Class 405 4-SUB

The 4-SUB was a long-lived and large class of electric multiple unit (EMU) introduced in the latter days of the Southern Railway and surviving in British Rail service into the early 1980s, where it became known as the Class 405. The new build was augmented by rebuilt 3-SUB EMUs, some of which dated back to the mid-1920s! They were used on suburban services out of London (hence the Alpha code).

Preserved 4732 in latter day BR blue livery

Information
Number built:	740 (185 4-car sets) plus rebuilds
Built:	1940-51
Builder:	SR (later BR) Eastleigh Works
Motor:	4 EE507C electric motors per power car (660-750v DC third rail)
Power:	1, 000 hp (746 kW)
Formation:	DMBS (Driving Motor Second)+TS (Trailer Second)+ TSO (Trailer Second Open)+DMBS

Construction began at Eastleigh in 1940 [1], though the first was not completed until 1941 [2] due to wartime delays. Construction of the 4-SUBs continued until 1951 though full scale production did not begin until the end of the Second World War [3]. Many 3-SUBs were rebuilt in the 1940s, some having earlier "torpedo" style fronts (see 8143) below and others the flat fronts of the 4-SUBs. Early on 4-SUBs had a mixture of first and third class accommodation though first class was removed from suburban services in the 1940s. In British Railways days they were listed as having second class throughout, though this was just what third class was renamed! The 4-SUBs had a mixture of open and compartment seating [4].

Rebuilt units were withdrawn from the 1950s and all were gone by the end of the 1960s. Withdrawals of the new built units began in the early 1970s and was completed in 1983. A complete four car set has been preserved plus a rebuilt DMBS and a new build trailer.

Preserved 8143, a rebuilt car, at NRM York

Front on view of 4732

[1] Colin J Marsden, Diesel & Electric Multiple Units Recognition (Ian Allan, 2013) p. 308

[2] David Brown, Southern Electric Vol. 1 (Capital Transport, 2010) p. 158

[3] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 21

[4] Colin J Marsden, Electric Multiple Units (Ian Allan, 1982) p. 61

Derby Lightweight Railcar / "Iris"

In the early 1950s British Railways built a number of prototype Diesel Multiple Units (DMUs) which became known as "Lightweights" due to the method of construction using light alloy sheets. The first batch used Leyland engines and torque converter transmission but these were soon joined by a second batch which used BUT (AEC) engines and a pre-selector gearbox. This later batch proved to be much more what BR wanted and they set the standard for the production DMUs [1] for the next 40 years and beyond.

Iris at Duffield

Information
Number built:	2
Built:	1956
Builder:	British Railways Derby Works
Motor:	2 BUT (AEC) horizontal 6-cylinder diesels
Power:	300 hp (224 kW)
Formation:	Driving Motor Brake Standard (DMBS)

As well as a number of 2- and 4-car sets a couple of single railcars were also built for the Banbury (Merton Street) to Buckingham/Bletchley route. However, being non-standard they were withdrawn (like the other Lightweights) after just a few years in service [2] by the end of the 1960s.


Some of the Lightweight DMUs avoided scrapping and went into departmental service, one of the single cars became QXV RDB975010 Iris when it was transferred in 1967 to British Rail Research [3]. Following rebuilding it was used for radio control and survey research at Derby [4] later it was used for radio propagation, noise measurement and data transmission tests [5]. It has now been preserved at the Ecclesbourne Valley Railway and has been restored to it's original condition.

Iris at Wirksworth

Comparison of Iris to a Class 122 railcar (left)

Side of Iris

Iris at Duffield

Iris at Wirksworth

[1] Brian Haresnape, Diesel Multiple Units: The First Generation (Ian Allan, 1985) p. 23
[2] Colin J Marsden, DMU and EMU Recogition Guide (Ian Allan, 2013) p. 28
[3] Colin J Marsden, Twenty Five Years of Railway Research (OPC, 1989) p. 96 
[4] Haresnape p. 25
[5] Colin J Marsden, Departmental Stock (Ian Allan, 1984) p. 34

Glasgow Corporation Transport Cunarder Car

The Glasgow Corporation built these trams in the early post-war years, a development of the pre-war Coronation tram (and indeed are referred to as Coronation Mk II trams) though better known as Cunarders. These were the last double decker trams to be built in the UK and one of the last classes of first generation electric trams to be built.

1297 at Crich

Information
Number built:	100
Built:	1948-52
Builder:	Glasgow Corporation
Motor:	4 MV109AR electric motors (DC OHLE)
Power:	140 hp (104 kW)

Compared to the Coronation class trams the Cunarders were slightly longer to allow for six extra seats. They also had design changes for ease of maintenance and to reduce weight. The trams had Maley & Taunton bogies and Metropolitan Vickers electric equipment with a Fischer bow collector. The trams continued to run until the closure of the Glasgow tram network in 1962. Two have been preserved, 1297 at Crich and the last to be built (and very last new double decker tram to be built in Britain) 1392 in Glasgow.

Another view of 1297

Hudson Hunslet RNAD Broughton Moor Shunters

Royal Naval Armaments Depot (RNAD) Broughton Moor in Cumbria had an extensive railway network, including an internal system in 762mm gauge. These four shunters were amongst those operated at the depot and were built in 1939.

HH 2019 preserved at the Statfold Barn Railway

Information
Number built:	4
Built:	1939
Builder:	Hunslet for Robert Hudson
Motor:	Ailsa Craig CF2 diesel
Power:	50 hp (37 kW)
Wheel arrangement:	0-4-0DM

The diesel shunters had diesel mechanical transmission and were flameproof (obviously due to the presence of explosives and combustible materials!) The railway system was closed down in 1932 and the remaining railway stock (standard and narrow gauge sold off).

Cab view of 2019, the maker's plate can also be seen

Rear view of 2019

Class 168 Clubman

The Class 168 Clubman were the first new diesel multiple units to be ordered after rail privatisation. They were built for the Chiltern routes providing much needed extra capacity and remain on these routes today, operated by Chiltern Railways [1]. The 168s are used on fast and semi-fast services out of London Marylebone and are capable of 160kph / 100mph [2].

168 109 at Chalfont & Latimer

Information
Number built:	67 (19 3 or 4-car sets)
Built:	1997-2006
Builder:	Adtranz Derby later Bombardier Derby
Motor:	MTU 6R183TD13H diesel per car
Power:	1, 688 hp (1, 260 kW) or 1, 266 hp (945 kW)
Formation:	Driving Motor Standard Lavatory (DMSL)+Motor Standard Lavatory (MSL)+Motor Standard (MS)+DMSL or DMSL+MS+DMSL or DMSL+MS+MS+DMSL

The original five Class 168/0s are 4-car sets based on the Networker cab design (they were originally 3-car but were strengthened to four), the subsequent and later built 168/1s and 168/2s use the Turbostar cab design and are very similar to the Class 170. These two sub-classes are a mixture of three and four car sets.

 

The Class 168s are fitted with trip cock equipment as they share lines with London Underground stock on the Harrow-on-the-Hill to Amersham route. This equipment applies the brakes if a London Underground signal is passed at danger [3].

The Chiltern fleet has being strengthened with a new sub-class 168/3 formed by transferred Class 170s from Trans Pennine Express [4].

Chiltern 168 111 at Haddenham & Thame Parkway

168 003 at High Wycombe

168 325 passes through Lapworth

At Beaconsfield

168 113 at Hatton

[1] Colin J. Marsden, DMU and EMU Recognition (Ian Allan, 2013) p. 154
[2] Gavin Morrison, British Railway DMUs in Colour (Ian Allan, 2010) p. 45
[3] Colin J. Marsden (ed.), "Class 168 Clubman", Modern Locomotives Illustrated No. 216 December 2015-January 2016 (Second Generation DMUs Classes 165-185) p. 22
[4] "TPE goes for new loco-hauled trains for new franchise", Today's Railways UK No. 173 May 2016

LMSR/English Electric 1,600hp Co-Co (Class D16/1)

These two locomotives (LMS 10000 and 10001) were the first main line diesel locomotives to be built in the UK and were the first of a long line of English Electric powered main line diesels to operate on British rails. The LMSR built the two locomotives following the Second World War intending them as a diesel equivalent of a "Black Five", a true mixed traffic locomotive that could also take on express passenger duties in multiple [1]. The first, 10000, was delivered and presented to the media in December 1947 [6], just before railway nationalisation and wore LMS black livery, 10001 was delivered as a British Railways locomotive.

10000 at London Euston [2]

Information
Number built:	2
Built:	1947-48
Builder:	LMS Derby
Motor:	English Electric 16SVT Mk 1 diesel
Power:	1, 600 hp (1, 190 kW)
Wheel arrangement:	Co-Co

The two locomotives, which were classified Class D16/1 by British Railways, made their initial runs on the Midland main line and later were transferred to Southern Region where they could be compared with the SR's own main line diesels. In their latter years they were classed as Type 3 locomotives and given the TOPS classification Class 34 though did not wear TOPS numbers before withdrawal in 1966 and 1968.

Although neither were preserved, there are well progressed efforts to produce a replica using a donor Class 58 as the chassis. Former Class 77 bogies (which were very similar to those used by the LMS locomotives) and a 16SVT Mk1 diesel have also been secured. 

10000 on delivery [3]

10000 near Elstree [4]

10000 near Eastleigh [5]

Class 58 which will be transformed into a replica LMS 10000

[1] Brian Haresnape, Early Prototype & Pilot Scheme Diesel-Electrics (Ian Allan, 1981) p. 17

[2] Meccano Magazine (April 1956) p. 184

[3] Meccano Magazine (February 1948) p. 41

[4] Meccano Magazine (May 1948) p. 152

[5] Meccano Magazine (May 1954) p. 243

[6] Colin J Marsden, Diesel & Electric Recognition Guide (Ian Allan, 2011) p. 25

Class 483

The Isle of Wight Island Line has unique clearance issues on the railway network and therefore has had to always be a bit creative in the rolling stock it has employed. The Class 483s were rebuilt 1938 London Underground Stock and thus while elderly were somewhat newer than the early 1920s vintage Class 485/6s (which were ex-Underground Standard Tube Stock) they replaced! 

The ex-LU stock, which comprised a mixture of ex-revenue service stock and departmental vehicles, was used to create 2-car trains (the 1938 stock originally being 4-car sets) as Ryde Depot next to Ryde St. Johns Road had difficulty handling longer trains [1].

483 007 at Ryde Pierhead

Information
Number built:	20 cars (2-car units)
Built:	1939-40 (Rebuilt as 483s) 1989
Builder:	Metro-Cammell (Rebuilds) BR Eastleigh
Motor:	4 Crompton Parkinson / GEC / BTH LT100 traction motors (630v DC third rail - originally LU fourth rail)
Power:	670 hp (500 kW)
Formation:	Driving Motor Standard Open (DMSO)+DMSO

The stock was refurbished and modified for Island Line use at BR Eastleigh which included changing from fourth rail to third rail operation. All exposed steel surfaces were also treated to protect against salt erosion [2] (the Island Line partly runs over the sea when it operates up to Ryde Pier Head, corrosion have proven to have been a problem with the earlier stock). Twenty vehicles were used in the 483 programme though only eighteen were used for passenger service, the others being used for spares. Since their introduction a number of vehicles were withdrawn and some scrapped leaving the fleet reduced to just a couple of operational trains, though this was usually sufficient for the Island Line schedule.

As "new" the Class 483s wore Network South East livery followed by "dinosaur" livery post-privatisation (the Island Line being part of the South West Trains franchise though treated as a separate entity) and lattery wore a livery based on London Underground historic deep red [3]. Earlier plans to replace the Class 483s fell through and the rolling stock was forced to soldier on for quite a lot longer than intended or desired despite ever greater challenges in maintaining the by-now approaching eighty year old trains. One of the original replacement plans was to use ex-Piccadilly Line 1973 Stock but these plans were foiled by the delay in the Deep Tube Upgrade which means the 1973 Stock will not now be withdrawn until the mid-2020s. 1983 Stock was also offered in the past but turned down as it was considered "too digital".

There was an floated idea to replace the Island Line with a light rail system based on former Midland Metro T69 vehicles [4] though these plans came to nothing and most of these trams have now been scrapped. Finally a replacement came in the form of a third generation of ex-London Underground trains! Ex-D78 Stock is being converted by Vivarail, who have already produced the upcycled Class 230 DMU. The Class 484 will enter service in 2021 following a line upgrade. 

The Class 483 finally left service at the start of 2021. A number are planned to be preserved, one project may use battery technology to operate on non-electrified preserved lines.

483 007 at Smallbrook Junction

Ryde St. Johns depot

Aboard a 483

483 004 approaches Ryde Esplanade

A short while later 483 004 at Ryde Esplanade

[1] Brian Hardy, Tube Trains on the Isle of Wight (Capital Transport, 2003) p. 62
[2] Hardy p. 63
[3] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 367
[4] "Trams for the Isle of Wight?", Railways Illustrated (April 2016)

Nottingham Corporation Tramways

The Nottingham & District Tramways Company has operated horse and steam trams in the city from 1877. This company was taken over in 1897 by the Nottingham Corporation which began the conversion of the tram network to electric. The first electrified section began operation at the start of 1901. The Corporation placed an order for double decker trams with Dick, Kerr of Preston. The Corporation chose single truck trams due to the steep hills on some of the tram network and single truck trams being considered better climbers [1]. The first trams were delivered in the Autumn of 1900 for final assembly at the Corporation's Sherwood Depot.

Double truck tram [2]

Information for original cars
Number built:	25
Built:	1900
Builder:	Dick, Kerr
Motor:	2 x Dick, Kerr electric motors (DC OHLE)
Power:	50 hp (37 kW)

The Corporation also placed an order for double truck trams with Westinghouse. These trams only had two motors per tram and struggled with greasy rails on hills. Later double truck trams had four motors per tram. The Corporation ordered more trams from a number of manufacturers as the network expanded in the 1900s and eventually had a fleet of two hundred trams. They also began a programme of retro-fitting covers to their open-topped trams. 

Following the First World War, the Corporation, which had been an early champion of the motor bus, began to change it's tram routes as the infrastructure became life expired over to first trolleybus and then motorbus. The last tram ran in late 1935. One tram has been preserved at the Tramway Museum though is not currently on display.

Nottingham Corporation Tram [1]

Bulwell tram shed [1]

[1] "Nottingham Corporation Tramways", Street Railway Journal Vol. XX No. 21 (November 22 1902) p. 834

[2] Ibid. p. 837