the locomotives, which are becoming life expired and hard to maintain, with new trains (of as as-yet unspecified type) in the next couple of years [4].

Sir William Heygate at the pier head station 

The locomotives also have space for push-chairs and other small cargo

Sir John Betjeman heads back to shore

Aboard one of the cars

Sir John Betjeman at the pier station

The driving railer of Sir John Betjeman at the shore station

[1] Keith Turner, Pier Railways & Tramways of the British Isles (Oakwood Press, 1999) p. 49
[2] Colin J. Marsden (ed.), Light Rail (Key Publishing, 2018) p. 94
[3] Turner p. 61
[4] £3.25m set aside to replace Southend Pier's outdated trains https://www.southendstandard.co.uk/news/17348641.325m-set-aside-to-replace-southend-piers-outdated-trains/

Gateshead and District Tramways

The Gateshead and District Tramways Company began operating steam hauled trams in 1883. The company was taken over by British Electric Traction in 1897 [1] and began the electrification and modernisation of the system a couple of years later. Electric trams began running in 1901. One major problem with the network was a low bridge near Gateshead station which precluded the use of double decker trams on some of the routes. Thus over half the eventual electric fleet of sixty seven cars were single deckers.

As normal single bogie single decker trams struggled with demand the company began to operate extra long double bogied single decker trams, similar to the adjacent Newcastle network, which could carry forty eight passengers seated and officially up to forty standing passengers (though more were carried in practice!)

Information for home built single deckers
Built:	1923-1928
Builder:	Gateshead and District Tramways
Motor:	2 Dick Kerr DK31A electric motors (DC OHLE)
Power:	100 hp (75 kW)

After buying earlier trams from elsewhere the company began building their own trams with Dick Kerr electrical equipment in the 1920s at their Sunderland Road Works. These cars remained in service until 1951 when the system was shut down. Nineteen cars were sold to the British Railways owned Grimsby & Immingham Electric Railway and continued working until that system was closed in 1961. Two of the home built tramcars were preserved after being withdrawn by British Railways and have been restored to their Gateshead and District Tramways Company livery.

Gateshead No. 5 preserved at Crich

The tram was restored back to Gateshead livery in the 1960s

[1] Charles Klapper, The Golden Age of Tramways (David & Charles, 1974) p. 130

London County Council B Class Tram

These trams, known as the B Class by London County Council, were to the standard open-topped design of Dick, Kerr of Preston and built by the Electric Railway & Carriage Company. They were smaller than earlier LCC trams, with fifty six seats, and were intended for less busy routes [1].

The trams took their power from an underground electric conduit instead of overhead lines as was more common. The B Class received a number of modifications early on in their lives. They were retrofitted with top covers [2] having originally left passengers on the top deck to the mercy of the elements. One interesting modification was the original reversed staircase was replaced by a direct staircase on Metropolitan Police instruction as the original staircase was considered to obscure part of the driver's view (the very similar preserved Leicester Corporation tram shows how the original staircase looked). The B Class trams were withdrawn from service by 1931 [3].

Information
Number built:	100
Built:	1903
Builder:	Electric Railway & Carriage Company
Motor:	2 DK24A later Westinghouse 220 electric motors (DC Conduit / OHLE)
Power:	84 hp (62 kW)

LCC 106 is preserved at Crich. It was converted to a snow broom after withdrawal from passenger service, it was also fitted with a trolley for overhead electric collection in 1925. It continued in service until 1952 when it was preserved. During the 1970s work began to restore it to a passenger carrying tram and to original open-topped condition.

LCC 106 at Crich

106 carries the London County Council livery

Front on view with Sheffield 510 on the left

[1] R.W. Kidner, The London Tramcar 1861-1952 (Oakwood Press, 1992) p. 57
[2] Robert J Harley, South London Tramways 1903-33 (Middleton Press, 2003) Fig. 111
[3] Kidner. p. 63