English Electric Battery Electric Locomotive for Ribble Power Station

Ribble Power Station near Preston began operating in 1924 and operated until 1976. It was a coal powered station and therefore needed a lot of coal bought in, which came in largely by boat. A railway line handled wagons of coal and spent ash, as is usual with coal powered stations using steam traction was considered dangerous due to sparks which could ignite the coal. Many stations used fireless steam locomotives but in the case of Ribble English Electric built this battery electric locomotive.

Information
Number built:	1
Built:	1924
Builder:	English Electric
Wheel arrangement:	4wBE

The locomotive [1]

[1] "Electricity supply developments in Preston", English Electric Journal (October 1925) p. 115

Class 165 Network Turbo

The Class 165 "Network Turbo" was built for British Rail in the early 1990s to replace first generation diesel multiple units on Thames Valley and Chiltern route suburban services [1]. Seventy six 2-car and 3-car sets were built and all but one, which was destroyed in the Ladbroke Grove rail disaster, remain in service today with Chiltern Railways and Great Western Railway.

GWR 165 106 arrives at Reading West

Information
Number built:	144 (76 2- and 3-car sets)
Built:	1990-92
Builder:	BREL York
Engine:	Perkins 2006-TWH diesel (one per car)
Power:	700 / 1, 050 hp (520 / 780 kW)
Formations:	165/0: Driving Motor Standard Lavatory (DMSL)+ Motor Standard (MS)+Driving Motor Standard (DMS) or DMSL+DMS 165/1: Driving Motor Composite Lavatory (DMCL)+MS+DMS or DMCL+DMS

The Class 165 are two sub-classes. the 165/0 was originally built for Chiltern services on Network South East and remains on the same routes including services from London Marylebone to Birmingham, to Aylesbury and to Stratford-upon-Avon. Trip-cock equipment has been fitted to Chiltern units as they travel on London Underground track between Harrow-on-the-Hill and Amersham.

The 165/1 was built for services out of London Paddington along the Great Western main line. They are still in service on Thames Valley services to destinations such as Oxford and Banbury. They have bogie modifications to allow for a higher top speed (90 mp/h as opposed to 75 mp/h on the 165/0).

GWR 116 at Basingstoke

Chiltern 165 035 at Little Kimble

GWR 165 018 at Reigate

GWR 165 117 and friend at Oxford

Chiltern 165 011 at Haddenham & Thame Parkway

[1] Colin J Marsden, DMU and EMU Recogition Guide (Ian Allan, 2013) p. 149

Stadler Variobahn (London Trams)

Six of these trams were ordered from Stadler to augment the existing fleet of Flexity Swift CR4000s on what was at the time called Croydon Tramlink (now called London Trams). These trams entered service in 2012. Four more trams were ordered in 2015 and the final two in 2016 [1]. The Variobahn trams are slightly longer than the CR4000s (with a slightly higher capacity) and have five sections instead of three.

2564 at Morden Road

Information
Number built:	12
Built:	2011-16
Builder:	Stadler
Motor:	8 Stadler traction motors
Power:	480 hp (360 kW)
Wheel arrangement:	Bo-2-Bo

Although the Variobahn trams can be seen through the London Tram network, the preference is to use them on the longer Line 2 route.

2562 departs Morden Road

2562 arrives at Mitcham

Both types of tram operated by London Trams meet at Morden Road

[1] Robert Prichard & Alan Yearsley, UK Metro & Light Rail Systems (Platform 5, 2019) p. 130

Class 43 (British Railways/Ruston Paxman 2,250hp Diesel-Electric) High Speed Train

The High Speed Train (HST), powered by a Class 43 powercar at either end of the train, is arguably the most successful diesel powered high speed train in the world. The HST bought 125mp/h speeds to British Rail Inter City expresses in the late 1970s, helping to revitalise long-distance rail travel when it was at a low ebb. Indeed, it is not an exaggeration to say the HST changed the face of rail travel in the UK once and for all and helped stem a seemingly unstoppable decline. The futuristic streamlined shape of the power cars (which can surely be considered a British design classic) quickly became the face of BR publicity [1]. The HST was an instant hit with the public with passenger numbers on the HST services rising by fifteen percent within the first two months of operation. The HST still holds the official speed record for a diesel hauled passenger train of 148 mp/h.

43 185 in Intercity livery (operated by GWR) at London Paddington

Information
Number built:	197
Built:	1976-82
Builder:	BREL Crewe Refurbished by Brush Traction (2006-9)
Engine:	(Original) Paxman Valenta 12RP200L diesel (Refurbished) Paxman 12VP185 or MTU 16V4000 R41R diesels
Power:	(Valenta) 2, 250 hp (1, 678 kW) (12VP185) 2, 100 hp (1, 565 kW) (MTU) 2, 250 hp (1, 676 kW)
Wheel arrangement:	Bo-Bo

The Intercity 125 High Speed Train was introduced in October 1976 [2] following trials earlier in the decade with the prototype HST Class 41/252. Originally, the HST was designated a diesel electric multiple unit with units allocated to Western Region numbered Class 253 and those on Eastern Region Class 254.

However, in the 1980s the power cars were allocated the TOPS number Class 43 (the original Class 43 was the "Warship" diesel-hydraulic locomotive), they are after all proper locomotives capable of independent operation (though this is fairly rare in practice), the Mark 3 coaches they haul/propel differ from loco-hauled Mark 3s with different electric systems and a lack of buffers and can only work properly with Class 43s. The Class 43 only has a driving cab at the streamlined end, the prototype Class 41 also had auxiliary cab controls for shunting at the other end but this was not continued with the production power cars.

Ironically, the HST only came about because of a lack of funds for electrification of more main line routes after the completion of the West Coast Main Line [3]. The HST was devised as a stop-gap... that has so far lasted over forty years! Although they have been slowly replaced from some of their original routes they have been cascaded onto other routes and should continue to serve well into the 2020s. In the mid to late 2000s the fleet was heavily refurbished with the original Paxman engines replaced mostly by MTU units [4] though some have also been fitted with Paxman VP185 diesels since the early 1990s. 

The Class 43 has also been exported to Australia where power cars heavily based on the Class 43s powered the XPT which is still in service [5]. In the late 1980s a small number of Class 43s were taken out of service, fitted with buffers, and formed driving van trailers for the new Class 91 which replaced the HST on the newly electrified East Coast Main Line. Once purpose built DVTs had been built the modified Class 43s were returned to service [6]. Withdrawn power cars have been exported to Mexico and Nigeria.

The Class 43 currently serves with ScotRail and has served with a number other companies in the privatised era including GWR and Cross Country. The ScotRail sets are shorter than older sets to enable improved acceleration. There are also a number of full-length HST sets in use for rail holidays and tours. Some cars are also in service with Network Rail in the New Measurement Train and other departmental uses.

Colas operated 43 272 hauls a test train through Chepstow

Cross Country 42 239 at Birmingham New Street

43 018 preserved in original BR livery at Crewe Heritage Centre

GWR 43 029 at Newport

The New Measurement Train at Sheffield

[1] Chris Heaps, BR Diary 1968-1977 (Ian Allan, 1988) p. 99
[2] Brian Haresnape, High Speed Trains (Ian Allan, 1983) p. 51
[3] Colin J. Marsden (ed.), "The Production HSTs", Modern Locomotives Illustrated No. 208 August-September 2014 (The HST Part 1: The BR Days) p. 28 
[4] Colin J. Marsden, Traction Recognition (Second Edition) (Ian Allan, 2009) p. 34
[5] Marsden, MLI 208 p. 71
[6] Marsden, Traction p. 36

KTMB Class 20

These diesel locomotives were built by English Electric for the Malaysian Railways (Keretapi Tanah Melayu Berhad) in 1957. They were the first main line diesel locomotives to be introduced in Malaysia. They were used for the main passenger express services but also could be used on some freights. They had a bonnet nose like other English Electric diesel locomotives such as the Classes 37 and 40 though had the same engine which was fitted to re-engined Class 31s! The locomotives were built for metre gauge.

A Class 20 on delivery (right), with it is another EE built loco, a class 15 shunter [1]

Information
Number built:	26
Built:	1957
Builder:	English Electric Vulcan Foundry
Motor:	English Electric 12SVT diesel
Power:	1, 500 hp (1, 119 kW)
Wheel arrangement:	Co-Co

The locomotives were withdrawn from services in the late 1980s. One has been preserved.

[1] "Export orders", Board of Trade Journal Vol. 199 Issue 3831 (19 August 1970) p. 416

Class 323

The Class 323 is a fleet of high-density electric multiple units (EMUs) built in the early 1990s for British Rail. They were built to replace older EMUs coming to the ends of their lives and to supply the Birmingham Cross-City Line, which was finally being electrified with new rolling stock [1]. Forty three three-car units were built by Hunslet Transportation Projects during 1992-3 for the Cross City Line and for the North West for services to Manchester Airport.

West Midland Railway 323 204 at Bromsgrove

Information
Number built:	129 (43 3-car sets)
Built:	1992-93
Builder:	Hunslet TPL
Motor:	4 Holec DMKT 52/24 traction motors (25kV AC OHLE)
Power:	1, 566 hp (1, 168 kW)
Formation:	Driving Motor Standard Open (DMSO)+Pantograph Trailer Standard Open Lavatory (PTSOL)+DMSO

The Class 323 proved unreliable when first delivered, the traction package causing a number of problems especially with cooling. It was a couple of years after delivery before they became fully operational. Later on however, Northern's fleet won awards for its reliability.

Twenty six sets currently serve with West Midlands Railway (previously London Midland) and seventeen with Northern Rail, operating on electrified commuter lines around Birmingham and Manchester. The EMUs have completed a retractioning programme replacing the original Gate Turn-Off thyristor equipment with a more advanced Integrated Gate Bipolar Transistor set-up [2].

West Midlands Railway's 323s are due for replacement from 2024 by the Class 730, part of the Bombardier Aventra family, some of the sets are moving to Northern to strengthen their fleet. The Northern fleet is meanwhile being refurbished with LED lighting, new passenger information screens and an accessibility compliant toilet [3].

Northern 323 239 arrives at Holmes Chapel

Back in London Midland days, 323 220 at Lichfield Trent Valley

WMR 323 205 at Chester Road

Aboard a WMR 323

Northern 323 234 at Sandbach

[1] Colin J. Marsden, DMU and EMU Recognition (Ian Allan, 2013) p. 262
[2] Ian Walmsley, "A traction heart transplant", Modern Railways (March 2017) p. 43
[3] "First refurbished 323 for Northern", Modern Railways (December 2019) p. 84

Class 805 AT300

The Class 805 is part of the Intercity Express Programme family like the Class 802 and 810 and are bi-mode units for Avanti West Coast to replace the Class 221 on services between London Euston and north Wales. A big advantage of the 805 over the pure diesel 221 is that electric traction can be used while travelling under wires which a fair amount of the route is under.

805 001 on test at Stafford, it had yet to receive Avanti WC livery

Information
Number built:	65 (13 5-car sets)
Built:	2021-
Builder:	Hitachi
Motor:	Hitachi traction system (25kV AC OHLE) & MTU 12V 1600 R80L diesel

Testing of the units began in 2022 ahead of an expected entry into service by the end of 2023 but that has now been pushed back until Summer 2024.

805 003 at Stafford

805 001 and 005 coupled up

805 004 passes through Stafford

Class 172 Turbostar

The Class 172 diesel multiple unit is a member of the Turbostar family (which also includes the Classes 170 and 171). It is similar to the Class 170 but has diesel-mechanical transmission and a more austere interior to suit inner-suburban routes. They also have lighter bogies than other Turbostars.

WMR 172 214 arrives at Old Hill

Information
Number built:	117 (39 2 or 3 car sets)
Built:	2010-11
Builder:	Bombardier Derby
Engine:	MTU 6H1800R83 diesel per vehicle
Power:	968hp (720kW) / 1, 449hp (1, 080kW)
Formation:	Driving Motor Standard (DMS)+DMS or DMS+Driving Motor Standard Lavatory (DMSL) or DMSL+Motor Standard (MS)+DMS

They were ordered for London Overground, Chiltern Railways and London Midland (now West Midlands Railway). [1] The London Overground sets (Class 172/0) were cascaded to West Midlands Railway once electrification of the Gospel Oak-Barking Line which they operated on was completed. Chiltern's 172s (Class 172/1) were also transferred to strengthen the West Midlands Railway fleet, so all Class 172s are now operated by the same company.

The 172/3s are 3-car sets with the other sub-classes being 2-car. Most Class 172s have gangway doors (like most Electrostars) though some have a standard Class 170 style Turbostar front-end.

In London Midland days, 172 335 arrives at Earlswood

Inside a WMR 172

172 337 at Acocks Green

172 008 (ex-London Overground) at Nuneaton

172 218 at Wilmcote

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 162

English Electric / Cravens Motor Cars for the La Guaira and Caracas Railway

The La Guaira and Caracas Railway was a narrow gauge (914mm gauge) line that linked Caracas to the port of La Guira. The line was electrified in the 1920s and used a combination of Swiss built locomotives and British built passenger motor cars. The latter were built by Cravens with electrical equipment by English Electric. The motor cars could carry passengers and also haul other carriages.

One of the motor cars [1]

Information
Number built:	4
Built:	1927
Builder:	Cravens / English Electric
Motor:	4 DK109 traction motors (1500v DC OHLE)
Power:	264 hp (197 kW)
Wheel arrangement:	Bo-Bo

The motor cars served into the 1940s but the line suffered from competition with road transport, and was a different gauge to other railways in Venezuela, after a period of financial difficulty it was nationalised. After storm damage in 1951 the railway was not repaired due to a lack of government finance and closed. The motor cars managed to survive stored at Caracas until the end of the 1950s but were scrapped. Little trace of the railway now remains.

[1] "Electrification of the La Guaira and Caracas Railway", English Electric Journal (4/1928) p. 74

Class 66

As the LMS/BR Black 5 and Class 47 were to previous generations, the Class 66 is to this one: the universal locomotive that can be seen pretty much anywhere on the national railway network. With a huge fleet of 480 built (most of which are still in service) available it handles the bulk of freight traffic. Indeed more than any other class it is the face of British rail freight. The Class 66 was based conceptually on the Class 59, a US/Canada built freight locomotive bought in small numbers by private companies to haul trains in the latter days of British Rail. The 66 uses the same body shell meaning there are many aesthetic similarities to the 59 but the 66 has a different engine model and traction equipment [1].

EWS liveried 66 221 passes through Stafford

Information
Number built:	480
Built:	1998-2016
Builder:	Electro-Motive Diesel
Engine:	EMD 12N-710G3B-EC diesel (66/9) EMD 12N-710G3B-T2 diesel
Power:	3, 300 hp (2, 461 kW)
Wheel arrangement:	Co-Co

The Class 66 was initially ordered by EWS (now part of DB Cargo) in the early days of rail privatisation, the first order was for 250 with subsequent carry-on orders continuing until 2016 when the final batch arrived in the UK. No further new 66s are likely due to changes in EU emission rules. Similar locomotives have been built by EMD for operators in Europe and elsewhere, some of these being later imported to join the British fleet.

The very final Class 66, 66 779, was painted in British Railways lined green and named "Evening Star" after the last steam locomotive built for British Railways [2].

Sub-class	Details
66/0	Original 250
66/3	Extra locomotives now operated by DRS
66/4	DRS and Freightliner operated
66/5	Freightliner operated
66/6	Freightliner operated, re-geared for heavier trains, lower top speed
66/7	GB Railfreight operated
66/8	Colas operated
66/9	With lower emissions engine

The Class 66 is currently operated by DB, Colas, Freightliner, GB Railfreight and DRS. The vast majority are still in service, two have been written off following accidents.

DB 66 041 waits for a signal at Sandbach

Freightliner 66 538 heads through Rugeley Trent Valley

Freightliner 66 517 passes Water Orton

Freightliner 66 543 and 566 rest at Crewe

Another Freightliner loco, 66 545 passes Brondesbury

[1] Colin J. Marsden, Traction Recognition 2nd Edition (Ian Allan, 2008) p. 66
[2] "GBRF Names Last 66 Evening Star", Railways Illustrated No. 161 (July 2016)

Ruston and Hornsby 223741 (20DL)

Ruston & Hornsby built many 20DLs over a lengthy period. The example here, with the works number 223741 is now preserved at Crich Tramway Museum. The 20DL refers to the power rating (20hp) and DL means narrow gauge. However, 223741 is now a standard gauge locomotive having been converted from 600mm gauge in 1963. A similar locomotive at Crich is 326058.

223741 at Crich

Information
Number built:	1
Built:	1944
Builder:	Ruston & Hornsby
Motor:	Ruston & Hornsby 2VSHL diesel
Power:	20 hp (15 kW)
Wheel arrangement:	4wDM

The locomotive was formerly operated by the Accrington Corporation.

Nottingham Express Transit Incentro AT6/5

These trams were the first built for the Nottingham Express Transit (NET) metro which began operations in 2004. The trams are a variant of the Bombardier Incentro design, this was originally an ADtranz design but by the time production began Bombardier has taken ADtranz over.

Tram 211 at Southchurch Drive North

Information
Number built:	15
Built:	2002-3
Builder:	Bombardier Derby
Motor:	8 Bombardier asynchronous electric motors (750v DC OHLE)
Power:	480 hp (360 kW)

The trams have five short articulated sections. The trams were refurbished in 2012-13 and have been supplemented by a fleet of Alstrom Citalis trams as the NET has expanded.

204 at Nottingham Station

Behind one of the driver cabs

214 at Compton Acres

In the other direction, 211 arrives at Compton Acres

211 stands at Nottingham Station

English Electric Battery Locomotives for the Rhodesia and General Asbestos Corporation

English Electric built hundreds of electric and battery electric locomotives for industrial and commercial customers. These two locomotives were built for the Rhodesia & General Asbestos Corporation for work at it's Shobani mine. The locomotives worked in tropical conditions at altitude both above and below ground.

The two locomotives [1]

Information
Number built:	2
Built:	1928
Builder:	English Electric
Motor:	2 DK51F electric motors
Power:	15 hp (11.2 kW)
Wheel arrangement:	4wBE

The locomotives could maintain maximum power for an hour with their 95v batteries. The locomotives were not very powerful perhaps though they were pretty small (though weighed four and a half tons), they operated on a 1 foot 6 inch gauge (457mm minimum gauge) railway.

[1] "A recent industrial locomotive installation", English Electric Journal Vol. 4 Issue 2 (1928) p. 60

Class 508 (BREL York Suburban Services 3-car)

The Class 508, part of the 1972 Standard PEP family like the Class 313 and 507, was built for the Merseyrail DC third rail network. However, as there was a desperate need for new stock on Southern Region in the late 1970s they served there initially until the new Class 455 could be built [1].

Merseyrail 508 125 at Ellesmere Port

Information
Number built:	172 cars (as built 4-car sets later 3-car sets)
Built:	1979-80
Builder:	BREL York
Motor:	8 GEC G380AZ traction motors per unit (750v DC third rail)
Power:	880 hp (657 kW)
Formation:	As built: Driving Motor Standard Open (DMSO)+Trailer Standard Open (TSO)+TSO+Battery Driving Motor Standard Open (BDMSO) Later: DMSO+TSO+BDMSO

Not all sets went North, some remained in the South East as Class 508/2 though none of these are still in service. In the early 2000s three sets worked alongside the Class 313 on the London Euston-Watford route [3] as Class 508/3 but in recent years the only 508s in service have been the twenty seven Class 508/1s sets operated by Merseyrail on it's DC third rail network alongside the Class 507.

Merseyrail replaced them with the new Class 777 [4] though there were delays in introducing the new units, the Class 508 finally left service at the start of 2024. Some ex-Class 508 cars do still exist, having been part of strengthened Class 455/7 formations since the 1980s.

508 130 at New Brighton

508 108 at Bank Hall

508 103 at Liverpool Lime Street Low Level

Aboard 508 123

508 120 at Hooton

[1] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 74
[2] Bruce Oliver, Southern EMUs Before Privatisation (Ian Allan, 2010) p. 86
[3] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 389
[4] "Five shortlisted for new Merseyrail trains", Today's Railways UK No. 171 (March 2016)