Class 458 5-JOP

The Class 458 4-JOP (Juniper Outer-suburban Porterbrook) was built for South West Trains in the late 1990s to replace some Class 411s. Although they were designed for the 750v DC third rail network they were "future proofed" with provision to support a pantograph and overhead electric collection, though have not carried one yet [1].

South Western Railway 458 506 at Reading

Information
Number built:	120 (30 4-car sets) (rebuilds) 180 (36 5-car sets)
Built:	1999-02 (rebuilds) 2013-6
Builder:	Althom (Washwood Heath) (rebuilds) Wabtec (Doncaster) & Brush Traction (Loughborough)
Motor:	6 Althom ONIX 800 traction motors (750v DC third-rail)
Power:	2, 172 hp (1, 620 kW)
Formation:	(original) Driving Motor Composite Open (DMCO)+ Pantograph Standard Open (PSO)+Motor Standard Open (MSO)+ DMCO (rebuilds) Driving Motor Standard Open (DMSO)+ PSO+MSO+TSO+DMSO

Their entry into service as 458/0 was unfortunately fraught with technical difficulties with serious usage on the London Waterloo to Reading and Guildford-Ascot routes not happening for several years and after many modifications [2]. The unreliability of the trains saw SWT plump for the "Desiro" Class 444/450s instead of more 458s to order to replace the majority of its "slam door" EMU fleet [3].

In 2011 after the withdrawal of the similar Class 460 from the Gatwick Express it was decided to use cars from the 460 to strengthen the 458s as five car trains (5-JOP). The trains were also refurbished and rebuilt with an improved appearance including full gangways. Five "new" 458/5s (as they became known) were also created from spare rebuilt 460 cars. Work was completed in 2016 [5]. They are now operated by South Western Railway.

458 509 arrives at Winnersh Triangle

In SWT days, 458 534 and friend at Clapham Junction

458 520 arrives at Addlestone

458 535 at Clapham Junction

458 515 at Clapham Junction

[1] "Class 458" Southern Electric Group <http://www.semgonline.com/gallery/class458_01.html>
[2] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013), p. 356
[3] "Train firm to replace new fleet", BBC News <http://news.bbc.co.uk/1/hi/england/london/3388679.stm>
[4] "Fire damaged 458 under repair", Railways Illustrated Issue 157 (March 2016)
[5] "458/5 programme nears completion", Today's Railways UK Issue 171 (March 2016)

Nottingham Express Transit Citadis 302

The launch stock for the Nottingham Express Transit light rail system was the Bombardier Incentro. For phase two of NET with extensions to Beeston and Clifton, NET needed more trams and ordered a fleet of twenty-two Alstom Citadis 302s, a very successful type of tram used throughout the world.

Tram 237 departs Compton Acres

Information
Number built:	22
Built:	2013-14
Builder:	Alstom
Motor:	Alstom traction system (4 motors) (750v DC OHLE)
Power:	480 hp (358 kW)
Wheel arrangement:	Bo-2-Bo

Deliveries of the trams began in 2013 with an entry into service in 2014. The Citadis introduced a new livery for NET trams which the older Incentros also received when they were refurbished.

Like the Incentros, the Citadis trams are made up of five short articulated sections. The trams have seats for fifty eight passengers [1].

Arriving at Clifton Centre

One of the driver's cab

Tram 224 departs Bulwell

Tram 226 arrives at Nottingham Station

A tram arrives at Southchurch Drive North

[1] Robert Prichard & Alan Yearsley, UK Metro & Light Rail Systems (Platform 5, 2019) p. 134

Class 701 Aventra Arterio

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, 456 and 707 and 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!

London Underground 1995 Tube Stock

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 Battersea Power 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>

Class 730 Aventra

The Class 730 is part of the Aventra family and is being built for West Midlands Trains to replace the Class 323, Class 319s and some Class 350s operated by West Midlands Railway and London Northwestern Railway.

WMR 730 005 stands at Crewe

Information
Number built:	333 (81 3 or 5-car sets)
Built:	2020-
Builder:	Alstom Derby (Bombardier)
Motor:	Bombardier traction system (25kV AC OHLE)

The first Class 730 was built in 2020 and began testing in 2021. Entry into service is planned for late in 2023, at first the 730s will replace the Class 319s operated by LNWR. 

The 730/0s are 3-car sets which will be operated by WMR on the Cross City Line. Five car 730/1 and 730/2 will be operated by LNWR on outer suburban and long-distance routes. Unlike other Aventra family units such as the Class 345, the Class 730 has gangway connections on the ends of the units.

730 005 at Lichfield Trent Valley on test

WMR 730 026 at Stafford

LNWR 730 103 at Stafford

Cab side view of 730 005

Another view of 730 005 at Crewe

Class 180 Coradia 1000

The Class 180 is part of the Coradia 1000 family of Diesel Multiple Unit like the Class 175. The Class 180 however, has a very different appearance with a sleek streamlined exterior [1]. The Class 180 was built for First Great Western to supplement High Speed Trains on services out of London Paddington. Like the iconic HST, the Class 180 is also able reach 125 mp/h. Unfortunately, the Class 180s had a number of faults and problems and their entry into service was delayed until the end of 2001, over a year late.

Grand Central 180 at London Kings Cross

Information
Number built:	70 (14 5-car sets)
Built:	2000-01
Builder:	Alstom Birmingham
Engine:	Cummins QSK19 diesel per car
Power:	3, 750 hp (2, 800 kW)
Formation:	Driving Motor Standard Lavatory (DMSL)+Motor First Lavatory (MFL)+Motor Standard Lavatory (MSL)+Motor Standard Lavatory Restaurant Buffet (MSLRB)+DMSL

FGW (by now GWR) replaced most of their 180s with extra HSTs, which they received from cascades elsewhere though GWR kept five sets for services on the Cotswold Line for a time. The Class 180s have found further use with other operators. Nowadays, they are operated by Grand Central and East Midland Railway. They have also been operated by a number of other operators including Northern Rail and Hull Trains.

EMR 180 109 at Leicester

Grand Central 180 102 passes through Peterborough

In FGW/GWR days a Class 180 at Worcester Foregate Street

Grand Central 180 101 at York

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 166

Class 390 Pendolino

The Class 390 replaced locomotive hauled services out of London Euston following the modernisation of the West Coast Main Line at the turn of the century [1]. The trains incorporate tilting technology which have allowed speeds on the WCML to be increased to 125mp/h. The Class 390, known as the Pendolino, is capable of 140 mp/h but signalling and line restrictions have meant that service speeds are limited.

Avanti WC 390 049 passes through Rugeley Trent Valley

Information
Number built:	574 cars (57 9 and 11 car sets)
Built:	2001-12
Builder:	Alstom (Washwood Heath and Italy)
Motor:	2 Alstom ONIX 800 traction motors per motor car (25kV AC OHLE)
Power:	390/0: 6 ,839 hp (5 ,100 kW) 390/1: 8, 763 hp (6, 557 kW)
Formation:	390/0: Driving Motor Restaurant First (DMRF)+Motor First (MF)+ Pantograph Trailer First (PTF)+Motor Standard (MS)+ Trailer Standard (TS)+MS+Pantograph Trailer Standard Restaurant Buffet (PTSRMS)+MS+ Driving Motor Standard Open (DMSO) 390/1: DMRF+MF+PTF+MF+TS+MS+TS+MS+PTSRMS+ MS+DMSO

The original order was for fifty-three 8-car sets, these were later strengthened to 9-cars and a number of 11-car sets have also been built to try and meet an increase in demand on the WCML.

All sets are in daily service apart from one set which was written off in the Grayrigg fatal rail derailment in 2007 [2]. Demonstrated by the crash, the strength of the train was commended with it having improved crashworthiness compared to earlier trains. All Class 390s were operated by Virgin Trains until the franchise changed to Avanti West Coast in 2019.

390 050 at Aston

390 136 at Stoke-on-Trent

Passing through Sandwell & Dudley

390 165 at Rugeley Trent Valley

390 016 at Aston

[1] Colin J. Marsden, DMU and EMU Recognition (Ian Allan, 2013) p. 296
[2] RAIB Report, Derailment at Grayrigg <https://www.gov.uk/raib-reports/derailment-at-grayrigg>

Class 466 Networker

The Class 466 is part of the Networker family and the companion to the 4-car Class 465. The Class 466 was built for Network South East's lines in Kent. The 466 is a 2-car version of the 465 for lower patronage branch lines and also to augment other services in peak times [1]. Unlike the 465 production which was split between BREL York and GEC, the 466 was built entirely by GEC Alstom and thus the fleet has a standard traction package [2].

Southeastern 466 012 at Lower Sydenham

Information
Number built:	86 (43 2-car sets)
Built:	1993-94
Builder:	GEC Alstom Birmingham
Engine:	4 Alstom G352AY traction motors (750v DC third rail)
Power:	1, 500 hp (1, 120 kW)
Formation:	Driving Motor Standard Open (DMSO)+ Driving Trailer Standard Open (DTSO)

Following privatisation the Class 466s were taken over by Connex South Eastern, then South Eastern Trains and currently is operated by Southeastern. Withdrawals of some 466s and 465s began in 2021 to make space for transferred Class 707s.

466 020 at Waterloo East

466 006 at Grosvenor Road Sidings

466 030 passing through Peckham Rye

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 363
[2] Colin J Marsden (ed.) "The Networker Family", Modern Locomotives Illustrated No. 233 February-March 2017 (Networker, Juniper & Javelin Stock) p. 4

Class 67

The Class 67 is a mixed traffic locomotive able to reach 125mp/h and intended to haul postal trains and other special services like the Royal Train [1]. By the time the locomotives had arrived from Spain the intended post services had left the railway so they have been mostly involved on charter, passenger and other general duties instead. When they arrived they were restricted to 110 mp/h because of the high axle load but bogie modifications have restored their design speed. Problems with exceeding the loading gauge also delayed their introduction into service.

67 010 at Kidderminster Town

Information
Number built:	30
Built:	1999-2000
Builder:	Alstom Meinfesta / General Motors
Engine:	GM 12N-710G3B-EC diesel
Power:	3, 200 hp (2, 386 kW)
Wheel arrangement:	Bo-Bo

A major duty for the Class 67 was on Chiltern Railway's expresses from London Marylebone to the Midlands though they were replaced by newer Class 68s after a few years. Twenty eight are operated by DB Cargo and the other two Colas Rail. 

67 008 at Birmingham Moor Street

67 018 at Birmingham Snow Hill

67 010 brings a charter into Bridgnorth

A Class 67 with a charter heads through East Midlands Parkway

67 012 and friend at London Marylebone

[1] Colin J Marsden, Traction Recognition (Ian Allan, 2011) p. 76

Class 175 Coradia 1000

The Class 175 is part of the Coradia DMU family, along with the Class 180. They were built for long-distance services in Wales and the North West in the early privatised railway years [1]. The fleet was originally operated by First North Western, then Wales & Borders before being transferred to Arriva Trains Wales in 2004. Nowadays they are operated by ATW's successor Transport for Wales. Some were leased to First TransPennine Express for a time.

Transport for Wales 175 008 at Shrewsbury

Information
Number built:	70 (27 2 or 3-car sets)
Built:	1999-2001
Builder:	Alstom Birmingham
Motor:	Cummins N14 diesel per car
Power:	900 hp (670 kW) / 1, 350hp (1, 005kW)
Formation:	(175/0) DMSL (Driving Motor Standard Lavatory)+DMSL (175/1) DMSL+MSL (Motor Standard Lavatory)+DMSL

The Class 175 has two sub-classes, the 175/0 being 2-car sets (eleven sets) and the 175/1 3-car (sixteen sets). All Class 175 cars are powered, and - importantly for long-range routes - have toilets!

Arriva Trains Wales 175 002 at Crewe

TfW 175 008 arrives at Hereford

TfW 175 008 again, this time at Church Stretton

A year earlier 175 008 is in ATW livery at Manchester Piccadilly

TfW 175 003 at Crewe

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2018) p. 164