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| 326058 in a tram shed |
| Information | |
|---|---|
| Number built: | 1 |
| Built: | 1952 |
| Builder: | Ruston & Hornsby |
| Motor: | Ruston & Hornsby diesel |
| Wheel arrangement: | 4wDM |
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| 326058 at work helping maintain the overhead lines |
Ruston and Hornsby 326058
The small shunter is a former narrow gauge industrial shunter which worked at the Clay Cross quarry in Crich. After withdrawal it was preserved but did not have to move very far, to the National Tramway Museum at Crich to be exact! The shunter was re-gauged to standard gauge and is used for shunting and as a works vehicle on the museum's tram network.
Class 230 D-Train
The Class 230 is an up-cycled multiple unit made from former London Underground D78 Stock, which were withdrawn by London Underground in 2017. Vivarail bought 150 driving motors (DM) and 300 carriages (T) from London Underground with the aim of converting them into diesel multiple units for use on National Rail. As the project has progressed Vivarail also built battery and diesel-hybrid units, the latter of which were used by the second customer Transport for Wales.
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| Transport for Wales 230 008 at Cefn-y-bedd |
| Information | |
|---|---|
| Number built: | 26 (11 2 and 3-car sets) |
| Built: | 1979-1983 (Original D78) 2015-2022 (Conversions) |
| Builder: | (Original) Metro-Cammell (Conversions) Vivarail |
| Motor: | (DMU) 4 Ford Duratorq 3.2 TDCi diesels |
| Power: | 789 hp (588 kW) |
Vivarail converted the former Underground electric stock to diesel-electric multiple units which used Ford Duratorq diesels. The prototype began testing in the Summer of 2016 with mainline testing beginning later in the year. Unfortunately, in December of that year the prototype unit caught fire near Kenilworth delaying the project. However, the long-awaited breakthrough first order came for three units from London Northwestern Railway. LNWR bought three two-car sets for use on the Marston Vale line [1] between Bletchley and Bedford. The Class 230 finally entered revenue service on the line at the end of April 2019.
Vivarail began tests of a battery powered version of the Class 230 on the Bo'ness and Kinnell Railway in late 2018 [2]. The battery version had four 106kWh battery arrays and an operational range between charges of sixty four kilometres. This unit is now owned by GWR and is to be tested on the Greenford branch.
The second order for the Class 230 was for five three-car sets for the Borderlands Line (between Wrexham and Bidston) operated by Transport for Wales. These are diesel-hybrid units and will entered service in 2023 [3].
Unfortunately in 2022 Vivarail entered administration. LNWR withdrew the units from service as Vivarail were maintaining them, these units now have an uncertain future. Transport for Wales are maintaining their own Class 230s and they are continuing in service (indeed did not enter service until Vivarail had already gone under).
A sister unit to the Class 230 is the Class 484, which is a third-rail EMU converted from D78 Stock. This replaced the Class 483 on the Isle of Wight Island Line between Ryde Pier Head and Shanklin in 2021 (testing beginning in 2020) [4].
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| Another view of 230 008 at Cefn-y-bedd |
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| LNWR 230 003 at Bletchley |
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| 230 003 at Bow Brickhill |
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| Aboard TfW 230 008 |
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| 230 008 at Wrexham General |
[1] Underground News No. 688 (April 2019) p. 196
[2] Underground News No. 684 (December 2018) p. 676
[3] "Rolling stock challenges", Modern Railway (May 2019) p. 52
[4] Underground News No. 697 (January 2020) p. 40
English Electric NZR EO Class
The EO class was built by English English for New Zealand Railways for use on the Otira to Arthurs Pass section of the 1,067mm gauge Midland Line. This included an 8.5km long tunnel section and was too long and steep for the use of steam locomotives due to ventilation reasons (the NER ES1 class was built for a similar reason in the UK).
The five locomotives worked well in service, often working trains in trios (they could work in multiple). Due to this the locomotives were later modified to just have the one cab at one end. They remained in service until 1968, one has been preserved.
[1] "Railway electrification in New Zealand", The Electrical Review (March 13 1925) p. 419
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| Locomotive with both pantographs raised [1] |
| Information | |
|---|---|
| Number built: | 5 |
| Built: | 1922 |
| Builder: | English Electric (Dick Kerr) |
| Motor: | 4 English Electric traction motors (1500v DC OHLE) |
| Power: | 680 hp (510 kW) |
| Wheel arrangement: | Bo-Bo |
The five locomotives worked well in service, often working trains in trios (they could work in multiple). Due to this the locomotives were later modified to just have the one cab at one end. They remained in service until 1968, one has been preserved.
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| Hauling a train [1] |
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| Emerging from the tunnel [1] |
[1] "Railway electrification in New Zealand", The Electrical Review (March 13 1925) p. 419
London Underground 1972 Tube Stock
The 1972 Tube Stock fleet, which operates on the Bakerloo Line, is the oldest fleet of passenger rolling stock still operating on the London Underground and in fact any rapid transit system in the UK [1]. It is planned that the 1972 Tube Stock will finally be replaced by new rolling stock under the Deep Tube Upgrade programme though this possibly will not occur until the mid 2030s at the earliest (and as yet no replacement stock has been ordered).
The fleet has undergone a refurbishment programme [2] to keep them going until then, though the 1972 Tube Stock fleet was found to be in even worse condition than first thought with a lot of work needed to repair and replace cracked and corroded parts of the structure. The interiors have also been smartened up with new moquette on the seating and improved flooring [3]. More work is being carried out on improving accessibility to the fleet.
The 1972 Tube Stock was built to replace 1938 Tube Stock which was becoming life expired in the early 1970s. To save time, the new stock was based on the 1967 Tube Stock which had recently been built for the Victoria Line [4]. Although externally they look very similar, there are sufficient differences to mean the 1967 and 1972 fleets were not interchangeable (though surplus 1972 stock were later modified and used to augment Victoria Line services). The 72ts comprises four and three car sets which together make a seven car train. The three car sets only have a cab at one end.
The first thirty sets were known as the Mark 1, none of these sets remain in passenger service as built though a set was preserved, an ex-Northern Line 4-car set, at Aldwych disused tube station for training and filming purposes [5] though has recently been withdrawn. The second batch of thirty three cars was the Mark 2 which had a slightly different interior and some equipment and control differences. The 1972 Tube Stock initially served on the Northern (Mark I) and Jubilee (Mark II) Lines though the latter were later transferred to the Bakerloo Line and they remain in service today. Thirty six sets are operated by the Bakerloo Line, the vast majority of these are Mark IIs but with a couple of Mark Is cars converted to be compatible.
Due to their age the 72 Tube Stock fleet in many ways is unique on London Underground, they are the only tube profile trains to retain some transverse seating and the last stock to be fitted with the once standard Westinghouse air brake [6].
[1] Underground News Number 654 (June 2016) p. 344
[2] "Bakerloo Line Fleet Weld Repairs" <http://content.tfl.gov.uk/fpc-160708-14-bakerloo.pdf>
[3] Underground News Number 655 (July 2016)
[4] J. Graeme Bruce, The London Underground Tube Stock (Ian Allan, 1988) p. 109
[5] Anthony Badsey-Ellis & Mike Horne, The Aldwych Branch (Capital Transport, 2009) p. 103
[6] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 72
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| 3231 arrives at Willesden Junction |
The fleet has undergone a refurbishment programme [2] to keep them going until then, though the 1972 Tube Stock fleet was found to be in even worse condition than first thought with a lot of work needed to repair and replace cracked and corroded parts of the structure. The interiors have also been smartened up with new moquette on the seating and improved flooring [3]. More work is being carried out on improving accessibility to the fleet.
| Information | |
|---|---|
| Number built: | 441 (63 7-car sets, 30 Mark 1, 33 Mark 2) |
| Built: | 1972-74 |
| Builder: | Metro-Cammell |
| Motor: | 4 LT115A traction motors per motor car (630v DC fourth rail) |
| Power: | 1, 680 hp (1, 264 kW) |
| Formation: | Driving Motor (DM)+Trailer (T)+T+DM+ [Uncoupling Non Driving Motor (UNDM)+T+DM] |
The 1972 Tube Stock was built to replace 1938 Tube Stock which was becoming life expired in the early 1970s. To save time, the new stock was based on the 1967 Tube Stock which had recently been built for the Victoria Line [4]. Although externally they look very similar, there are sufficient differences to mean the 1967 and 1972 fleets were not interchangeable (though surplus 1972 stock were later modified and used to augment Victoria Line services). The 72ts comprises four and three car sets which together make a seven car train. The three car sets only have a cab at one end.
The first thirty sets were known as the Mark 1, none of these sets remain in passenger service as built though a set was preserved, an ex-Northern Line 4-car set, at Aldwych disused tube station for training and filming purposes [5] though has recently been withdrawn. The second batch of thirty three cars was the Mark 2 which had a slightly different interior and some equipment and control differences. The 1972 Tube Stock initially served on the Northern (Mark I) and Jubilee (Mark II) Lines though the latter were later transferred to the Bakerloo Line and they remain in service today. Thirty six sets are operated by the Bakerloo Line, the vast majority of these are Mark IIs but with a couple of Mark Is cars converted to be compatible.
Due to their age the 72 Tube Stock fleet in many ways is unique on London Underground, they are the only tube profile trains to retain some transverse seating and the last stock to be fitted with the once standard Westinghouse air brake [6].
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| Arriving at Marylebone |
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| 3261 at Queen's Park |
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| Post-life extension work exterior |
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| 3558 at Baker Street |
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| 3564 at North Wembley |
[1] Underground News Number 654 (June 2016) p. 344
[2] "Bakerloo Line Fleet Weld Repairs" <http://content.tfl.gov.uk/fpc-160708-14-bakerloo.pdf>
[3] Underground News Number 655 (July 2016)
[4] J. Graeme Bruce, The London Underground Tube Stock (Ian Allan, 1988) p. 109
[5] Anthony Badsey-Ellis & Mike Horne, The Aldwych Branch (Capital Transport, 2009) p. 103
[6] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 72
Belfast Corporation Tramways
Belfast Corporation Tramways began life in 1905, taking over from the horse drawn Belfast Street Tramways Company and electrifying the 1, 448mm gauge network. A batch of open-topped double decker trams cars was bought from Brush Traction with British Westinghouse electrical equipment and Brill 21E trucks. Many of these trams were retrofitted with top covers in the 1920s [2]. Some of these cars survived in service until the early 1950s. One has been preserved.
Belfast's tram network at it's largest extent reached for just under 83 kilometres. The tram network was gradually converted over to trolleybus operation from the 1930s and then motor buses. The final trams ran in 1954.
[1] "The Belfast Tramways", Street Railway Journal Vol XXVII No. 5 (February 3 1906) p. 186
 |
| Tram shed [1] |
| Information for original batch of cars | |
|---|---|
| Number built: | 170 |
| Built: | 1905 |
| Builder: | Brush Traction |
| Motor: | 2 British Westinghouse 200 Series motors (DC OHLE) |
Belfast's tram network at it's largest extent reached for just under 83 kilometres. The tram network was gradually converted over to trolleybus operation from the 1930s and then motor buses. The final trams ran in 1954.
 |
| Belfast Brush tram [1] |
[1] "The Belfast Tramways", Street Railway Journal Vol XXVII No. 5 (February 3 1906) p. 186
[2] R.W. Rush, British Electric Tramcar Design 1885-1950 (Oxford Publishing, 1976) p. 71