Class 507 (BREL York Suburban Services 3-car)

These units, part of the 1972 Standard Design High Density Stock family, were built to replace the life-expired Class 502 in the late 1970s on the Merseyside third-rail DC electrified network [1]. They are very similar to the Class 313 and 508 (with whom they share duties on Merseyrail) [2].

Merseyrail 507 002 arrives at Rice Lane

Information
Number built:	99 (33 3-car sets)
Built:	1978-80
Builder:	BREL York
Motor:	8 GEC G310AZ traction motors (750v DC third rail)
Power:	880 hp (657 kW)
Formation:	Battery Driving Motor Second Open (BDMSO)+ Trailer Second Open (TSO)+Driving Motor Second Open (DMSO)

The Class 507s as built could carry two hundred and thirty passengers in a 2+3 seat arrangement but since refurbishment at Eastleigh in the early 2000s that has been changed to a less sardine can like lower density 2+2 arrangement, seating was reduced to one hundred and eighty six [3]. The change was warmly welcomed by passengers.


The 507s were delivered in British Rail blue and grey but in latter years have adopted the predominantly yellow livery of Merseyrail. The Class 507s (and 508s) are due to be replaced by the new Class 777 EMU in the early 2020s [4].

507 021 at Liverpool Lime Street Low Level

507 017 at Hoylake

507 024 at Waterloo

507 019 departs Cressington

507 016 at Orrell Park

[1] Jonathan Cadwaller & Martin Jenkins, Merseyside Electrics (Ian Allan, 2010) p. 23
[2] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 73
[3] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 386
[4] "Five shortlisted for new Merseyrail trains", Today's Railways UK No. 171 (March 2016)

Metropolitan Railway "Camel-Back" Locomotives

The Metropolitan Railway in London began electrification of it's lines in the early years of the twentieth century. As well as electric multiple units, they also ordered a fleet of electric locomotives, the first ten being built by Metropolitan Amalgamated and used British Westinghouse equipment. The locomotives were built to haul passenger trains between Baker Street and Harrow-on-the-Hill [1][2], Great Western Railway trains from Edgware Road and Aldgate [3] and freight trains.

No. 1, notice the Baker Street destination board [1]

Information
Number built:	10
Built:	1906
Builder:	Metropolitan Amalgamated / British Westinghouse
Motor:	4 Westinghouse 86 electric motors (600v DC fourth rail)
Power:	860 hp (640 kW)
Wheel arrangement:	Bo-Bo

Unlike later locomotives bought by the Metropolitan Railway, this first batch had a central cab. This earned them the name "Camel-Backs". They were built with just one controller which proved to be operationally difficult for the driver, a second controller was added later. The locomotives were built as small as possible due to the cramped conditions at the termini. They used smaller electric motors than usual for the power output and employed forced ventilation from a fan installed in the cab [4]. The locomotives were fitted with improved electrical equipment in 1911. 

These locomotives, and the second batch of locomotives with British Thomson-Houston equipment, were replaced by new build locomotives by Metropolitan-Vickers in 1922 [5], originally the plan had been to rebuild the original locomotives but this proved to be uneconomic after one prototype so new locomotives were built instead reusing some electrical equipment from the earlier locomotives.

Plan of the locomotive [1]

Another view of No. 1 [3]

[1] "New Metropolitan Electric Locomotives", Street Railway Journal (Vol. XXVI No. 9) August 26 1905, p. 313 

[2] Chris Buck & Peter Lamb, The London Underground and it's Electrification, p. 5

[3] C.I. Horsey, "The Twenty Metropolitan-Vickers Locomotives One Hundred Years On - An Appendix to Their Story", Underground News (November 2019) p. 651

[4] "Electric Locomotives on the Metropolitan Railway", The Electrician (June 1 1906) p. 250

[5] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 43

Class 411 (BR Eastleigh Express Services 4-Car) 4-CEP

The Mark 1 coach based Class 411 4-CEP (Corridor Electro Pneumatic) electric multiple units were built for an extension of the Southern Region third-rail DC electrification network into Kent [1]. Later on in their service lives they were also used on routes into Hampshire and Sussex. The Class 411s were built alongside the very similar Class 410 4-BEPs which had a buffet [2].

Preserved 1198 on the Chinnor & Princes Risborough Railway

Information
Number built:	440 (110 4-car sets)
Built:	1956-63
Builder:	BR Eastleigh
Engine:	4 EE507 traction motors (750v DC third rail)
Power:	1, 000 hp (746 kW)
Formation:	Original : Driving Motor Brake Standard (DMBS)+Trailer Composite (TC)+Trailer Standard (TS)+DMBS Refurbished : Driving Motor Standard Open (DMBO)+ Trailer Brake Composite (TBC)+Trailer Standard Open Lavatory (TSOL)+DMSO 411/4 and /9 : DMSO+TBC+DMSO

The Class 411 fleet were given a mid-life update (and renamed the Class 411/5) in the early 1980s at BR Swindon, changes included removing asbestos and moving the guard's compartment from the motor cars to one of the trailers. The trailers also received refurbished Commonwealth bogies from withdrawn loco-hauled coach stock and improved windows [3]. Public address systems and Mark 3 style seats were also installed though some passengers complained that the latter were not as comfortable as the old seats! [4] 

Nineteen Class 411s were converted to 3-car sets (hence 3-CEP) with the loss of the TSO trailer for use on less busy routes, these were re-designated Class 411/9 [5]. A small number were also fitted with improved high-speed bogies (Class 411/6). Some 4-BEPs were also converted into 4-CEPs by removing the buffer facilities.


The Class 411s survived into the privatisation era and served with the Connex and South West Trains franchises before finally being withdrawn in 2005 [6] after forty nine years service making them the longest serving Mark 1 based EMUs. A number of sets and cars have been preserved.

1198 at Chinnor

Aboard 1198

Front view of 1198

View of the cab

Another view of 1198 at Chinnor

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013), p. 312
[2] R.L. Vickers, DC Electric Trains and Locomotives in the British Isles (David & Charles, 1986), p. 79
[3] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989), p. 46
[4] John Glover, "EMU Refurbishing", BR Diary 1978-1985 (Ian Allan, 1985), p. 31
[5] Marsden, Recognition Guide, p. 313
[6] 4-car Express Units (4Cep and 4Bep) and Motor Luggage Vans (MLV), Southern Electric Group <http://www.southernelectric.org.uk/features/historical-features/brfleet_cep.html>

Metropolitan Electric Tramways Feltham Tram

In 1929 the Metropolitan Electric Tramway in London ordered an experimental tramcar from Union Construction Company in Feltham. The tramcar contained a lot of advanced features including higher horsepower than was usual for electric trams (allowing for faster speeds), twin bogies, air operated doors and a streamlined fully enclosed body. The tram was able to seat sixty-four passengers with twenty more standing. The trams stood out compared to earlier types, one newspaper called them "ocean liners" compared to older trams which were like "paddle steamers"! [1]

One hundred production trams (which became known as "Feltham trams") followed plus a couple of experimental prototypes. Fifty four were operated by MET and forty-six by London United Tramways [2]. LUT Feltham cars had different electrical equipment.

MET 331 at Crich

Information for production Felthams
Number built:	100
Built:	1929-31
Builder:	Union Construction Company
Motor:	2 BTH electric motors (550v DC OHLE or conduit)
Power:	140 hp (104 kW)

All trams were passed to London Transport in 1933. Most of the trams survived in service until the end of London tram operation in the early 1950s. Ninety Feltham trams (all production models) were sold to Leeds where they remained in service for a few more years. Three have been preserved including one of the prototypes which was fitted with central doors [3]. This tram, MET 331, was sold to Sunderland in the late 1930s as it was unsuitable for use on conduit lines due to the position of the doors.

MET 355 at London Transport Museum Depot, Acton

MET 331 again, this tram was transferred to Sunderland in 1937

331 was one of the prototypes, it was fitted with central doors (compare with 335 above)

[1] Robert J Harley, Barnet & Finchley Tramways (Middleton Press, 1997) Fig. 23

[2] R.W. Kidner, The London Tramcar 1861-1952 (Oakwood Press, 1992) p. 81

[3] Harley Fig. 103

Class 27 (Birmingham Railway Carriage & Wagon Company 1,250hp Type 2 Diesel-Electric)

The Class 27 was a development and follow-on class of Type 2 diesel-electrics from the pilot-scheme Class 26 (which ironically outlasted the 27s). Compared to the earlier locos the Class 27s had a slightly uprated engine, different electrical equipment and an increased top speed [1]. The most notable visual difference was that the Class 27 had a headcode box above the cab. Originally the Class 27s were allocated to both Southern England and Scotland but later on the locomotives were concentrated in Scotland.

D5410 at Kidderminster Town

Information
Number built:	69
Built:	1961-62
Builder:	Birmingham Railway Carriage & Wagon Company
Engine:	Sulzer 6LDA28B diesel
Power:	1, 250 hp (932 kW)
Wheel arrangement:	Bo-Bo

The original locomotives were the 27/0, two sub-classes were later modified for express services in Scotland. Some locomotives were modified for push-pull operations as the 27/1 and some with electric train heat as the 27/2. One of each top and tailed Edinburgh-Glasgow expresses in the 1970s [2] however their reliability suffered on these duties, a number of 27/2s catching fire. 

By the end of the decade they had been replaced by Class 47/7s [3]. The Class 27s were gradually withdrawn throughout the 1980s with the final withdrawals in 1987 however eight have been preserved.

Another view of D5410

27 001 at Tunbridge Wells West

[1] Brian Haresnape, Production Diesel-Electrics Types 1-3 (Ian Allan, 1983) p. 40
[2] Chris Heaps, BR Diary 1968-1977 (Ian Allan, 1988) p. 45
[3] John Glover, BR Diary 1978-1985 (Ian Allan, 1985) p. 27

Maglev

Maglev stands for "magnetic levitation". Unlike most railway systems where the train maintains contact with the rails, on a Maglev system the train hovers above the track which of course negates the friction effect from the rails. British Rail's Research Department began investigating the concept in the early 1970s. A test track was built at Derby [1] with an experimental vehicle (Mag-Lev) built in 1974. Eight electro-magnets were used to lift the three ton vehicle about 15mm above the track. The vehicle was tested on a 100m track which included a number of curves and gradients. The test vehicle and track were in use for ten years.

Maglev in operation (KD collection)

Information
Number built:	3
Built:	1983
Builder:	Metro Cammell
Motor:	Electro-magnetic levitation and propulsion system

The experience from the BR Mag-Lev project was applied to the first commercial use of mag-lev technology at the new Birmingham International Airport in the early 1980s [2]. A 600m track was built connecting Birmingham International railway station to the airport [3]. An eight-ton development of the BR Mag-Lev operated on the track, also being elevated at 15mm. Maglev entered service in 1984 and was popular with passengers, however by the 1990s it was becoming unreliable and spare parts were becoming hard to find. Maglev was shut down in 1995. Three carriages have been preserved.

Coach 3 preserved at NRM York

[1] Colin J Marsden, Twenty Five Years of Railway Research (Oxford Publishing, 1989) p. 23

[2] Colin J Marsden, Departmental Stock (Ian Allan, 1984) p. 36

[3] Colin J Marsden (Ed.), Light Rail (Key Publishing, 2018) p. 113

Motor Rail / Simplex Petrol Locomotives

From 1916 the Motor Rail company of Bedford (later known as Simplex) produced hundreds of small petrol engine railway tractors for the War Department. These were used by the British Army in France operating on 600mm gauge track behind the trenches. An armoured and uprated (40hp) version was also produced.

4217 (1931) at NRM Shildon

Information for post-WW1 standard gauge petrol shunter
Built:	1919-48
Builder:	Motor Rail
Motor:	Dorman 4JO petrol engine
Power:	40 hp (30 kW)
Wheel arrangement:	4wPM

Following the end of the First World War Motor Rail went on to built hundreds of standard gauge shunters which used the engine and gearbox of the 40hp tractor [1]. The type remained in construction until 1948 and some survived in service until the 1980s. Some were bought by the Great Western Railway in the early 1920s used in locations such as Bridgwater Docks and Didcot Provender Stores [2]. They survived into British Railways days though all were scrapped by 1960. The LNER also operated a couple, one purchased by it's predecessor company the GER in 1919 to replace a horse called Peggy! [3]

Number 4217 (1931) as shown worked at Berry Wiggins and Bulmers before entering preservation in 2004. It is now at NRM Shildon.

[1] Alan M. Keef, Simplex Locomotives at Work (Lightmoor Press, 1919) p. 9
[2] Paul Smith & Shirley Smith, British Rail Departmental Locomotives 1948-1968 (Ian Allan, 2014) p. 19
[3] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 76