Class 207 3D

The Class 3D (later Class 207) was the most modern diesel electric multiple unit to come out of the BR Eastleigh works in the 1960s [1]. Nineteen three car sets were built for operation on the Oxted Line. Compared to earlier DEMUs the Class 207 had a more rounded front end made from steel reinforced fibreglass [2] in common with contemporary Southern Region EMUs.

Preserved DTS of 1317 at Tunbridge Wells West

Information
Number built:	57 (19 3-car sets)
Built:	1962
Builder:	BR Eastleigh
Motor:	EE4SRKT Mark 2 diesel
Power:	600 hp (447 kW)
Formation:	DMBS (Driving Motor Brake Standard) + TC (Trailer Composite) + DTS (Driving Trailer Standard)

The Class 207 had few of the teething troubles of earlier DEMUs but dropping passenger numbers meant that some of the routes they were intended for closed down. Some therefore were transferred to other routes in two car formations [3].

Electrification of part of the Oxted Line also saw some withdrawn and others moved to other duties including between Reading and Basingstoke. The final units were withdrawn in 2004. Three complete units have been preserved plus a number of other vehicles.

DMBS of 1317 at Tunbridge Wells West

Close up of the engine compartment

[1] Colin J Marsden, Motive Power Recognition 3: DMUs (Ian Allan, 1982) p. 110
[2] Kevin Robertson & Hugh Abbinnett, Southern Region DEMUs (Ian Allan, 2012) p. 55
[3] Ibid. p. 57

Class 220 Voyager

The Class 220 Voyagers units were built post-privatisation to replace HSTs and locomotive hauled passenger trains on some long-distance cross country routes [1]. They were originally operated by Virgin Trains but nowadays are all operated by Cross Country.

Cross Country 220 034 at Banbury

Information
Number built:	136 (34 4-car sets)
Built:	2000-01
Builder:	Bombardier Bruges
Engine:	Cummins QSK19 diesel per car
Power:	3, 000 hp (2, 440 kW)
Formation:	Driving Motor Standard Lavatory (DMSL)+Motor Standard (MS)+ Motor Standard Lavatory (MSL)+Driving Motor First Lavatory (DMFL)

The Voyagers are high speed units able to reach 201 km/h (125 mph), every car in the unit has an engine, though cannot tilt like their sister units the Class 221. Although the units are generally reliable, and indeed form the backbone of Cross Country, the Voyagers have had a few problems.

They are generally shorter (at four cars) than the trains they replaced like the HST though initial passenger capacity was increased slightly by getting rid of the buffet, however overcrowding remains a problem with them. Plus passengers find the trains cramped and ill-equipped.

An option which has been mooted, as the units spend a lot of time running on electrified lined, has been to lengthen the Class 220s with a pantograph equipped fifth car turning the units into electro-diesels or as is commonly referred to these days "bi-mode", however it does not look as if this will now be carried out.

Another problem with the Voyagers is that they are vulnerable to sea water which can badly affect their electronics. They are barred from running where the line runs alongside the sea such as at Dawlish if sea conditions are rough there is a good chance of spray!

220 006 at Manchester Piccadilly

220 016 at Leamington Spa

220 025 and friend at Stafford

220 032 and friend at Derby

220 022 at Leamington Spa

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 172

Edinburgh Corporation Transport Shrubhill Standard

Edinburgh Corporation Transport operated trams in the Scottish capital from 1919 to 1956 when the tram system was closed down. The electric trams operated were inherited from other companies or modified from horse or cable trams however in the early 1930s two experimental trams were built at the company's Shrubhill works. In 1935 work began on a fleet of new Standard Cars which were based on one of the experimental tram designs. These were built at the Shrubhill works and often known as "Shrubhill Standards".

Edinburgh 35 at Crich Tramway Museum

Information
Number built:	84
Built:	1935-50
Builder:	Edinburgh Corporation
Motor:	2 MV101 electric motors (DC OHLE)
Power:	100 hp (75 kW)

The trams has semi-streamlined bodies and were fully enclosed for passengers and crew.

Some of the Standard trams had pretty short working lives. The preserved Number 35 shown here was built in 1948 and was withdrawn in 1956.

35 is in the madder (marroon) and white livery of Edinburgh Corporation

The tram body is in a semi-streamlined style popular in the 1930s

Good view of one of the passenger entrances

Network Rail High Definition Switches and Crossings Video Inspection Train

The fleet of Windhoff built Multiple Purpose Vehicles (MPVs) perform a wide variety of departmental duties for Network Rail and supporting companies. One specialist MPV is the High Definition Switches & Crossings Video Inspection Train (DR 98008) which originally was part of Network Rail's fleet of Overhead Line MPVs [1]. This is a double cab single car vehicle (most MPVs have cabs at one end only and operate in pairs).

DR 98008 at Manchester Piccadilly

Information
Number built:	1
Built:	(Modified) 2012
Builder:	Windhoff
Engine:	2 Railpac diesel engines
Power:	710 hp (530 kW)

It is used by Network Rail's Asset Information department with visual inspection equipment especially for switches and crossings (pointwork in other words). It has a version of the Plain Line Pattern Recognition (PLPR) system, which compares video footage of the track with a database of track fixings so broken fixings and irregularities can be detected [2], for switches and crossings. It is also fitted with a track geometry system.

DR 98008 at Derby

Another view of DR 98008 at Manchester Piccadilly

Full length view

Close-up view of one end

[1] Colin J Marsden, Rail Guide 2013 (Ian Allan, 2013) p. 204
[2] "DR98009" On Track Plant, http://www.ontrackplant.com/otp/98008

Wingrove and Rogers Battery Electric Locomotives

British Electric Vehicles began producing small electric locomotives and trollies for industrial users in 1905, electric locomotives being ideal in situations where clearance and ventilation was limited such as in mine shafts. The company was taken over by Wingrove & Rogers in 1926 who continued production. Wingrove & Rogers was taken over themselves by Pikrose in the 1990s.

Wingrove & Rogers 3492 (1946) at Wakebridge Station Tram Stop, Crich

Information for WR5
Builder:	Wingrove & Rogers
Motor:	Battery electric
Power:	5 hp (3.7 kW)
Wheel arrangement:	4wBE

Hundreds of locomotives were built over a long period, many of which have now been preserved after long and hard working lives. The locomotive illustrated is 3492 which was built in 1946 for the Sallet Hole Fluorspar Mine and worked underground on a 610mm gauge line. The locomotive has now been preserved and is on display at Wakebridge Station Tram Stop on the Crich Tramway Museum line.

The locomotive is preserved alongside two mineral tubs from Ladywash Mine

Another view of 3492

Controls are fairly basic!

London Underground 1996 Tube Stock

The Jubilee Line Extension in the 1990s (at the time the largest construction project in Europe) extended the Jubilee Line out into East London out to Stratford. The 1996 Tube Stock was designed for this extension, initially the idea was to refurbish and augment the Jubilee Line's existing 1983 Tube Stock fleet but London Underground calculated that a fleet of brand new trains would cost about the same [1] and last much longer. The new trains were designed to avoid some of the shortcomings of the 1983TS including the passenger bottle necks caused by the single doors [2].

96110 and friend at the Northern terminus Stanmore

The 1996 Tube Stock looks very similar to the Northern Line's 1995 Tube Stock and indeed the two fleets were built alongside each other. However the 1996TS is technically less advanced than the 1995TS as the specification was locked down earlier. Although both have AC motors the 1996TS controls them using a Gate Turn-Off (GTO) Thyristor [3] derived from the one used on the Class 465 EMU (the 1995TS uses the more advanced Insulated Gate Bi-polar Transistor (IGBT) drive). They also have different cab designs, electrical systems, bogies and interiors.

Information
Number built:	441 (63 7-car sets)
Built:	1996-98, 2005
Builder:	Metro-Cammell, GEC Alsthom, Alstom (2005 build)
Motor:	4 GEC Alsthom LT200 three-phase induction motors per motor car (630v DC fourth rail)
Power:	480 hp (360 kW) per motor car
Formation:	Driving Motor (DM)+Trailer (T)+Uncoupling Non-Driving Motor (UNDM)+UNDM+T+T+DM

The 1996TS entered service before the Jubilee Line Extension had been completed and was originally a 6-car set (made up of 2 3-car units) [4]. In 2005 London Underground ordered more cars in order to lengthen the trains up to 7-cars and also bought 4 new complete sets. While the original 1996TS final assembly was at the former Metro-Cammell factory in Birmingham, by 2005 that factory was in the process of closing down. The new cars and trains were built at an Alstom factory in Spain instead.

The 1996TS is currently receiving a mid-life refresh which includes improved and more accessible interiors and better passenger information [5]. London Underground at one stage planned to add some new build to augment the fleet though these plans have now been put on hold.

96095 heads into Bond Street

96007 arrives at Finchley Road

96103 at Kilburn

96075 and friend at the Eastern terminus Stratford

96066 at West Ham

[1] Paul Moss, London Underground (Haynes, 2014) p. 167
[2] Mike Horne, The Jubilee Line (Capital Transport, 2000) p. 63
[3] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 175
[4] Ben Muldoon, London Underground Rolling Stock Guide (Ian Allan, 2014) p. 38
[5] Modern Railways (March 2017) p. 13

Glasgow Corporation Transport Standard Class

In common with other large street tram concerns in the bigger cities Glasgow Corporation built most of their trams in house. Over a thousand single truck trams were built of what became known as the Standard Class, the second most numerous class of British trams ever built after the London Transport E/1.

Glasgow Corporation 686 [1], the first to be built

Information
Number built:	Over 1000
Built:	1898-1924
Builder:	Glasgow Corporation Transport
Motor:	(Later trams) 2 MV101DR electric motors (DC OHLE)
Power:	120 hp (90 kW)

The Standard Class was constructed over a long period and saw a number of improvements and refinements over that time, older trams being retrofitted and updated. The Standard Class can be split into four phases, the first being open topped double deckers (see image above). Phase two trams had a top cover but open vestibules. Some covering was included on the vestibles in phase three but passengers and crew had to wait until phase four until there was full cover from the elements! Electrical equipment and front dash panels were also upgraded over time.

The trams survived in service until the late 1950s when the Glasgow tram system was in it's final few years. Six Standard Class trams have been preserved.

Preserved Glasgow 22, an example of a later Standard Class tram

Lower floor, Glasgow 22 is restored largely how the tram would have been in 1922

Glasgow 22 has a windscreen and protection for the motorman

Entrance on Glasgow 22, the tram is preserved at Crich

[1] Sidney H Short, "Electric Railway Practice in Great Britain", Electric Railway Journal (October 1899) Vol XV No. 10 p. 671

Hudson Hunslet 4wDM Shunters

Robert Hudson began producing narrow gauge locomotives for industrial use in 1911, at first steam locomotives in partnership with Hudswell Clarke. Later locomotives with internal combustion engines were built, these in partnership with the likes of Kerr Stuart. From 1937 Hudson went into partnership with the Hunslet Engine Company and the locomotives began to carry a Hudson Hunslet badge. These were simple locomotives usually powered by a 20 hp/15 kW) Alisa Craig diesel with chain drive.

Hudson Hunslet 3621 (1947) at the Statfold Barn Railway

Information for typical Hudson Hunslet 4wDM
Builder:	Robert Hudson / Hunslet Engine Company
Motor:	Alisa Craig CF2 diesel
Power:	20 hp (15 kW)
Wheel arrangement:	4wDM

The locomotives were simple in design without any enclosed cabs though there were options to add these if the customer required. Later versions, built in the 1950s, had more powerful engines, up to 50 hp (37 kW) and were slightly more refined in design though largely unchanged. A number of these shunters have been preserved both in the UK and abroad.

Atlas, Hudson Hunslet 2463 (1944) served with the MOD at Long Marston

Cab of Atlas

Another view of 3621

Rear view of Atlas, both this and 3621 are 610mm gauge locomotives

LBSCR Elevated Electric Stock / Southern Railway 2-SL / 2-WIM

These trains were built for the London, Brighton & South Coast Railway for it's "Elevated Electric" South London Line between London Victoria and London Bridge. The trains consisted of three car sets with two motor cars at either end for third class passengers (one including a guard's van) and first class passengers in an unpowered (and thus quieter) centre car! [1] The trains used a bow collector to connect to the overhead lines which supplied 6.7 kV AC at 25Hz [2]. The centre cars were removed from the formations in 1913 to become steam hauled stock.

Elevated Electric Stock on delivery [1]

Information
Number built:	24 (8 3-car sets later 16 2-car sets)
Built:	1908
Builder:	Metropolitan Amalgamated Carriage and Wagon Company
Motor:	4 Winter Eichberg compensated-repulsion motors (6.7kV AC OHLE later 660v DC third rail)
Power:	460 hp (343 kW)
Formation:	Motor Third Brake (MThB) + Trailer First (TF) + Motor Third Brake

The first trains began running on the line via Denmark Hill in early 1909 [3]. The line was an immediate success and the LBSCR slowly expanded their elevated electric network on routes from Crystal Palace, more stock was produced in longer formations and with uprated Winter Eichberg motors.

However in 1923 the LBSCR was absorbed into the Southern Railway and the decision was taken to standardise on DC third rail. By 1928 the elevated electric lines had been converted to DC and the rolling stock also rebuilt. The Southern Region referred to the former elevated electric trains as 2-SL. They remained in service until 1954.

The Trailer Firsts were also rebuilt (even though they had been used as hauled stock for years) to form extra driving motor and trailer pairs. The Southern Region termed these sets 2-WIM and used them on the Wimbledon-West Croydon Line. They also remained in service until 1954.

SL stock in operation [3] note the bow collector

Comparison of first (left) and third class [1]

Motor bogie [1]

[1] "Electric Rolling Stock for the London, Brighton and South Coast Railway", The Railway Times (March 6 1909) p. 241
[2] David Brown, Southern Electric Vol. 1 (Capital Transport, 2010) p. 14
[3] "Electrification of suburban lines on the London, Brighton and South Coast Railway", The Railway Times (March 25, 1911) p. 289

Grimsby and Immingham Electric Railway

The Grimsby and Immingham Electric Railway linked Grimsby with the port of Immingham where a new large port complex had been built. The line was built by the Great Central Railway and opened in stages from 1912 with the full line open the following year [1]. The line operated hybrid tramcars incorporating tram car and railway technology running mainly on reserved railway track [2], as such this was an early tramtrain to use the current term.

Preserved number 14 at Crich

Information for GCR built cars
Number built:	4
Built:	1915
Builder:	Great Central Railway / Brush Traction
Motor:	2 DK9 electric motors (500v DC OHLE)
Power:	100 hp (75 kW)

The first batch of twelve tram cars was built by Brush and Dick Kerr, some were short bodied for use on street sections of the line in Grimsby. A second batch was built at the GCR's Dukinfield Works in 1915. Later on some more traditional ex-street tram cars were added to the fleet which after 1923 became part of the London North Eastern Railway and finally British Railways.

The line began to be run down in the 1950s with the street running section closed first and the final closure in 1961, three vehicles have been preserved. Although the line did carry a lot of passengers even to the end it was never a great money spinner for it's owners.

Original cars in GCR days [3]

Interior of GCR car [3]

Another view of 14

[1] Colin J Marsden, Light Rail (Key Publishing, 2018) p. 108
[2] E. Jackson-Stevens, British Electric Tramways (David & Charles, 1971) p. 37
[3] "Great Central's Electric Line at Immingham", The Railway Times (April 6, 1912) p. 357

Class 143 (Walter Alexander / Andrew Barclay Local & Secondary Services 2-car)

The Class 143 is one of the Pacer family of diesel multiple units. It was built at the same time as the Class 142 and is also a railbus design marrying a bus or coach type body (built by coach builder Walter Alexander) to a chassis derived from a freight vehicle [1]. The Class 143 perhaps look a bit more like a train compared to the 142, the body of which retained more aspects of its Leyland National bus heritage. The follow-on Class 144 uses the same body as the Class 143 though with a different chassis [2].

Transport for Wales 143 623 at Cardiff Central

Information
Number built:	50 (25 2-car sets)
Built:	1985-86
Builder:	Walter Alexander / Andrew Barclay
Motor:	Cummins LTA10-R diesel per car
Power:	450hp (330kW)
Formation:	DMS (Driving Motor Standard)+DMSL (Driving Motor Standard Lavatory)

Originally the 143s worked for British Rail's Provincial Sector and the Tyne & Wear PTE. In the privatised era they are operated by GWR and Transport for Wales (formerly Arriva Trains Wales). Like the 142s their original transmission has been replaced with a Voith hydraulic one.

As with the other Pacer designs the 143s are now in their final few months though the planned withdrawal by 2020 may slip by a few months. Two trainsets have already been withdrawn due to fire damage.

Transport for Wales 143 624 at Cardiff Queen Street

Arriva Trains Wales 143 606 at Cardiff Queen Street

ATW 143 609 at Cardiff Queen Street

ATW 143 614 (and a Class 142) at Cardiff Central

ATW 142 075 and 143 606 at Cardiff Queen Street

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 125
[2] Brian Haresnape, Diesel Multiple Units: The Second Generation & DEMUs (Ian Allan, 1986) p. 70