Class 21 (North British Locomotive Company 1,100hp Type B(2) Diesel-Electric)

The Class 21 was a Type B (later Type 2) diesel locomotive built by the North British Locomotive Company. NBL had been very successful in building steam locomotives though diesel (and later electric) traction posed the company a number of problems which ultimately led to it's demise in the 1960s. The Class 21 used a German MAN diesel built under licence by NBL [2]. A very similar locomotive with diesel-hydraulic transmission was also built called the Class 22. Neither was very successful during their short service lives.

D6103 at London Kings Cross [1]

Information
Number built:	58
Built:	1958-60
Builder:	North British Locomotive Company
Motor:	NBL/MAN L12V18/21 diesel
Power:	1, 000 hp (746 kW) / 1, 100 hp (820 kW)
Wheel arrangement:	Bo-Bo

Ten pilot-scheme locomotives were built at first. Despite numerous problems with the engine and transmission which led to poor availability, a further forty eight were ordered. The locomotives were initially used on Great Eastern suburban services but later re-allocated to Scotland.

The first thirty-eight were rated for 1, 000 hp, the last twenty to be built uprated to 1, 100 hp [3], they also had a different multiple-unit coupling method (Blue Star while the earlier locomotives were Red Circle). In the mid-1960s twenty were re-engined with a more powerful Paxman unit to become the Class 29. The unreliability, coupled with design flaws which made repairs more difficult and expensive, led to the Class 21 being withdrawn from service in the late 1960s.

[1] "Railway notes", Meccano Magazine (April 1960) p. 176

[2] Brian Haresnape, Early Prototype & Pilot Scheme Diesel-Electrics (Ian Allan, 1981) p. 71

[3] Brian Haresnape, Production Diesel-Electrics Types 1-3 (Ian Allan, 1983) p. 52

Class 321 (BREL York ER/LMR Outer Suburban Services)

The Class 321 was built for Network South East for services out of London Liverpool Street into Essex along the Great Eastern Main Line. A second batch was built for semi-fast services between London Euston and Birmingham New Street on the West Coast Main Line [1]. A third and final batch was built for West Yorkshire PTE services between Doncaster and York. Two sister classes were also built, the Class 320 for services in the Strathclyde area and the Class 322 for the Stansted Express [2]. The DC EMU Class 456 also has a similar appearance.

321 408 heads off Colchester bound

Following the negative reaction in some quarters to earlier EMUs built in the 1980s the Class 321 had a deal of attention paid to its external appearance with the aim to produce a train "eye catching" on the outside and comfortable on the inside [3].

Information
Number built:	468 (117 4-car units)
Built:	1988-90
Builder:	BREL York
Motor:	4 Brush TM2141B traction motors (25kV AC OHLE)
Power:	1, 438 hp (1, 072 kW)
Formation:	(321/3) Driving Trailer Composite Open (DTCO)+Motor Standard Open (MSO)+Trailer Standard Open Lavatory (TSOL)+ Driving Trailer Standard Open (DTSO)

The original NSE batch became known as the 321/3 with the London Midland batch the 321/4 (theese haved more first class seats than the 321/3s [4]). The Yorkshire units were designated 321/9, unlike the other sub-classes these units did not have first class seating and so had 2 DTSOs instead of a DTCO and a DTSO.

The Class 321 is now only still in service with Greater Anglia on the Great Eastern route, thirty of the units receiving a "Renatus" refurbishment and upgrade which included new air conditioning, seating and wi-fi. However, despite the upgrade Greater Anglia are replacing the Class 321 with the Class 720.

Some Class 321s are to be converted for hydrogen fuelled operation and will be known as the Class 600.

Greater Anglia 321 434 and 339 at London Liverpool Street

Inside a Greater Anglia 321

Greater Anglia (but in Great Northern livery) 321 408 at Romford

Renatus refurbished 321 at Southend Victoria

Greater Anglia 321 339 at Stratford

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 256
[2] David Lawrence, British Rail Designed 1948-97 (Ian Allan, 2016) p. 236
[3] Alec Swain, Overhead Line Electric Multiple Units (Ian Allan, 1990) p. 76
[4] John Glover, Eastern Electric (Ian Allan, 2001) p. 131

RailVac RA7

The RailVac RA7 is exactly what is sounds like, a large vacuum cleaner on rails! Officially known as a Ballast Vacuum Extraction System (BVES), powerful suction removes material from between the rails and sleepers without the need to remove them and minimising risk to other infrastructure such as cables and pipes [1].

A RailVac being hauled through Derby

Information
Number built:	4
Built:	2014
Builder:	Railcare AB
Motor:	2 Caterpillar C9 diesels
Power:	670 hp (500 kW)

The RA7 is self-propelled whilst in operation during engineering possession though is locomotive hauled during main line transit (it can only travel at up to twenty km/h under it's own power). The RA7 was built, and is operated by, Railcare AB who operate similar machines in Sweden.

Another view of a RailVac at Derby

[1] Royston Morris, Railway Maintenance Vehicles & Equipment (Amberley Publishing, 2017) p. 46

Class 485 4-VEC

In the 1960s, as with other railway lines across the country, the Isle of Wight's once extensive railway system was devastated by Dr Beeching. Indeed only one line was saved which ran from Ryde Pierhead to Shanklin. BR decided to modernise and electrify this line (to the Southern Region 630V DC third rail system) in the late 1960s. The problem however was the question of which stock to run on it? Tunnels at Ryde have always precluded the use of standard gauge stock on the island due to the limited clearance. In the end there was a very British solution: use former London tube stock! [1]

Former TSO trailer from 485 044 at Acton Depot, still in NSE colours

Information
Number built:	24 cars (converted) to form 4 car sets
Built:	1923 Converted 1966-67
Builder:	Metro Cammell / Union Construction Company / Cammell Laird Converted at LT Acton / BR Stewarts Lane
Engine:	4 English Electric traction motors (630V DC third rail)
Power:	960 hp (716 kW)
Formation:	Driving Motor Brake Standard Open (DMBSO)+ Trailer Standard Open (TSO)*+TSO+DMBSO * Some TSOs had an isolated driving cab, officially DTSOs

The Class 485, and its 3-car sister the Class 486 (originally classified as Class 452 and 451 respectively), were converted from withdrawn London Underground Pre-1938 Standard Tube Stock which had already been hammered daily on the underground for over forty years. [2] After heavy refurbishment/conversion [3] which included changing from LT 4-rail to SR 3-rail (an earlier plan to convert the stock to DMUs was mooted but later abandoned [4]), the Class 485/486s ran for a further twenty-five years on the Island before being replaced by the Class 483, slightly less ancient tube stock, in 1992.

The Class 485/486 entered service in 1967, painted in BR blue with yellow ends and indeed were the first full units in BR's new corporate livery. In the 1970s they were repainted in the slightly more pleasing blue and grey livery for passenger stock and they ended their lives in Network South East colours. The Class 485 was given the SR Alpha code of 4-VEC and the 486 3-TIS. When they worked in multiple they were known as 7-VECTIS, Vectis being the Roman name for the Isle of Wight! Later in their lives they were reformed as 5 car sets (5-VEC) and the 486s 2 car 2-TIS sets.

During conversion BR considered also creating dedicated parcel traffic trailers but scrapped the idea because standard luggage cages would not fit in the cars because of their tube profile [5].

No Class 486s have survived withdrawal but two cars (a DTSO and a TSO) from the Class 485 have survived and have been reunited at the London Transport Museum with other Standard Tube Stock cars with the eventual aim of creating a working museum train of Standard Tube Stock.

DTSO trailer from 485 043

Standard Stock cab

Inside the electric switchgear compartment behind the cab

Front of Standard Stock DM

[1] Brian Hardy, Tube Trains on the Isle of Wight (Capital Transport, 2003) p. 14
[2] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 92
[3] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 369
[4] Colin J. Marsden (ed.), "3-TIS, 4-VEC", Modern Locomotives Illustrated No. 220 August-September 2016 (BR Southern Region Electric Multiple Units), p. 48
[5] R.J. Maycock & R. Silsbury, The Isle of Wight Railways from 1923 Onwards (Oakwood Press, 2006) p. 250

Blackpool Transport Jubilee Car

The two Jubilee cars were rebuilds of Blackpool Transport's Balloon cars and were the ultimate development of the British double decker tram. The two trams were experimental, with a body very much like a contemporary double decker bus. The first rebuild was completed in 1979 and was named the Jubilee car as it was introduced not long after the HM Queen's Silver Jubilee.

762 preserved at Crich

Information
Number built:	2
Built:	1979, 1982 (Conversion) 1934-35 (Original build)
Builder:	Blackpool Transport & English Electric
Motor:	2 EE305 electric motors (600v DC OHLE)
Power:	104 hp (86 kW)

The second conversion took place in 1982, unlike the first tram, this one retained it's central doors. Compared to their original bodies, the trams were lengthened. The first conversion had ninety-six seats, the second had ninety. They also had new suspension and were fitted for one man operation. They continued to serve with Blackpool Transport until 2012, both have now been preserved. They were the last double decker trams to be built in Britain. 

Aboard 672, just like a 1980s motor bus!

The end of 762

Class 142 (British Leyland / BREL Derby Local & Secondary Services 2-car)

The Class 142 Pacer was the most controversial train in Britain, a cheaply made diesel multiple unit from the 1980s still serving in 2020. Questions were asked repeatedly, from parliament downwards [1], about when it would finally be replaced. The controversy however, is somewhat unfair as when built the Class 142 was a way to provide cheap rolling stock for branch lines and services that may have otherwise been closed or had services withdrawn. The Class 142 has also served quite bit longer than was originally intended. The end finally came in December 2020.

Northern 142 005 at Wigan North Western

The Class 142 resembles a bus on rails [2], because in some ways that is what it is! The body is based on that of the Leyland National, a very common bus that could regularly been seen on Britain's roads from the 1970s until recently. The body is wider than earlier bus-based DMUs like the Class 141 [3]. The chassis is a development of a high speed freight vehicle designed in the late 60s and each carriage only has four wheels. The Class 142 provided a rather poor ride for passengers and excessive wheel squeal and flange wear on sharp curves.



There were 2 sub-classes, the 142/0 and 142/1, the distinction is mostly due to when they were built in two production series. One difference between the sub-classes is that the 142/1 has a simpler roof structure. The Class 142s were originally fitted with Leyland TL11 engines but were re-engined with Cummins diesels, they also originally had mechanical gearboxes but were later fitted with Voith hydraulic transmission.

Information
Number built:	192 (96 2-car sets)
Built:	1985-87
Builder:	BREL Derby / Leyland
Engine:	Cummins LTA-10R diesel per car
Power:	450 hp (330 kW)
Formation:	DMS (Driving Motor Standard)+DMSL (Driving Motor Standard Lavatory)

The Class 142 has served with British Rail and a number of post-privatisation operators and in it's final years with Northern and Transport for Wales [4]. The Class 142 fell short of accessibility requirements for passenger trains being bought in in 2020. Withdrawals began in the late 2010s with the final examples being withdrawn at the end of 2020 (several months later than expected). Sixteen sets have entered preservation with some other cars having been converted into non-rail uses including a library!

Northern 142 022 at Meadowhall Interchange

Transport for Wales 142 072 at Cardiff Central

Aboard Northern 142 015

Northern 142 023 at York

Northern 142 041 at Liverpool Lime Street

[1] "Nick Clegg demands replacement of outdated "Pacer" trains", The Chronicle <http://www.chroniclelive.co.uk/news/north-east-news/nick-clegg-demands-replacement-outdated-8055969>
[2] Colin J. Marsden, Traction Recognition (2nd Edition) (Ian Allan, 2011), p. 102
[3] Brian Haresnape, Diesel Multiple Units: The Second Generation and DEMUs (Ian Allan, 1986), p. 64
[4] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013), p. 122

Class D3/12 (SR/English Electric 350hp Diesel-Electric)

In the latter years of the 1930s the Southern Railway, as with the other railway companies, began to experiment with diesel traction for shunting. These three locomotives were very similar to locomotives built a couple of years earlier by English Electric and Hawthorn Leslie for the LMSR. One key difference being larger diameter wheels to allow safe operation on lines with raised third conductor rails [1].

Information
Number built:	3
Built:	1937
Builder:	Southern Railway Ashford Works / English Electric
Motor:	English Electric 6K diesel
Power:	350 hp (260 kW)
Wheel arrangement:	0-6-0

The shunters had a top speed of forty-eight km/h to allow for trip working as well as yard shunting. The shunters quickly proved their worth over steam shunters, although they were more expensive to build the running costs over a steam locomotive were much lower [3]. The three shunters were used by the War Department during the Second World War but were returned to the Southern Railway and then British Railways after the end of the conflict. They were withdrawn from service in the mid-1960s though one survived in departmental use until 1970. 

Following the war, twenty-six similar locomotives were built which became the Class 12.

Number 2 in Southern colours [2]

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 25

[2] "Driving a diesel-electric locomotive", Meccano Magazine (April 1945) p. 112

[3] Colin J Marsden, Diesel & Electric Locomotive Recognition Guide (Ian Allan, 2011) p. 4

Class 67

The Class 67 is a mixed traffic locomotive able to reach 125mp/h and intended to haul postal trains and other special services like the Royal Train [1]. By the time the locomotives had arrived from Spain the intended post services had left the railway so they have been mostly involved on charter, passenger and other general duties instead. When they arrived they were restricted to 110 mp/h because of the high axle load but bogie modifications have restored their design speed. Problems with exceeding the loading gauge also delayed their introduction into service.

67 010 at Kidderminster Town

Information
Number built:	30
Built:	1999-2000
Builder:	Alstom Meinfesta / General Motors
Engine:	GM 12N-710G3B-EC diesel
Power:	3, 200 hp (2, 386 kW)
Wheel arrangement:	Bo-Bo

A major duty for the Class 67 was on Chiltern Railway's expresses from London Marylebone to the Midlands though they were replaced by newer Class 68s after a few years. Twenty eight are operated by DB Cargo and the other two Colas Rail. 

67 008 at Birmingham Moor Street

67 018 at Birmingham Snow Hill

67 010 brings a charter into Bridgnorth

A Class 67 with a charter heads through East Midlands Parkway

67 012 and friend at London Marylebone

[1] Colin J Marsden, Traction Recognition (Ian Allan, 2011) p. 76