Into the 1960s British Rail continued to have a number of goods yards with very tight radius curves which required locomotives (and indeed rolling stock) with short wheel bases. The Class 02 locomotives were built to replace 0-4-0ST "Pug" steam locomotives mostly at dockyards in the Liverpool area [1] but also at other locations in London Midland Region such as Burton-on-Trent [2] and Fleetwood [3].
D2868 at Barrow Hill Roundhouse
Information
Number built:
20
Built:
1960
Builder:
Yorkshire Engine Company
Engine:
Rolls Royce C6 diesel
Power:
170 hp (130 kW)
Wheel arrangement:
0-4-0
These neat little diesel hydraulic locomotives were designed to be similar in size, weight and flexibility to the little steam engines they replaced. An interesting part of their design was that cab access was via a platform at the rear, the only production class of locomotive built for British Rail to have this feature [4].
As with many shunters though they soon were becoming surplus to requirements as the nature of the freight business changed and many marshalling yards closed. Withdrawals began in 1969, though a small number did see service into the early 1970s and carried TOPS numbers. All were withdrawn by 1975, some of these shunters were sold onto further service with industrial users. Seven have been preserved (one with the National Collection) which is a good proportion of what was only a small number built.
D2854 at the Heritage Shunters Trust
02 003 at Barrow Hill
A Class 02 being rebuilt at the Heritage Shunters Trust
D2854 ahead of some fellow shunters
Another view of 02 003
[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 63 [2] David Dunn, D for Diesels 10 (Booklaw Publications, 2015) p. 16 [3] David Dunn, D for Diesels 11 (Booklaw Publications, 2016) p. 47 [4] Heritage Shunters Trust Stock List May 2015 p. 2
These were the third batch of tramcars delivered to the Manx Electric Railway in 1895. However, they were not a success due to being open at the sides and having no glazed windows. All four were converted (after the open sides were boarded up) to carry cattle instead!
No. 12 after conversion to cattle car
Information
Number built:
4
Built:
1895
Builder:
G.F. Milnes
Motor:
4 SEHC electric motors (550v DC OHLE)
Power:
100 hp (75 kW)
However, their time in service was relatively short (especially compared to other stock on the line). Three have been scrapped. The survivor has been preserved though no longer is in use.
[1] "The Manx Electric Railway", Street Railway Journal (Vol. XXIV No. 10 March 05 1904) p. 356
The Class 82 (or AL2) was another of the five classes of AC electric locomotive built for the West Coast Main Line electrification. The Class 82 used AEI/Metropolitan-Vickers electrical equipment though the locomotive building was sub-contracted out to Beyer Peacock [1]. The Class 82 used a number of components in common with the Class 81, though were overweight compared to British Rail's specification due to a sturdier and more traditional method of construction used. To get back within the weight limit some parts of the structure were replaced with aluminium or fibre glass and lighter versions of some items of electrical equipment were fitted [2].
82 008 at Barrow Hill
Information
Number built:
10
Built:
1960-62
Builder:
Beyer Peacock / Metropolitan-Vickers
Engine:
4 Metropolitan-Vickers 189Z traction motors (6.25 / 25kV AC OHLE)
Power:
3, 300 hp (2, 460 kW) continuous
Wheel arrangement:
Bo-Bo
Although the Class 82 had problems with their mercury-arc rectifiers like some of the other early electric locomotives, it was not as bad as with some of the other classes. The rectifiers were replaced with silicon-diode rectifiers as with the other classes in the early 1970s. One problem the Class 82 did have at times was a tendency to overheat when stationary if the equipment was still running due to inadequate internal ventilation [3].
One was withdrawn due to fire damage in 1966, another in 1971. The rest survived into the 1980s but began to be withdrawn as sufficient supplies more modern traction became available. Two survived (along with two Class 83s) on Euston empty stock movements until 1987. One Class 82 (82 008) has been preserved.
Another view of 82 008, externally it is very similar to the other five early AC loco classes
[1] Gavin Morrison, AC Electric Locomotives (Ian Allan, 2013) p. 11 [2] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 49 [3] Morrison p. 11
Greenwood & Batley produced electric railway vehicles, including for the Post Office Railway) under the Greenbat name. This included many battery electric locomotives for industrial use which were built from 1927. In 1970 they built 420253 for the Weardale Lead Company, a typical low profile locomotive for use in mines.
420253
Information
Number built:
1
Built:
1970
Builder:
Greenwood & Batley
Motor:
2 Battery electric motors
Power:
52 hp (39 kW)
Wheel arrangement:
4wBE
The locomotive has entered preservation and is currently at the Statfold Barn Railway.
The Class 47 is the largest single class of mainline diesel locomotive built for British railways with a total of 512 built in the 1960s [1]. They became the standard Type 4 diesel locomotive and have operated over all parts of British railways on passenger, freight and engineering services. Most have now been withdrawn but there are still around thirty in mainline service plus others in preservation. Thirty-three have also been rebuilt and re-engined as Class 57s.
47 580 at Crewe
Information
Number built:
512
Built:
1962-68
Builder:
Brush / BR Crewe
Motor:
Sulzer 12LDA28-C diesel
Power:
2, 580 hp (1, 920 kW)
Wheel arrangement:
Co-Co
The Class 47 was built to allow British Railways to finally withdraw steam traction on mainline services by 1968 and became the definitive second generation diesel locomotive for BR.
Originally they were a follow-on from the Class 45/46 Peaks and indeed the first twenty Class 47s replaced the last twenty Class 46s on order [2] with some of the equipment used (and in subsequent locomotives) was chosen because it was left over from the "Peak" production. The Class 47 had an uprated version of the Sulzer 12LDA28 powerplant but had a flat front as mandated by British Rail and took advantage of improvements in technology especially in terms of weight savings to be a Co-Co not a 1Co-Co1.
There were some teething problems as might be expected with such a big class, the Sulzer diesels needed to be derated to 2, 580hp to reduce wear and tear on the engine, but the Class 47 soon became the mainstay of heavy duty services. Five locomotives were fitted with the Sulzer V12 12LVA24 engine and classified as Class 48 though were later converted back into "normal" Class 47s.
Sub-class
Details
47/0
Original with train steam heating boilers
47/3
Dedicated freight locos with no train heating
47/4
Fitted with electric train heating
47/6
Single loco fitted with Rushton 16RK3CT engine testing for later Class 56
47/7
Fitted for push-pull services
47/8
Fitted with extra fuel tanks
47/9
47/6 loco later fitted with engine to test for Class 58
Surviving Class 47s are still used on a variety of services such as charters, spot-hires and engineering services. Over thirty have been preserved to date many in working order. One Class 47 has even worked charters in Hungary. When the class was being built in the 1960s few would have suspected that might happen! [3]
West Coast 47 237 at Tyseley
ROG 48 813 at Derby
47 773 in BR green livery at Tyseley
West Coast 47 804 at Birmingham New Street
GBRf 47749 (with 56081) at Derby
[1] Colin J Marsden, Traction Recognition (Ian Allan, 2011) p. 40 [2] Brian Haresnape, Production Diesel-Electrics Types 4 and 5 (2nd Edition) (Ian Allan, 1984) p. 52 [3] "47 375 named Falcon", Railways Illustrated No.166 (December 2016) p. 10
The Class 375 is part of the huge Electrostar family of electric multiple units built in the early 2000s to replace the likes of slap-door stock such as the Class 411 4-CEP on the ex-Southern region third rail DC routes [1]. Most of the Class 375 fleet is third-rail only, though the 375/6 sub-class also has provision for AC overhead electric collection. Twenty eight trainsets have been converted to the Class 377/3 sub-class.
Southeastern 375 629 departs Headcorn
Information
Number built:
438 (10 3- and 102 4-car sets)
Built:
1999-2004
Builder:
Adtranz/Bombardier
Engine:
6 or 4 Adtranz traction motors (750v DC third rail / 25kV AC OHLE)
Power:
375/3 : 1, 341 hp (1, 000 kW) Other subclasses : 2, 012hp (1, 500kW)
Formation:
375/3 : Driving Motor Composite Open (DMCO)+Trailer Standard
Open (TSO)+DMCO 375/6 : DMCO+Motor Standard Open (MSO)+Pantograph
Trailer Standard Open (PTSO)+DMCO Other subclasses : DMCO+MSO+TSO+DMCO
There are five sub-classes. As mentioned above, the 375/6 is dual-voltage with all others being DC third rail only, the 375/3 are 3-car sets with the other sub-classes all being 4-cars though space has been retained for a pantograph if needed in future.
The 375/9 are high-density sets for outer suburban services with the 375/7 and 375/8 being officially designated as express stock. All Class 375s serve with Southeastern and forms the backbone of their fleet. Southern also did operate the type at one stage though these 375s were converted to Class 377s.
375 603 at London Bridge
375 702 (and 376 023) at Sevenoaks
375 817 at Sevenoaks
375 815 at London Victoria
375 603 at London Victoria
[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 283
This locomotive was built by Hudswell Clarke for Cadbury in 1956, assigned to the company's factory in Moreton on the Wirral. The locomotive could haul up to 200 tons. It remained in service until 1977 and was preserved initially at the Llangollen Railway however it's working time on the railway was short.
The locomotive at the Statfold Barn Railway
Information
Number built:
1
Built:
1956
Builder:
Hudswell Clarke
Motor:
Gardner 6LW diesel
Power:
107 hp (80 kW)
Wheel arrangement:
0-4-0DM
In 2003 the locomotive was put on display at Cadbury World in Birmingham, later on at other food manufacturers including Premier Brands at Moreton. The locomotive has now been donated to the Gloucester Railway Carriage & Wagon Company with a view to returning the locomotive to working order.
Following on from the success of the ten Class 44 pilot scheme Type 4 diesels, British Railways went ahead with a production order which was split between 127 Class 45s and fifty six Class 46s (there were originally going to be twenty more built but the order was changed to the Class 47 instead). The Classes 45 and 46 are very similar, mainly differing from the electrical equipment used, Crompton Parkinson for the 45 and Brush for the 46 [1].
D182 at Kidderminster Town
Information
Number built:
56
Built:
1961-63
Builder:
BR Derby
Motor:
Sulzer 12LDA28-B diesel
Power:
2, 500 hp (1, 864 kW)
Wheel arrangement:
1-Co-Co-1
From their entry into service in the early 1960s the Class 46s could be seen on cross-country expresses and long-distance freights though these services switched over to newer motive power like the HSTs during the 1970s and withdrawals of the Class 46 began in 1977, by 1984 all had been withdrawn from revenue earning service. All Class 46s were fitted with steam heating only which became a problem as the number of steam heated coaches was gradually reduced by BR [2].
D182 at Kidderminster Town, at the time wearing this earlier BR blue livery
Most Class 46s were scrapped though one, 46 009, was destroyed as it was deliberately driven at speed into a nuclear flask (the locomotive was unmanned of course) to test the strength of the nuclear flask [3] in the event of a rail crash.
After revenue service withdrawal, a couple of Class 46s entered service with the Railway Technical Centre to provide motive power for test trains, 46 035 Ixion was also used for a number of experiments including the performance of separately excited traction motors and equipment to reduce wheel spin [4]. Three Class 46s (including both of the RTC 46s) have been preserved.
46 010 at Kidderminster Town
D182 at Kidderminster Town again
46 035 at Rowsley South
D182 again at Kidderminster Town
[1] Brian Haresnape, Production Diesel-Electrics Types 4 and 5 (Ian Allan, 1984) p. 31 [2] John Vaughan, Diesels on the London Midland (Ian Allan, 1981) p. 75 [3] John Glover, BR Diary 1978-1985 (Ian Allan, 1985) p. 93 [4] Colin J Marsden, 25 Years of Railway Research (OPC, 1989) p. 81
This large fleet of tramcars was built in 1906 and 1907 for the recently electrified Birmingham tram network. These single truck trams were the first to have top covers from new. The trams also used the radial design of truck, from Mountain & Gibson of Bury who undercut the original intended supplier Brush Traction. The tram bodies were built by the United Electric Car Company of Preston. Dick, Kerr electrical equipment was also fitted though some trams later were fitted with General Electric motors.
Information
Number built:
150
Built:
1906-07
Builder:
United Electric Car Company
Motor:
2 DK6A electric motors (550v DC OHLE)
Power:
70 hp (52 kW)
The trams entered service in 1906 and operated from depots in Washwood Heath and on the Coventry and Moseley Roads. The trams had a seating capacity of fifty two, twenty four lower and twenty eight on the upper deck [1]. The trams served into the late 1930s when withdrawals began, though the last was not withdrawn until 1945.
One tram, number 107, has survived. It was withdrawn in 1939 and later used as a summer house. Restoration is ongoing at the Aldridge Transport Museum.
Number 107
[1] P.W. Lawson, Birmingham Corporation Tramway Rolling Stock (Birmingham Transport Historical Group, 1983) p. 30
The 1992 Tube Stock (1992TS) was built for the Central Line in the early 1990s to replace ageing 1962 Tube Stock. As well as units for the Central Line, an order of stock was added for the Waterloo & City Line too, then still British Rail owned, as the Class 482. The 1992TS is based on the three 1986 Prototype Tube Stock trains which ran a series of trials in the late 1980s [1]. The 1992TS were the first production tube stock fitted with solid state traction equipment [2].
91239 departs Shepherd's Bush
Information
Number built:
680 cars (8-car sets)
Built:
1991-94
Builder:
BREL Derby / ABB Derby
Motor:
4 Brush LT130 traction motors per car (630v DC fourth rail)
Power:
1, 984 hp (1, 472 kW)
Formation:
Driving Motor (DM)+Non Driving Motor (NDM)+NDM+NDM+NDM+NDM+NDM+DM
Eighty five eight-car sets were built for the Central Line making up 680 cars in total, 175 being Driving Motors and the rest Non Driving Motors. Some NDMs are also fitted with de-icing equipment. The make-up of an eight-car formation can vary though DMs are always at the outer ends of course. The NDMs lack cabs but do have shunting controls accessible via an external cabinet.
The 1992TS has not been a trouble-free design for London Underground, despite the fact it was based on years of work with the prototype fleet, there were a number of teething problems that delayed and hindered the entry into service. In 2003 a train of 1992TS derailed at Chancery Lane, after a traction motor became detached from one of the bogies following a sheered bolt, injuring 32 passengers [3][4]. The entire fleet was taken out of service (both Central and Waterloo & City fleets) for bolts to be checked and faulty ones replaced. In 2010-11 the bogies were replaced by a new design by Siemens [5]. However, the 1992TS is the worst performing fleet on LU in terms of reliability and availability [6].
The 1992 Tube Stock fleet could be replaced as part of Deep Tube Upgrade in the next decade, at one time the 92TS fleet was planned to replaced by the early 2030s [7] though at the moment there are no firm plans for replacement. To keep the fleet going the Central Line Improvement Programme (CLIP) is being carried out by Bombardier. The upgrade includes replacing the DC traction system with a Mitrac AC system [8], on board computer, communication system and refreshing and updating the interior to make it RVAR compliant.
91267 departs Lancaster Gate
91325 at Ealing Broadway
91013 at Leytonstone
Aboard a DM
Departing Queensway
[1] John Glover, ABC London Underground (Ian Allan, 1997) p. 64 [2] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 105 [3] "Thirty hurt after Tube crash" BBC News <http://news.bbc.co.uk/1/hi/england/2694361.stm> [4] John Glover, London's Underground 12th Edition (Ian Allan, 2015) p. 76 [5] Connor p. 105 [6] Central Line Heavy Overhaul Programme Lift (TfL Paper) <http://content.tfl.gov.uk/rup-20150212-part-1-item10-central-line-overhaul.pdf> [7] Kim Rennie, Underground and Overground Trains (Capital Transport, 2017) p. 19 [8] "Bombardier for Central Line retractioning", Modern Railways (October 2017) p. 83
Work began on the Manx Electric Railway on the Isle of Man in 1893 with the first services later that year. The first trams from that time remain in service and indeed the Manx Electric Railway uses trams exclusively which are well over a hundred years old on it's continuing operation. Some stock was lost in the 1930 Laxey car shed fire and others have been stored though mostly due to the decline in traffic over the years.
Number 6 part of the first batch seen in 1904 [1], this tram is still in service today
Information for Cars 1-3
Number built:
3
Built:
1893
Builder:
G.F. Milnes & Co.
Motor:
4 SEHC electric motors (550v DC OHLE)
Power:
100 hp (75 kW)
The three original cars were single decker unvestibuled saloons with double trucks. One of these cars was lost in the 1930 fire though the other two remain in service and are the oldest electric trams still in service on their original network in the world. In 1894 ten more trams followed of a similar design though with vestibules.
A tram in service in 1904 [1]
A tram trailer, some are still in use as well! [1]
[1] "The Manx Electric Railway", Street Railway Journal (Vol. XXIV No. 10 March 05 1904) p. 356
The Class 444 (along with the very similar Class 450) was ordered for South West Trains to replace slam door stock on long-distance services running on the former Southern Region Western Section [1]. They can mostly be found on London Waterloo to Weymouth and Portsmouth services.
SWR 444 040 heads through Worplesdon
Information
Number built:
225 cars (45 5-car sets)
Built:
2003-04
Builder:
Siemens Transportation
Motor:
1TB2016-0GB02 traction motors (750v DC third rail)
Power:
2, 682 hp (2, 000 kW)
Formation:
Driving Motor Standard Open (DMSO)+Trailer Standard
Open (TSO)+TSO+Trailer Standard Buffet (TSRMB)+
Driving Motor Composite Open (DMCO)
The Class 444 differs from the 450 in being a five car set and with a low-density seating arrangement [2] better suited for longer journeys. Like the Class 450, the 444s are equipped with a pantograph well and could be converted in future to 25kV AC overhead line electric collection though there are no plans for any such conversion.
Like most new types the 444s had a few teething problems when entering service but quickly became very reliable units and indeed received the Golden Spanner award for being Britain's most reliable trains in 2010 [3]. They are now operated by SWT's successor South Western Railway.
444 009 at Farncombe
444 005 at Milford
SWT 444 013 at Guildford
SWR 444 004 passes through Farnborough
SWT 444 003 at Clapham Junction
SWR 444 003 at Godalming
[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 344 [2] John Balmforth, South West Trains (Ian Allan, 2011) p. 66 [3] Siemens Desiro Class 444 wins award as most reliable train <http://www.transportweekly.com/pages/en/news/articles/78314/>
For the electrification of the West Coast Main Line British Railways required one hundred locomotives. In typical BR manner this fleet was to consist of five different types from five different manufacturers! Twenty five of the locomotives built were the Class 81.
Information
Number built:
25
Built:
1959-64
Builder:
Associated Electrical Industries / Birmingham Railway Carriage & Wagon Company
Motor:
4 AEI 189 traction motors (25kV AC OHLE)
Power:
3, 300 hp (2, 461 kW)
Wheel arrangement:
Bo-Bo
The locomotives were built by AEI, a company formed by the merger of Metropolitan Vickers and British Thomson Houston, and the Birmingham Railway Carriage & Wagon Company. Of the five classes built, the Class 81 (or AL1 as it was then known) was the first to arrive. The first was unveiled at a press reception at Sandbach station in November 1959 [1], the first new build British AC electric locomotive.
The AL1 like it's fellow first generation electric locomotives such as the Class 83/AL3 had a similar body shell and appearance, though internally and equipment wise the five classes all differed.
Originally the plan was for two of the AL1s to be of a Type B specification with gearing for freight use and a lower top speed (80 mp/h instead of 100) but in the end all of the locomotives had the standard passenger service gearing.
The Class 81 was used on WCML expresses until the arrival of the Class 86 when they, along with the other early AC electric locomotives, were gradually switched to other duties such as freight and parcel trains. They remained in service until the arrival of the Class 90 meant there was now sufficient electric locomotives available to allow for the final withdrawal of the original locomotives. The last two Class 81s were withdrawn in 1991. One has been preserved.
81 003 (left) preserved at Barrow Hill alongside a Class 83 and 85
[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 46
The success of the revolutionary Deltic diesel engine and the Deltic prototype saw British Railways explore the possibility of putting a single cut-down version of the engine into a smaller mixed-traffic locomotive in the Type B (later Type 2) power classification. The Class 23 "Baby Deltic" was hence born for services on the Great Northern network [1]. With hindsight the experiment and resulting small fleet of Type 2 locomotives was an unnecessary mistake. There was found to be no real advantage over similar sized locomotives with traditional diesel engines but the Deltic engine also bought with it extra complexity and cost [2]. The Baby Deltics owed little to their larger brethren except for the engine technology and in design and cab terms owed a lot to the Class 40.
Baby Deltic replica under construction at Barrow Hill
Information
Number built:
10
Built:
1959
Builder:
English Electric
Engine:
Napier T9-29 Deltic diesel
Power:
1, 100 hp (820 kW)
Formation:
Bo-Bo
The fleet was refurbished in 1963 and modernised with a 4 character headcode replacing the original headcode discs and gangway doors [3]. They continued to serve British Railways though had high maintenance costs, and passengers and crews found they had excessive noise and fumes in operation. With these disadvantages, and being such a tiny fleet, there was no way the Baby Deltics could survive the fleet rationalisation at the end of the 1960s and all were withdrawn from normal service by 1971.
One survived with the Railway Technical Centre and hauled test trains until 1975 [4] but was scrapped like the rest of the class. No Baby Deltics now exist though the Baby Deltic Project is building a replica using a Class 37, a surviving T9-29 engine and Class 20 bogies. Work is ongoing at Barrow Hill.
D5901 at Doncaster in 1959 (KD collection)
Another view of the replica
[1] John Vaughan, Diesels on the Eastern (Ian Allan, 1982) p. 31 [2] Brian Haresnape, Early Prototype and Pilot Scheme Diesel-Electrics (Ian Allan, 1981) p. 72 [3] Haresnape p. 75 [4] Colin J. Marsden, 25 Years of Railway Research (OPC, 1989) p. 67
