Docklands Light Railway B90/B92/B2K Stock

The Docklands Light Railway is a growing light rail network in the East of London which has supported the redevelopment of the former docklands area. Unlike other lines which have been built in response to demand, the DLR was built to attract people to a previously run down area [1]. The B90/B92/B2K fleet is the a second generation of trains on the DLR, which supplemented and then replaced the original P86/89 Stock.

77 at West India Quay

All DLR trains are automatically controlled though carry a Passenger Service Agent (PSA) who can control the train if necessary via a locked console. The trains do not have cabs and so are popular with passengers who can get a great front view of travel! The PSA can control a train in emergencies via controls locked away at the front of the train. The DLR trains consist of a single articulated car [2] though can operate in multiples of up to three. The DLR operates off 750v DC third rail like many railways in London, though in the DLR's case power is picked up from the underside of the conductor rail, the top and sides having plastic covers.

Information
Number built:	94 (23 B90, 47 B92, 24 B2K)
Built:	1991-2002
Builder:	Bombardier
Engine:	Brush TM2111A traction motors (750v DC third rail bottom contact)
Power:	375 hp (280 kW)

The B2K cars differ from the two earlier batches in that they have been modified to adhere to accessibility regulations and have contrasting colour doors and handrails and internal LCD screens. The earlier cars have being bought up to the same standard during refurbishment. However, the fleets are worked hard and the B90 and B92 are showing signs of being worn out, they are due to replaced by new build vehicles in the early 2020s [3][4].

53 at Shadwell

30 at West India Quay

The ever popular front seats

48 at Tower Gateway

36 at Canning Town

[1] Oliver Green, The London Underground (Ian Allan, 1987) p. 67
[2] Colin J Marsden, Rail Guide 2013 (Ian Allan, 2012) p. 256
[3] Roger Ford, "Rolling stock factories over-capacity threat", Modern Railways (December 2017) p. 25 
[4] DLR Rolling Stock Replacement Programme, Transport for London <http://content.tfl.gov.uk/08-dlr-rolling-stock.pdf>

Stirling and Bridge of Allan Tramways Petrol Tram

Stirling and Bridge of Allan Tramways began operations in Stirling in 1874. The company eventually had a seven kilometres, all operated by horse drawn trams. One of the trams, Number 22, was bought from the Edinburgh & District Tramways in 1902 to supplement the original fleet. Although the company did experiment with a steam tram, the horse remained the motive power for it's services although electrification was considered.

Information
Number built:	1
Built:	1913 (conversion to petrol)
Builder:	Dick, Kerr
Motor:	Commer petrol engine

In 1913 the company converted Number 13 to petrol operation with the addition of a Commer engine. The tram worked well though any other plans for conversion were scuppered by the First World War. Stirling and Bridge of Allan Tramways closed down in 1920.

Number 22 in operation (KD collection)

Class 442 5-WES Wessex Electrics

The Class 442 was built for Network South East services out of London Waterloo to Weymouth to replace Class 432 and some Class 33 + 4-TC services [1] (electrification of the route being extended from Bournemouth to Weymouth in the mid-1980s [2]). The Class 442s, which became known as the Wessex Electrics [3], were designed around the Mark 3b coach with a single power vehicle in a five car set. In keeping with Southern Region tradition the Class 442 included equipment recycled from the Class 432 units they were replacing. Equipment re-used included the traction system.

London Victoria bound

Information
Number built:	120 (24 5-car sets)
Built:	1988-89
Builder:	BR Derby
Engine:	4 EE546 traction motors (750c DC third rail)
Power:	1, 600 hp (1, 200 kW)
Formation:	Driving Trailer Standard (DTS)+Trailer Standard Open (TSO)+ Motor Luggage Composite (MLC)+Trailer Standard Wheelchair (TSW)+DTS

The Class 442s had some initial problems especially with hot axle boxes but became popular with passengers. The Class 442 was transferred to South West Trains following privatisation but were replaced by Desiro stock in 2007. They were rebuilt and modified at Wolverton and used on the Gatwick Express services out of London Victoria and some Southern services. They were replaced by Class 387s in 2017, however this was not to be the end of the Class 442 story.

There were various schemes and suggestions to use the 442s, including even a proposal to use them as hauled stock on trans Pennine routes! Finally it was announced that the new South Western Railway franchise (which replaced South West Trains in 2017) was to use refurbished sets on London Waterloo to Portsmouth services. Eighteen of the units were to be used by SWR, however their time in service was short (just a few months) due to technical issues and the drop in demand due to Covid. Despite an expensive retractioning and refurbishment of half of the fleet the Class 442s were withdrawn in 2021 and will be replaced by Class 458s [4]. It is now unlikely they will return to mainline service.

442 423 at London Victoria

Gatwick Express 442 clears Clapham Junction

Another Gatwick Express 442 at Clapham Junction

[1] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 80
[2] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 342
[3] John Balmforth, South West Trains (Ian Allan, 2011) p. 60

[4] "SWR abandons 442s but retains 458s", Modern Railways (May 2021) p. 86

Class 379 Electrostar

The Class 379 is part of the large Electrostar family. They were built in the early 2010s to replace Class 317s on the West Anglia Main Line

Greater Anglia 379 012 at Cambridge Heath

Information
Number built:	120 (30 4-car sets)
Built:	2010-11
Builder:	Bombardier
Motor:	Bombardier MITRAC DR1000 traction system (25kV AC OHLE)
Power:	1, 609 hp (1, 200 kW)
Formation:	DMOS (Driving Motor Open Standard)+MOSL (Motor Open Standard Lavatory)+PTOSL (Pantograph Trailer Open Standard Lavatory)+DMOC (Driving Motor Open Composite)

The Class 379 entered service in 2011 on services out of London Liverpool Street as well as Stansted Express services. The Class 379 has a number of features the Aventra family which followed on from the Electrostar including regenerative breaking and a predictive fault monitoring system. They also have a more luxurious interior than Electrostar trains elsewhere with 2+2 seating in standard (2+1 in first) and digital information screens throughout [1]. They are currently operated by Greater Anglia, however they are being replaced by the Class 755. It is likely the Class 379s will be cascaded to strengthen Electrostar fleets elsewhere on the network.

Another view of 379 012

379 023 passes by Cambridge Heath

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 293

Class 101 (Metropolitan-Cammell General Branch Line and Local Services 2,3 or 4-car)

The Class 101 family was the largest fleet of first generation Diesel Multiple Unit (DMU) built for British Railways in the 1950s, however originally only the AEC engined DMBS and DMCL were originally classified as Class 101. Leyland engined motor cars were originally classified as the Class 102, the DTCLs were Class 144/147, the TSLs Class 162/164, the TBSLs Class 168 and the TCLs Class 171! [1]

DMBS E50253 at Duffield

Later on the various cars were reclassified as just Class 101. The DMU could operate in either two, three or four car sets with interchangeable trailers (and with trailers in other classes) depending on the needs of the service and served all over the BR network allocated to every region except the Southern [2].

Information
Number built:	637 cars in 2- 3- and 4-car sets
Built:	1956-59
Builder:	Metro-Cammell
Engine:	2 BUT (AEC) or Leyland 6-cyl (Class 102) diesels per power car Some DMBS originally fitted with Rolls-Royce diesels
Power:	300 hp (224 kW)
Formation:	(Variable) Driving Motor Brake Standard (DMBS)+[Trailer Brake Standard (TBS)/Trailer Standard Lavatory (TSL)/Trailer Composite Lavatory (TCL)/Trailer Brake Second Lavatory (TBSL)]+Driving Motor Composite Lavatory (DMCL)/Driving Trailer Composite Lavatory (DTCL)

The Class 101 was one of the longest lived first generation DMUs, surviving in service until 2003 [3]. In later years many of the trailers lost their first class accommodation and were reclassified as TSLs. Some trailers also originally had buffet facilities but these later had the buffets removed and/or were withdrawn.

Originally the Class 101s were delivered in British Railways green then later BR Blue and the blue/grey white/blue variations in the 1970s. In later years the Class 101s wore sector liveries (Network SE and Regional Railways) as well as various PTE liveries. Over forty cars have been preserved although only two of these are centre car trailers. A sister class of Rolls-Royce powered DMUs was also built as the Class 111 (though a couple of 101 power cars did have Rolls-Royce engines too!)

M51188 departs Wirksworth

At Wirksworth 

DMBS 51188 and DMC 51505 at Wirksworth

M51188 at Ravenstor

At Duffield

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013), p. 36
[2] Brian Haresnape, Diesel Multiple Units: the First Generation (Ian Allan, 1985), p. 31
[3] Gavin Morrison, British Railway DMUs in Colour (Ian Allan, 2010), p. 13

Hunslet-Taylor Gold Mine Industrial Locomotives

Hunslet Taylor was a partner company of Hunslet in South Africa and built over two thousand locomotives for the African market at their locomotive works in Johannesburg. A number of these locomotives were small diesel-hydraulics built for work in gold mines in South Africa. They were built to work on 600mm gauge track with a reduced profile suitable for tunnel working.

N13 at the Statfold Barn Railway

Information for W114H
Number built:	1
Built:	1965
Builder:	Hunslet Taylor
Motor:	Diesel
Wheel arrangement:	4wDH

The two locomotives shown here are now preserved in the UK at the Statfold Barn Railway. W114H (6720) was built in 1965 and worked at the Western Reefs Gold Mine. N13 (7588) was built in 1968 and worked at the Vaal Reefs Gold Mine.

W114H also at the Statfold Barn Railway

Another view of N13

Class 122 (Gloucester Railway Carriage and Wagon Company Branch Line Services 1-car)

Twenty of these single car railcars were built in the late 1950s for branch lines in the Western, London Midland and Scottish Regions of British Rail [1]. As with the similar Class 121 railcars, nine unpowered driving trailers (originally classified as Class 150 [2]) were also built to supplement the single railcars, these could be hauled by the Class 122 in times of higher demand. Technically they are very similar to the Class 119 also built by the Gloucester Railway Carriage & Wagon Company but with a BR Derby style high density layout [3].

W55006 at Wirksworth

Information
Number built:	29 (20 motor, 9 trailers)
Built:	1958
Builder:	Gloucester Railway Carriage & Wagon Company
Motor:	2 BUT (AEC/Leyland) 6-cyl diesels
Power:	300 hp (220 kW)
Formation:	Driving Motor Brake Second (DMBS)+Driving Trailer Second (DTS) [Optional]

They served until the mid-1990s in passenger service on lightly loaded routes such as the Stourbridge shuttle to Stourbridge Town and the pre-electrified branch to Redditch [4].


In the privatisation era a number continued in departmental service as route learning and test cars for a number of years although all have been withdrawn from that role now. Eight have been preserved, however none of the unpowered trailers have survived. Three Scottish Region Class 122s were converted to carry parcel traffic for a time and reclassified Class 131 [5].

Another view of W55006

Cab view

Front end comparison, Class 122 (right), Iris (left)

Another view of W55006, at Duffield

W55006 again, this time at Ravenstor

[1] Brian Haresnape, Diesel Multiple Units: The First Generation (Ian Allan, 1985) p. 54
[2] Class 122, Railcar.co.uk <http://railcar.co.uk/type/class-122/>
[3] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 81
[4] Gavin Morrison, British Railways DMUs in Colour (Ian Allan, 2010) p. 20
[5] Colin J. Marsden (ed.), "The Birth of the DMU", Modern Locomotives Illustrated No. 207 June-July 2014 (The First Generation Multiple Units), p. 19

SR/Paxman 500hp 0-6-0 Diesel-Mechanical

This locomotive was a Bulleid designed shunter also capable of branch line and trip working. Due to delays caused by economic conditions immediately after the Second World War the shunter, which was given the number 11001, was not completed until the Southern Railway had become part of British Railways [1].

11001 in BR black [2]

Information
Number built:	1
Built:	1949
Builder:	SR/BR Ashford
Motor:	Paxman Ricardo V12 diesel
Power:	500 hp (373 kW)
Wheel arrangement:	0-6-0

By the time it entered service in 1950, British Railways was already busy creating a standard diesel shunter (the Class 08). 11001's gearing was, like many compromises, not perfectly suited for shunting duties or trip working although was the most powerful shunter built up until then [3]. It's working life was short and it was cut up in 1959.

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 34

[2] Meccano Magazine (August 1950) p. 37

[3] J.A.M. Vaughan, Diesels on the Southern (Ian Allan, 1980) p. 6