Leith Corporation Tramways

The Leith Corporation Tramways was a short-lived tramway company in Leith, Scotland. The company took over from the horse-drawn Edinburgh Street Tramways [1] in the Leith corporation district in October 1904. Work on electrification began immediately with electric tram services up and running by August 1905. The company survived until 1920 when it was taken over by Edinburgh Corporation Tramways. The tram routes continued to operate until 1956.

Tram on Newhaven Road [1]

Information
Number built:	36
Built:	1905
Builder:	British Thomson-Houston & Brush Electrical United Electric Car Works of Preston
Motor:	2 GE54 electric motors (500v DC OHLE)

Leith Corporation operated a fleet of thirty-six trams (plus a couple of works cars). All were double decker trams, thirty were open on top and six having a covered top deck. The tram car order was shared equally between British Thomson-Houston and Brush Electrical. The bodies were made by the United Electric Car Works in Preston, all trams used Brill 21E trucks and GE motors.

These trams were inherited by the Edinburgh Corporation and most of the open top deck were modernised with covers. The trams survived until the mid-1930s with the last scrapped in 1936. The company also operated a combined sweeper and sprinkler car.

Car depot [2]

Tram on Craighall Road [2]

[1] "Leith Corporation Tramways", Street Railway Journal (Vol. XXVI No. 24) Dec 9 1905, p. 1014
[2] Ibid. p. 1017

Class 503

The Class 503 was a third rail DC (650v) electric multiple unit used on the Wirral and Mersey lines. The class was built in two batches, the first nineteen 3-car sets built in 1938 for the LMS (known as 1938 Stock) and a near identical second batch of twenty-four sets for British Railways in 1956-7 (1956 Stock) [1]. The Class 503s were advanced for their day with air-operated sliding doors and a high power to weight ratio thanks to the construction methods used which employed light alloys and avoided heavy frames [2].

28690 in LMS livery

Information
Number built:	129 cars (43 3-car sets)
Built:	1938, 1956-7
Builder:	Metro-Cammell / Birmingham Railway Carriage & Wagon Company
Engine:	4 BTH traction motors (650v DC third rail)
Power:	540 hp (403 kW)
Formation:	(Original) Driving Motor Brake Standard (DMBS)+Trailer Composite (TC)+Driving Trailer Standard (DTS) (Modified) DMBS+Trailer Standard (TS)+DTS

In the 1970s the stock was modified to have central end doors to comply with Department of Transport regulations for stock which operates in single track tunnels (to allow for the exiting of passengers in an emergency if the side doors cannot be used) [3]. They also had their first class provision removed to become fully standard class.

After a long career the Class 503 was finally withdrawn in 1985 and replaced by Classes 507 and 508. One set was retained and kept for special services until 1988, then it was preserved. The preserved set was from the 1938 Stock batch and is one of only two pre-war EMUs still in existence in close to original condition.

Another view of the preserved unit

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p, 381
[2] R.L. Vickers, EC Electric Trains and Locomotives in the British Isles (David & Charles, 1986) p. 74
[3] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 28

Hunslet Engine Company 9321-9338

Hunslet built these 610mm gauge locomotives, to the Jenbach DH25 design, for export to Singapore in the mid-1990s. They were operated by the Jan-Pan hire fleet. Some worked in the UK on the Jubilee Line Extension before heading back out to Singapore.

9332 at Statfold Barn

Information
Number built:	18
Built:	1994
Builder:	Hunslet Engine Company
Motor:	Kubota diesel
Wheel arrangement:	4wDH

A number have now returned to the UK and can be found on preserved narrow gauge lines such as Statfold Barn and Fairbourne. Some of the preserved locomotives have been regauged and fitted with enclosed cabs [1].

9332 is as built with an open cab

9332 wears SBR livery

[1] Royston Morris, Miniature Railway Locomotives & Rolling Stock (Amberley, 2018) p. 78

Class 316 / 457 Networker Testbed

To help develop the Class 465 "Networker" electric multiple unit British Rail took four coaches from the Class 210 prototype diesel electric multiple unit and used them as a test bed, firstly as the Class 457 for DC third rail and later as the Class 316 for AC overhead [1].

The former Class 210s were converted at RTC Derby and then ran for a while on Southern Region. The 457 was fitted with three-phase traction motors which allowed for significant energy savings over earlier types of motor [2].

67300 when at the Electric Railway Museum

Information
Number built:	4 (1 4-car set)
Built:	1989-90 (Class 210s originally built 1981)
Builder:	BREL Derby / RTC Derby
Engine:	Brush three-phase traction motors (750v DC third rail (457) 25kV AC OHLE (316))
Power:	1, 140 hp (850 kW)
Formation:	(457) Driving Motor Standard Open (DMSO)+Trailer Standard Open (TSO)+TSO+DMSO (316) DMSO+Pantograph Trailer Standard Open (PTSO)+TSO+DMSO

Later they returned to Derby and were converted to AC traction by inserting a PTSO from a Class 313 and worked AC electrified lines North of the Thames. Of the four cars used two were later converted to form part of Class 455/9 EMUs. One car, 67300, has been preserved.

Side view of 67300's cab

The other end of 67300, it wears Network South East livery

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 355
[2] Alec Swain, Overhead Line Multiple Units (Ian Allan, 1990) p. 80

Metropolitan Railway 1906 Stock (M and N Stock)

The Metropolitan Railway began the electrification of it's lines in the early 1900s, with the first electric services running between Baker Street and Uxbridge in 1905. Electrification gave the Metropolitan Railway a problem however, they were left with a number of nearly new surplus locomotive hauled carriages. In 1906 the Metropolitan Railway began to convert these carriages into electric multiple units [1].

Side view of an M Stock DM [2]

Information for M Stock
Number built:	58 (Carriages)
Built:	1898-1900 (Conversions 1906)
Builder:	Ashbury Railway Carriage & Wagon Company (Conversions) British Thomson-Houston
Motor:	4 GE69 electric motors per power car (600v DC fourth rail)
Power:	1, 600 hp (1, 194 kW)
Formation:	Driving Motor (DM) + Trailer (T) + T + T + T + T + DM

The first conversions were 4-car rakes converted in 1906. They were initially found to be underpowered and were retro-fitted with more powerful motors. These cars, later in 6-car rakes, were known as N Stock and were later used on the Metropolitan Stanmore branch.

Also created were 7-car rakes with GE69 motors [2], two motors apiece on each bogie on the Driving Motor. These M Stock trains were later strengthened to 8-car rakes. Behind the cab in each Driving Motor the former guard and luggage compartment became an equipment area containing switching and other control electrical apparatus which took up about a third of the coach [3].

M Stock on test [2]

GE69 electric motor [2]

Equipment area behind the driver's seat in the cab [2]

[1] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 135
[2] "Converted coaches on the Metropolitan Railway", The Electrician (Oct 12 1906) p. 1004
[3] Oliver Green, The London Underground. An Illustrated History (Ian Allan, 1987) p. 26

Class 121 (Pressed Steel Branch Line Services 1-car)

The Class 121, like the Class 122, was a single-car diesel multiple unit - though unpowered trailers (originally known as Class 149) with cabs at one end were also built to supplement capacity during times of peak demand [1]. The Class 121, which was nicknamed the Bubble Car, was the last survivor of the first generation of British Railway DMU and remained in service until 2017.

Sandite unit 960 014 at Aylesbury

Information
Number built:	26 cars (16 DMBS 10 trailers)
Built:	1960
Builder:	Pressed Steel
Engine:	2 AEC or Leyland 1595 diesels per DMBS
Power:	300 hp (220 kW)
Formation:	Driving Motor Brake Standard (DMBS)+[Driving Trailer Standard (DTS)]

The Class 121s were allocated to British Rail's Western Region working on lightly used branch lines in Cornwall and along the Thames Valley. Originally in BR green they later carried BR blue and grey and some also received Network South East livery [2]. In the privatisation era they have worked with Silverlink and Arriva Trains Wales as well as their final operator Chiltern Railways.

The Class 121 outlasted all other first generation DMUs, a small number remained in service until 2017 on the Princes Risborough - Aylesbury branch line having been fitted with central door locking to meet current safety standards [3]. When finally withdrawn they were the last remaining first generation British Railways DMU in service, and also the last surviving vacuum braked passenger stock.

A number of Class 121s also found a new role in departmental service and were renumbered in the Class 960 sequence. They have been used for route learning, track surveying and sandite depositing. Thirteen DMBS and two trailers have been preserved.

Chiltern 121 020 at Aylesbury

Side view of preserved W55023 at Chinnor

W55023 at Chinnor

Preserved 960 010 at Chinnor

Another view of W55023

[1] Brian Haresnape, Diesel Multiple Units, the First Generation (Ian Allan, 1985) p. 60
[2] Gavin Morrison, British Railway DMUs in Colour (Ian Allan, 2010) p. 33
[3] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 80

Liverpool Corporation Tramways Streamliner Car

Having begun the modernisation of it's tramcar fleet in the early 1930s with the Priestly Bogie Cars, which were fully enclosed and had double bogies, the Liverpool Corporation built a series of modern trams throughout the 1930s including a large fleet of 163 Streamliner cars (also known as "Liners").

869 at Crich

Information
Number built:	163
Built:	1936-37
Builder:	Liverpool Corporation Edge Lane Works
Motor:	4 GEC WT184 electric motors (550v DC OHLE)
Power:	144 hp (107 kW)

The Streamliners were fitted with EMB bogies [1] and had a high passenger carrying capacity [2]. Unfortunately they were also expensive to run. Although Liverpool had continued to invest in it's tram network in the 1930s, post-war the network was run like as in most places. Withdrawals of the Streamliners began in the 1950s. However, forty six were sold to Glasgow Corporation where they continued to be used until 1960.

The example shown here, Number 869, was the second Streamliner to be built. It was sold to Glasgow in 1954 and continued in use until 1960 when it entered preservation. However it was not fully restored to working order until 1993. It is now at Crich Tramway Museum.

Side view showing the double bogies

View of the destination blinds

[1] Brian P Martin, Liverpool Tramways 2: Southern Routes (Middleton Press, 1998) Fig. 120
[2] Martin Jenkins & Charles Roberts, Merseyside Transport Recalled (Ian Allan, 2014) p. 25

Class 800 Intercity Express Train

The future of high speed intercity services on key routes including the Great Western Main Line and the East Coast Main Line are in the hands of the Class 800, part of the Intercity Express Programme (IEP). These high speed multiple units are bi-mode electro-diesels (the Class 801 is a pure electric multiple unit version). There is also the Class 802 which is a bi-mode with a higher diesel power output and larger fuel tanks.

GWR 800 030 at London Paddington

Information
Number built:	536 (80 5- and 9-car sets)
Built:	2015-18
Builder:	Hitachi Kasado & Newton Aycliffe
Motor:	Hitachi traction system (25kV AC OHLE) MTU 12V 1600 R80L diesel

Final construction of the Class 800 is taking place at a Hitachi factory in Newton Aycliffe though much of the build including the body shells are being made at a Hitachi factory in Kasado Japan. The prototypes were wholly built in Japan.

The Class 800 are operated by Great Western Railway (800/0 and 800/3) and London North Eastern Railway (800/1 and 800/2) as five or nine car sets. GWR introduced them into service in Autumn 2017 and LNER (formerly Virgin Trains East Coast who gave them the name Azuma) introduced them in 2019.

GWR's 800s were originally to have been the pure-EMU Class 801 but because of delays in electrifying the GWML the order was switched to the bi-mode Class 800 which has been designed to be able to switch from diesel to electric (and vice versa) at line speed. However they can only achieve their maximum speed (of up to two hundred and twenty five kp/h depending on signalling) in electric mode.

LNER 800 1134 departs Peterborough

Aboard GWR 800 009

GWR 800 013 at Reading

GWR 800 023 at Cardiff Central

In Virgin colours 800 101 at York