The Class 701 is a huge class of electric multiple units intended to renew much of the fleet of South Western Railways. Part of the Aventra family, though branded as Arterio by SWR, the Class 701 is intended to replace the Class 455, 456and707and allow for the cascade of the Class 458. The Class 701 comprises ten-car 701/0 and five-car 701/5 sets.
SWR 701 517 on a delivery run at Derby
Information
Number built:
750 (90 10 and 5-car sets)
Built:
2019-
Builder:
Bombardier Derby / Alstom
Motor:
Bombardier traction system (750v DC OHLE)
Power:
(701/0): 5, 364 hp (4, 000 kW) (701/5): 2, 682 hp (2, 000 kW)
The original entry into service was planned to be 2019 though delays in construction meant the first unit was not completed until mid-2020. COVID delays and problems with the units (the Aventra family in general have had a troublesome entry into service) has meant that a limited entry into service did not occur until early 2024 though a full entry into service is not expected until 2026.
The Class 701 has regenerative braking and wide gangways between cars as well as wide doors and efficient layouts.
Cab side of 701 517 with Arterio branding
SWR branding
In Derby we are a long way from third rail land, motive power is via a Class 47!
The 1995 Tube Stock fleet was built in the late 1990s to modernise the Northern Line. They replaced the 1959 and 1972 Tube Stock on the line. Externally, the 1995 Tube Stock looks very similar to the 1996 Tube Stock which was built concurrently for the Jubilee Line. The 1995 Tube Stock is in six-car sets [1] not seven like the 1996 trains and has quite different electrical equipment and internal layouts to the Jubilee Line stock.
51502 at Edgware
Information
Number built:
636 (106 6-car sets)
Built:
1996-1999
Builder:
GEC Alstom Birmingham
Engine:
4 Alstom ONIX three-phase AC induction motors per motor car (630v DC fourth rail)
Formation:
Driving Motor (DM)+Trailer (T)+Non-Driving Motor (UNDM)+UNDM+T+DM
The 1995 Tube Stock has an AC traction control system unlike earlier tube stock which had DC. It has an Alstom ONIX three phase insulated gate bipolar transistor drive (IGBT) drive which supplies variable voltage and frequency to four traction motors per motor car [2]. This is considered more efficient than DC drive and lighter (for example AC motors have no brushes) giving a better power/weight ratio. The IGBT drive can switch high currents very rapidly with a smoother and more even acceleration than earlier systems including the Gate Turn Off system used on the 1996 Tube Stock [3].
The fleet has served the Northern Line well and was given a refresh in 2013 with new seats and improved interiors [4]. The extension of the Northern Line to BatterseaPower Station [5] and a possible splitting of the two Northern Line branches into separate lines was at one time thought to require more rolling stock. A top-up order of 1995 Tube Stock was mooted, however recent financial constraints have put paid to that plan for now.
51622 arrives at Highgate
51677 departs Tufnell Park
51683 at Battersea Power Station
51665 arrives at Totteridge & Whetstone
51683 arrives at Nine Elms
[1] Ben Muldoon, London Underground Rolling Stock Guide (Ian Allan, 2014) p. 50 [2] TfL London Underground Rolling Stock Information Sheet (4th Edition) [3] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 175 [4] Kim Rennie, Underground and Overground Trains (Capital Transport, 2017) p. 22 [5] Northern Line extension <https://tfl.gov.uk/travel-information/improvements-and-projects/northern-line-extension>
F.C. Hibberd began building petrol and diesel locomotives for industrial purposes in 1927. Their locomotives had the name Planet, though this name was also used by the company's road tractors. The origin in the name came from the Kent Construction & Engineering Company who built industrial locomotives after World War 1 under the Planet name. In 1926 the company closed but two of the directors set up F.C. Hibberd and continued the Planet name.
Planet locomotive [1]
Information for typical late model Planet
Built:
1960
Builder:
F. C. Hibberd
Motor:
BUT 680 series 6-cyl diesel
Power:
163 hp (122 kW)
Wheel arrangement:
4wDH
F.C. Hibberd continued building Planet locomotives in a variety of configurations and gauges until 1968, by then the company was part of Butterley Engineering. Many examples of Planet locomotives have been preserved.
[1] "Products of interest", International Railway Journal (December 1961) p. 54
The Class 158 diesel multiple unit (DMU) is one of the mainstays of cross country routes, having being built as express DMUs in the early 1990s to replace loco-hauled trains and older DMUs on provincial and regional services [1]. Nearly two hundred sets were built, they currently serve with multiple Train Operating Companies across Britain. Some have been converted to Class 159.
Scot Rail 158 735 at Nairn
Information
Number built:
354 (182 2 and 3 car sets)
Built:
1990-92
Builder:
BREL Derby
Engine:
Cummins NTA855R1/3 or Perkins 2006-TWH diesel engine per power car
Power:
350 hp (260 kW) or 400 hp (300kW) per vehicle
Formation:
2-car : Driving Motor Standard Lavatory (DMSL)+DMSL
or DMSL+Driving Motor Composite Lavatory (DMCL) 3-car : DMSL+Motor Standard (MS)+DMSL
or DMSL+DMSL+DMSL
The Class 158 operates as either a two or three-car set, mostly with a Cummins engine though a few were fitted with Perkins engines instead. Currently the fleet is split into the 158/0 and 158/9 sub-classes. The latter were originally two-car sets but were beefed up into three-car by the addition of an extra driving coach though the cab of this is locked out of use.
The Class 158 is in operation with Northern, Scot Rail, Transport for Wales, South Western Railway, Great Western Railway and East Midland Railway. Twelve three-car sets were also built by BREL Derby for the Thailand state railway and also continue in service.
EMR 158 857 at Uttoxeter
Transport for Wales 158 840 at Shrewsbury
Aboard a TfW 158
EMR 158 773 departs Netherfield
Northern 158 816 at Sheffield
[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 140
