Lanarkshire Tramways

Lanarkshire Tramways was a short lived tramway company which operated between Hamilton, Motherwell and Wishaw. The company began operations in 1903 with 1, 416 mm gauge track, slightly narrower than standard gauge but matching the neighbouring Glasgow Corporation network, a connection to which was formed in 1907. The company ceased operations in 1931, being badly affected financially by the General Strike of 1926 [1] and growing motor bus competition, the routes being switched over to motor bus operations.

Tram 77 [2]

Information for UECC cars
Built:	1908
Builder:	United Electric Car Company of Preston
Motor:	2 x British Thomson-Houston interpole motors (DC OHLE)
Power:	70 hp (52 kW)

Originally trams operated were double deckers with open tops, however to complete better with motor buses the trams were retrofitted with top covers [2]. They were fitted with British Thomson-Houston electric equipment including B-510 controllers. One tram has survived into preservation.

Tram 60 before addition of top cover [2]

[1] Charles Klapper, The Golden Age of Tramways (David & Charles, 1974) p. 219

[2] G.F. Moller, "Light weight double deck car for Scottish tramway", Electric Railway Journal Vol. 71 No. 12 (March 24 1928) p. 494

Class 456

The Class 456 was built to replace the Class 416 2-EPB and to give operational flexibility to Network South East [1]. The two car trains allow for reinforcement of services and a variety of train lengths. They are usually seen working in multiple with Class 455s.

SWR 456 010 at Guildford

Information
Number built:	48 (24 2-car sets)
Built:	1990-91
Builder:	BREL York
Engine:	2 GEC507-20J traction motors (750v DC third rail)
Power:	500 hp (370 kW)
Formation:	Driving Motor Standard Open (DMSO)+Driving Trailer Standard Open (DTSO)

The Class 456 share the same front end design as the Classes 320 and 321 though with nose mounted control and air connections for multiple use with 455s. They were introduced into the Southern division of Network South East and eventually settled down after a period of technical and reliability problems.



The Class 456s were delivered in Network South East livery [2]. Following privatisation they were operated by Connex South Central later Southern. In 2014 the fleet transferred to South West Trains to strengthen London commuter services and are now operated by South Western Railway. They are due to be replaced by the Class 701 within the next couple of years.

SWT 456 012 at Guildford

Coupled up to a Class 455 (left) - notice the different profiles

Another view of 456 012 at Guildford

456 012 arrives at Guildford with a 455

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 354
[2] Bruce Oliver, Southern EMUs Before Privatisation (Ian Allan, 2010) p. 95

London Underground G/Q23 Stock

By the early 1920s the condition of B Stock was becoming a concern to the District Railway. Fifty motor cars were built in 1923 to allow for the replacement of some B Stock cars, the electrical equipment being reused in these G Stock cars [1]. Although some of these B Stock cars were scrapped others were converted to become trailers, known as H Stock. The G Stock has clerestory roofs like B Stock.

4248 at the London Transport Museum

Information
Number built:	50
Built:	1923
Builder:	Gloucester Railway Carriage & Wagon Company
Motor:	British Thomson-Houston GE69 electric motors (600v DC fourth rail)
Power:	400 hp (298 kW)

In 1938 forty-eight cars were rebuilt and reclassified as Q23 Stock. In 1958-60 fourteen cars were converted into trailers and survived in service until 1971. Two cars were converted to double cabbed cars and used singly on the South Acton shuttle. These two cars continued to be used until 1959 [2] when they were scrapped along with most of the rest of the fleet. Two cars have been preserved.

Preserved car

Aboard the car with suitable passengers from Swinging London!

[1] Brian Hardy, Underground Train File Surface Stock 1933-1959 (Capital Transport, 2002) p. 46

[2] Ibid. p. 57

Clayton Devonport Locomotives RTU 1 & 2

These two locomotives were built for the Royal Navy in 2000 by Clayton Equipment and spend their time at Devonport. One can imagine the cargos they handle (which is no doubt top secret) are often very sensitive! The locomotives, which are known as Dennis (RTU 1) and Henry (RTU 2) [1], have a Clarke hydraulic transmission and a Clayton spur and bevel final drive [2]. One interesting feature of the shunters is that they have two sets of buffers at different heights.

RTU 2 at Wirksworth on test following overhaul

Information
Number built:	2
Built:	2000
Builder:	Clayton Equipment
Engine:	Deutz BF6M1013E diesel
Power:	194 hp (145 kW)
Wheel arrangement:	4wDM

Front view of RTU2

[1] Industrial Locomotives 13EL (IRS, 2003) p. 66
[2] Ray King, An Introduction to British Industrial Diesel Locomotives (Traction & Rolling Stock Advertiser, 2006) p. 16

Great Central Railway Petrol Autocar

In 1912 the Great Central Railway ordered this petrol-electric railcar, or autocar, from British Westinghouse, the bodywork sub-contracted out to the United Electric Car Company of Preston. The autocar had a six cylinder petrol engine powering a generator which fed two traction motors on one of the bogies. The autocar had a cab at each end and used a Westinghouse controller similar to that used in tram cars.

GCR Autocar [1]

Information
Number built:	1
Built:	1912
Builder:	United Electric Car Company of Preston British Westinghouse
Motor:	6-cylinder petrol
Power:	90 hp (67 kW)

The autocar began trials in early 1912, initially used between London Marylebone and South Harrow [1]. The autocar could carry fifty passengers, although it could only travel at up to 72 km/h (45 mp/h) it had good acceleration. After the war it was used a shuttle service between Macclesfield Central and Bollington. It remained in service, by now in LNER ownership, until 1935. 

Engine compartment and cab [1]

[1] "Westinghouse Petrol-Electric Car for GC Railway", Electrical Review (Vol 70 No. 1796) April 26 1912, p. 664

Class 312 (BR York, LMR and ER Outer Suburban Services)

The Class 312 Electric Multiple Unit was based on the earlier Class 310 and built for the Great Northern Line from London Kings Cross to Royston, the Great Eastern and also four sets for the West Coast Main Line [1]. The Class 312 was the last Mark 2 based EMU to be built by British Rail. It was also the last new build with slam doors to be built.

78037 preserved in NSE livery

Information
Number built:	196 (49 4-car sets)
Built:	1975-78
Builder:	BR York
Engine:	4 EE546A traction motors (6.25 (312/1 only) / 25kV AC OHLE)
Power:	1, 080 hp (810 kW)
Formation:	Battery Driving Trailer Standard Open Lavatory (BDTSOL)+ Motor Brake Standard Open (MBSO)+Trailer Standard Open (TSO)+Driving Trailer Composite Open Lavatory (DTCOL)

Twenty six sets were initially allocated to the Great Northern as 312/0 but they were transferred to the Great Eastern due to their unsuitability for driver only operation [2]. Sets for Great Eastern London Liverpool Street services were fitted for dual voltage (6.25 as well as 25 kV AC) as 312/1. The WCML sets (312/2) were restricted to 75mp/h running so they could run in multiple with the Class 310. When they were later transferred to join the rest of the fleet on the Great Eastern the speed restriction was removed.

By the end of the 1980s the fleet was concentrated on the Great Eastern and London, Tilbury & Southend Railway. In the privatised era some returned to the WCML and were operated by Central Trains, the rest were operated by c2c, First Great Eastern and LTS Rail. 

At the turn of the century they were gradually withdrawn from service with the last being withdrawn in 2004, the fact they were Mark 2 based and having slam doors meaning they had shorter lives than some EMUs have had. Two cars have been preserved.

The other preserved car 71205

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 232
[2] Alec Swain, Overhead Line Electric Multiple Units (Ian Allan, 1990) p. 59

West Ham Corporation Tramways

West Ham Corporation Tramways began operations in 1901. They took over the horse drawn tram services of North Metropolitan Tramways and converted them to electric, with the first electric services running in 1904. They became the biggest municipal tram operator in London apart from LCC [1] with an eventual fleet of 134 tramcars. West Ham Corporation Tramways was absorbed by the London Passenger Transport Board in 1933.

Preserved tram 102 at the London Transport Museum

Information for 1910 series
Number built:	6
Built:	1910
Builder:	United Electric Car Company of Preston
Motor:	Westinghouse electric motors (DC OHLE / conduit)
Power:	70 hp (52 kW)

Tram number 102, which has been preserved at the London Transport Museum, is one of six built in 1910 with Peckham trucks and General Electric and Westinghouse electrical equipment. The tram was built for overhead electric collection but later converted to use underground conduit collection on lines between Stratford and Aldgate.

West Ham Corporation Tramways set up a dedicated telephone system in 1916 to allow the traffic controller to contact traffic regulators at various important parts of the system [2], thought to have been the first such system on a tram network. This allowed for much faster fault and accident reporting and contingency planning.

A Traffic Regulator on the telephone [2]

[1] R.W. Kidner, The London Tramcar 1861-1952 (Oakwood Press, 1992) p. 101

[2] "West Ham Telephone Control System", Electric Railway Journal Vol. 54 No. 8 (August 23 1919) p. 397

Metropolitan Railway BTH Locomotives

Following on a year after the first batch of locomotives for the Metropolitan Railway, were these locomotives which used British Thomson-Houston electrical equipment and General Electric motors. Unlike the earlier locomotives which had a central cab, these locomotives had a cab at each end. In 1919 the BTH equipment was replaced by Westinghouse.

No. 11 [1]

Information
Number built:	10
Built:	1907
Builder:	Metropolitan Amalgamated / British Thomson-Houston
Motor:	4 GE69 electric motors (600v DC third rail)
Power:	800 hp (567 kW)
Formation:	Bo-Bo

In the 1920s the Metropolitan Railway decided to have it's electric locomotives rebuilt by Metropolitan Vickers though this was quickly changed into an order for twenty new locomotives, which reused equipment from the earlier two batches. The BTH locomotives were withdrawn in the early 1920s.

Another view of No. 11 [1]

Inside showing the electric equipment, notice no cab partition [1]

Cab controls [1]

[1] "Metropolitan Railway locomotives for passenger and goods service", Railway Times (Aug 17 1907) p. 173