Class 73/9 Rebuilds

The Class 73 Electro-diesel was for a long time a unique specimen on Britain's railways, being able to operate using electric or it's own diesel generators (bi-modes as they are now termed are more common now). While the Class 73 remains in service with various operators in the early 2010s there were two separate re-engineering efforts to rebuild locomotives and greatly increase the diesel power (the original Class 73s only had a 600hp diesel).

Cummins powered 73 952 at Kidderminster Town

Information
Number built:	13 (Rebuilds)
Built:	(Original) 1962-67 (Rebuilds) 2013-4
Builder:	(Original) BR Eastleigh / English Electric (Rebuilds) Brush Traction or Rail Vehicle Engineering Limited
Motor:	MTU 8V 4000 R43L diesel or 2 Cummins QSK19 diesels / 750v DC third rail
Power:	1, 600 hp (1, 193 kW) (MTU) 1, 500 hp (1, 119 kW) (Cummins) 1, 420 hp (1, 059 kW) Electric
Wheel arrangement:	Bo-Bo

Although the two types of re-engineered locomotives have quite different equipment they are all termed Class 73/9 although at one time it was considered to renumber them Class 75 (this would have cost more in administration and re-certification). In both cases the work included replacing the original EE diesel with a much more powerful motor and replacing worn electrical and mechanical components.

Thirteen have been re-engineered to date in two phases. The "Phase 2" Class 73s with MTU diesels have had their third rail equipment removed. As virtually "new" locomotives they will likely serve with Network Rail, GB Railfreight and Caledonian Sleeper for a long time to come (they are expected to last at least twenty-five years). Two were converted by RVEL with two Cummins diesel, these are used by Network Rail. The other eleven are MTU powered.

MTU powered 73 964 at Tonbridge

73 952 cab

73 952 at Kidderminster Town

73 963 and friend at Derby

73 951 and a test train at Derby

Class 73 (BR Eastleigh / English Electric 1,420/600hp Electro-Diesel)

Despite the fact that diesel locomotives often spend a fair amount of time operating along electrified routes it is unusual that British Rail only ever built two classes of electro-diesel locomotives (these days better known as bi-mode) which could operate both as electric or diesel locomotives, the Class 73 and Class 74. Both were operated by BR's Southern Region, the Class 73 is the only survivor [1]. A number have been rebuilt and upgraded in the last few years (Class 73/9) so they look set to remain in service for a long time to come. these will be covered separately.

GB Railfreight 73 128 leads a class mate through Tonbridge

Information
Number built:	49
Built:	1962, 1965-67
Builder:	BR Eastleigh / English Electric
Motor:	English Electric 4SRKT Mk II diesel EE542A or EE546/1B traction motors (750v DC third-rail)
Power:	1, 420 hp (1, 059 kW) - Electric 600hp (447kW) - Diesel
Wheel arrangement:	Bo-Bo

The Class 73 is an electric locomotive designed to work with SR's 660-750v DC third-rail system. It also has a small diesel engine for operating on non-electrified lines or if the power is off. They are highly versatile locomotives that served on a whole range of traffic in Southern England, being true mixed traffic locomotives they could be found on passenger and freight services. 

Their numbers however were reduced in the privatisation era but only ten have been scrapped to date. Twelve have been preserved with the rest still operating on the network most usually employed hauling engineering trains.

Sub-class	Details
73/0	Original prototype batch, originally to have been called the Class 72
73/1	Main production batch, higher power output and speed
73/2	Modified for Gatwick Express push-pull duties (coupled to the Class 488 and 489)
73/9	Re-engineered and upgraded examples

They are currently operated by GB Railfreight, Network Rail, South Western Railway and Southern. 

GB Railfreight 73 136 is led through Kidderminster

73 140 preserved in NSE livery seen at Eridge

73 136 at Kidderminster Town

Another view of 73 140

73 210 preserved in Intercity livery at Wirksworth

[1] Colin J. Marsden, Traction Recognition (2nd Edition) (Ian Allan, 2008) p. 82

Class 307 AM7 / PCV

The Class 307 EMU, originally known as the AM7, was built for London Liverpool Street-Southend Victoria services. Originally they operated off 1500V DC overhead supply but in the early 1960s were converted to AC electric, first at 6.25kV and later the standard 25kV [1]. They were built to the then-standard EPB style of Southern Region though operated on Eastern Region rails.

Preserved DTBS 75023

Information
Number built:	128 (32 4-car sets)
Built:	1954-56 (PCV conversion) 1994-96
Builder:	BR Ashford/Eastleigh (PCV conversion) Hunslet-Barclay
Engine:	4 GEC WT44 traction motors (1500V DC OLHE later 6.25/25kV AC OLHE)
Power:	700 hp (520 kW)
Formation:	(original) Driving Trailer Standard Open (DTSO)+ Motor Brake Standard (MBS)+Trailer Composite (TC)+ Driving Trailer Standard (DTS) (AC conversion) Driving Trailer Brake Standard (DTBS)+ Motor Standard (MS)+TC+DTS (refurbished) DTBS+MS+Trailer Standard (TS)+ Driving Trailer Composite (DTC)

The Class 307s were refurbished in the 1980s, which introduced gangways between the vehicles, improved interiors and new bogies. They continued to be used on Great Eastern routes throughout the 1980s, some also working on the Wakefield Line for a time. All were withdrawn from passenger service in the early 1990s.

Originally it was planned to rebuild the Class 307s for parcel traffic as the Class 300 but the Class 325 was built instead for this work. However forty-two were rebuilt as Propelling Control Vehicles (PCV) for use on the end of locomotive hauled mail trains (the other end from the locomotive obviously) with the cab allowing for the train to be controlled at slow speeds [2], the PCV itself is unpowered. All but two were withdrawn from use in the early 2000s and many scrapped though some remain in storage. One PCV has also been preserved as well as an unconverted driving trailer as shown below.

Front view of the preserved car

Another view, at the time the car was at the Electric Railway Museum (now closed)

[1] Alec Swain, Overhead Line Electric Multiple Units (Ian Allan, 1990) p. 28
[2] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 221

Class 416 2-EPB

The Class 416 2-EPB EMU was built to supplement suburban Southern Electric services in the 1950s. They were the first Southern units, along with the four car Class 415 4-EPBs, to have Electro Pneumatic Brakes (hence the Alpha codes) [1]. There were two methods of manufacture; the 416/1 re-used underframes from withdrawn 2-NOL units [2] and the 416/2 was based on the Mark 1 coach design.

"Tyneside" 5793 when it was at the Electric Railway Museum (now closed)

A version of the Class 416 was also built for the South Tyneside electrified network between Newcastle and South Shields, these differed from Southern units by having greater luggage space with a larger guard's area, express ratio gearing [3] and a modified front end [4] to North Eastern Region's requirements. When the Tyneside electrified network was "de-electrified" in the early 1960s these units were sent to join the other 416s in Southern Region and suitably modified.

Information
Number built:	256 (128 2-car units)
Built:	1953-56
Builder:	BR Eastleigh
Engine:	2 English Electric EE507 traction motors (660-750v DC third rail)
Power:	500 hp (370 kW)
Formation:	Driving Motor Brake Standard (DMBS)+Driving Trailer Standard (DTS) "Tyneside Units" had first class accommodation and ran as DMBS+ Driving Trailer Composite (DTC)

The Class 416 continued in service into the 1980s with a number refurbished as 416/3s and 416/4s. Withdrawals began in the mid-1980s beginning with the "Tyneside" units and all were withdrawn by 1995. Some driving trailers were also used to help form the Class 206 "Tadpole" diesel electric multiple units [5].

Five units have been preserved.

6307 when it was also at the Electric Railway Museum

Front view of 5793

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 320
[2] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 34
[3] David Brown, Southern Electric Vol 2 (Capital Transport, 2010) p. 196
[4] Haresnape & Swain p. 38
[5] Brian Haresnape, Diesel Multiple Units: The Second Generation & DEMUs (Ian Allan, 1986) p. 36

Class 488

As with the Class 438, the Class 488 were unpowered sets of trailers given TOPS numbers in the Southern Region EMU grouping. The Class 488 was formed from redundant Mark 2f coaching stock (many of which were now surplus after the arrival into service of the HST [1]) for the modernisation of services from London Victoria to Gatwick Airport. A dedicated Gatwick Airport Express was created with a fifteen minute interval [2]. Two (488/2) and three (488/3) car sets were formed and were sandwiched between a Class 73/1 locomotive and a Class 489 Motor Luggage Van.

488 202 preserved at Wirksworth, Ecclesbourne Valley Railway (with a 489)

Information
Number built:	77 (10 2-car and 19 3-car sets)
Built:	(Mark 2 Coach) 1973-74 (Conversion) 1983-84
Builder:	BR Derby (Conversion) BR Eastleigh
Engine:	N/A
Formation:	(488/2) Trailer First Open Lavatory Handbrake (TFOLH)+ Trailer Second Open Lavatory Handbrake (TSOLH) (488/2) TSOLH+Trailer Second Open Lavatory (TSOL)+TSOLH

The coaches were rebuilt for their new role with reduced seating, easier access and greater luggage space [3]. They had high-level control and air brake connectors fitted and were semi-permanently coupled with bar couplings and buck-eye couplings on the outer ends. They remained in service until 2005 when they were replaced by Class 460s. 

Following withdrawal a number have been preserved, others found new roles with Network Rail (ten coaches found new roles [4]) and Northern Ireland Railways.

Aboard 488 202, the teddy bears were not a feature in BR service!

Ex 488 309 coach 6070 now Network Rail Plain Line Pattern Recognition Vehicle 72639

Ex 488 316 coach 6094 now RTC Structure Gauging Train Support Coach 72630

[1] John Glover, BR Diary 1978-1985 (Ian Allan, 1985) p. 99
[2] Colin J. Marsden, Motive Power Recognition 2: EMUs (2nd Edition) (Ian Allan, 1986) p. 100
[3] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 372
[4] Colin J. Marsden (ed.), "Former EMUs with Network Rail", Modern Locomotives Illustrated 231 (Departmental Multiple Units) June-July 2018, p. 72

Class 405 4-SUB

The 4-SUB was a long-lived and large class of electric multiple unit (EMU) introduced in the latter days of the Southern Railway and surviving in British Rail service into the early 1980s, where it became known as the Class 405. The new build was augmented by rebuilt 3-SUB EMUs, some of which dated back to the mid-1920s! They were used on suburban services out of London (hence the Alpha code).

Preserved 4732 in latter day BR blue livery

Information
Number built:	740 (185 4-car sets) plus rebuilds
Built:	1940-51
Builder:	SR (later BR) Eastleigh Works
Motor:	4 EE507C electric motors per power car (660-750v DC third rail)
Power:	1, 000 hp (746 kW)
Formation:	DMBS (Driving Motor Second)+TS (Trailer Second)+ TSO (Trailer Second Open)+DMBS

Construction began at Eastleigh in 1940 [1], though the first was not completed until 1941 [2] due to wartime delays. Construction of the 4-SUBs continued until 1951 though full scale production did not begin until the end of the Second World War [3]. Many 3-SUBs were rebuilt in the 1940s, some having earlier "torpedo" style fronts (see 8143) below and others the flat fronts of the 4-SUBs. Early on 4-SUBs had a mixture of first and third class accommodation though first class was removed from suburban services in the 1940s. In British Railways days they were listed as having second class throughout, though this was just what third class was renamed! The 4-SUBs had a mixture of open and compartment seating [4].

Rebuilt units were withdrawn from the 1950s and all were gone by the end of the 1960s. Withdrawals of the new built units began in the early 1970s and was completed in 1983. A complete four car set has been preserved plus a rebuilt DMBS and a new build trailer.

Preserved 8143, a rebuilt car, at NRM York

Front on view of 4732

[1] Colin J Marsden, Diesel & Electric Multiple Units Recognition (Ian Allan, 2013) p. 308

[2] David Brown, Southern Electric Vol. 1 (Capital Transport, 2010) p. 158

[3] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 21

[4] Colin J Marsden, Electric Multiple Units (Ian Allan, 1982) p. 61

Class 483

The Isle of Wight Island Line has unique clearance issues on the railway network and therefore has had to always be a bit creative in the rolling stock it has employed. The Class 483s were rebuilt 1938 London Underground Stock and thus while elderly were somewhat newer than the early 1920s vintage Class 485/6s (which were ex-Underground Standard Tube Stock) they replaced! 

The ex-LU stock, which comprised a mixture of ex-revenue service stock and departmental vehicles, was used to create 2-car trains (the 1938 stock originally being 4-car sets) as Ryde Depot next to Ryde St. Johns Road had difficulty handling longer trains [1].

483 007 at Ryde Pierhead

Information
Number built:	20 cars (2-car units)
Built:	1939-40 (Rebuilt as 483s) 1989
Builder:	Metro-Cammell (Rebuilds) BR Eastleigh
Motor:	4 Crompton Parkinson / GEC / BTH LT100 traction motors (630v DC third rail - originally LU fourth rail)
Power:	670 hp (500 kW)
Formation:	Driving Motor Standard Open (DMSO)+DMSO

The stock was refurbished and modified for Island Line use at BR Eastleigh which included changing from fourth rail to third rail operation. All exposed steel surfaces were also treated to protect against salt erosion [2] (the Island Line partly runs over the sea when it operates up to Ryde Pier Head, corrosion have proven to have been a problem with the earlier stock). Twenty vehicles were used in the 483 programme though only eighteen were used for passenger service, the others being used for spares. Since their introduction a number of vehicles were withdrawn and some scrapped leaving the fleet reduced to just a couple of operational trains, though this was usually sufficient for the Island Line schedule.

As "new" the Class 483s wore Network South East livery followed by "dinosaur" livery post-privatisation (the Island Line being part of the South West Trains franchise though treated as a separate entity) and lattery wore a livery based on London Underground historic deep red [3]. Earlier plans to replace the Class 483s fell through and the rolling stock was forced to soldier on for quite a lot longer than intended or desired despite ever greater challenges in maintaining the by-now approaching eighty year old trains. One of the original replacement plans was to use ex-Piccadilly Line 1973 Stock but these plans were foiled by the delay in the Deep Tube Upgrade which means the 1973 Stock will not now be withdrawn until the mid-2020s. 1983 Stock was also offered in the past but turned down as it was considered "too digital".

There was an floated idea to replace the Island Line with a light rail system based on former Midland Metro T69 vehicles [4] though these plans came to nothing and most of these trams have now been scrapped. Finally a replacement came in the form of a third generation of ex-London Underground trains! Ex-D78 Stock is being converted by Vivarail, who have already produced the upcycled Class 230 DMU. The Class 484 will enter service in 2021 following a line upgrade. 

The Class 483 finally left service at the start of 2021. A number are planned to be preserved, one project may use battery technology to operate on non-electrified preserved lines.

483 007 at Smallbrook Junction

Ryde St. Johns depot

Aboard a 483

483 004 approaches Ryde Esplanade

A short while later 483 004 at Ryde Esplanade

[1] Brian Hardy, Tube Trains on the Isle of Wight (Capital Transport, 2003) p. 62
[2] Hardy p. 63
[3] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 367
[4] "Trams for the Isle of Wight?", Railways Illustrated (April 2016)

Class 411 (BR Eastleigh Express Services 4-Car) 4-CEP

The Mark 1 coach based Class 411 4-CEP (Corridor Electro Pneumatic) electric multiple units were built for an extension of the Southern Region third-rail DC electrification network into Kent [1]. Later on in their service lives they were also used on routes into Hampshire and Sussex. The Class 411s were built alongside the very similar Class 410 4-BEPs which had a buffet [2].

Preserved 1198 on the Chinnor & Princes Risborough Railway

Information
Number built:	440 (110 4-car sets)
Built:	1956-63
Builder:	BR Eastleigh
Engine:	4 EE507 traction motors (750v DC third rail)
Power:	1, 000 hp (746 kW)
Formation:	Original : Driving Motor Brake Standard (DMBS)+Trailer Composite (TC)+Trailer Standard (TS)+DMBS Refurbished : Driving Motor Standard Open (DMBO)+ Trailer Brake Composite (TBC)+Trailer Standard Open Lavatory (TSOL)+DMSO 411/4 and /9 : DMSO+TBC+DMSO

The Class 411 fleet were given a mid-life update (and renamed the Class 411/5) in the early 1980s at BR Swindon, changes included removing asbestos and moving the guard's compartment from the motor cars to one of the trailers. The trailers also received refurbished Commonwealth bogies from withdrawn loco-hauled coach stock and improved windows [3]. Public address systems and Mark 3 style seats were also installed though some passengers complained that the latter were not as comfortable as the old seats! [4] 

Nineteen Class 411s were converted to 3-car sets (hence 3-CEP) with the loss of the TSO trailer for use on less busy routes, these were re-designated Class 411/9 [5]. A small number were also fitted with improved high-speed bogies (Class 411/6). Some 4-BEPs were also converted into 4-CEPs by removing the buffer facilities.


The Class 411s survived into the privatisation era and served with the Connex and South West Trains franchises before finally being withdrawn in 2005 [6] after forty nine years service making them the longest serving Mark 1 based EMUs. A number of sets and cars have been preserved.

1198 at Chinnor

Aboard 1198

Front view of 1198

View of the cab

Another view of 1198 at Chinnor

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013), p. 312
[2] R.L. Vickers, DC Electric Trains and Locomotives in the British Isles (David & Charles, 1986), p. 79
[3] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989), p. 46
[4] John Glover, "EMU Refurbishing", BR Diary 1978-1985 (Ian Allan, 1985), p. 31
[5] Marsden, Recognition Guide, p. 313
[6] 4-car Express Units (4Cep and 4Bep) and Motor Luggage Vans (MLV), Southern Electric Group <http://www.southernelectric.org.uk/features/historical-features/brfleet_cep.html>

Class 201/202/203 (Hastings DEMUs) 6S/L/B

The Class 201 (also known by its SR Alpha code as 6S) diesel-electric multiple units were built for the modernisation of the London to Hastings route, allowing the replacement of steam hauled trains. Narrow tunnels on the route and the resulting reduced clearance meant the line had not been not electrified like much of the rest of the Southern Region network and special multiple units with a narrower body were needed [1] - these units were 2.74m wide, for comparison a contemporary "normal" DMU like the Class 101 was 2.82m wide.

Preserved 1001 at Leamington Spa

The Class 201s were similar in style, and in many ways technically, to the large Southern fleet of EMUs but power to the traction motors was provided from the two diesels instead of from a third rail. Unlike the DMU fleet elsewhere the Class 201 and other early Southern Region DEMUs has a single large engine mounted above the floor per power car instead of smaller motors mounted below, and electric instead of mechanical (or hydraulic) transmission [2].

Information
Number built:	(201/6S) 42 cars (in 7 6-car sets) (202/6L) 54 cars (in 9 6-car sets) (203/6B) 42 cars (in 7 6-car sets)
Built:	1957
Builder:	BR Eastleigh
Engine:	English Electric 4SRKT diesel per DMBS
Power:	1, 000 hp (746 kW)
Formation:	(201-202) Driving Motor Brake Standard (DMBS)+Trailer Standard (TS)+Trailer Composite (TC)+TS+TS+DMBS (203) DMBS+TS+TC+Trailer Restaurant Buffet (TRB)+TS+DMBS

The seven 6-car Class 201 sets were later supplemented by the similar Class 202 (6L) and 203 (6B) which used full-length carriages (the 201s had shorter than normal coaching stock) and the 203 included a buffet [3] though these were later withdrawn reducing the 203s to 5-car sets [4]. The units made the Hastings route their own for the next thirty years and could also be found on other Southern routes. Some 201 units were disbanded in the 1960s to form part of the Class 206 "Tadpole" DEMUs which unusually mixed the narrow profile Hastings units with normal profile stock from elsewhere [5] hence the "tadpole" nickname!

The Hastings route was finally electrified in 1986 and most of the 201/2/3 fleet was withdrawn though a small number remained in service on other routes in the early 1990s. One complete set of the Class 201 has been preserved and is mainline certified. A number of other cars have also been preserved. One of the buffet cars from the Class 203 was rebuilt in the late 1960s to help develop tilting and active suspension technology for the APT and known as QXA RDB975386 Laboratory 4 [6] and also has been preserved.

Another 1001 as it heads off on a rail tour

RDB975386 when at the now-closed Electric Railway Museum

1001 approaches

Side view of a DMBS

Another view of RDB975386

[1] Colin J. Marsden (ed.), Modern Locomotives Illustrated No. 218 April-May 2016 (Southern Region DEMUs and Class 210) p. 4
[2] Brian Haresnape, Diesel Multiple Units: The Second Generation and DEMUs (Ian Allan, 1986) p. 6
[3] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 96
[4] Gavin Morrison, British Railway DMUs in Colour (Ian Allan, 2010) p. 21
[5] Haresnape p. 26
[6] Colin J. Marsden, Departmental Stock (Ian Allan, 1984) p. 30

Class 489 1-GLV

The Class 489 1-GLV was a motorised luggage van used on the Gatwick Express push-pull service [1]. They were converted out of Class 414 2-HAP motor cars. In service the Class 489 formed one end of a train the rest of which consisted of Class 488 rolling stock and a Class 73 as primary motive power, though the Class 489 also has traction motors on one bogie [2]. The formation served on the Gatwick Express until 2005.

9101 now at Wirksworth as a museum

During conversion the Class 489s were gutted internally and had rebuilt bodysides with three pairs of swing doors on either side. One end of the unit had a gangway to allow the guard full access to the train though the driving end did not.

Information
Number built:	10 (conversions)
Built:	1956 (original) 1983 (conversion)
Builder:	BR Eastleigh
Engine:	2 EE507 traction motors (660-750v DC third rail)
Power:	500 hp (370 kW)
Formation:	Gatwick Luggage Van (GLV)

Following withdrawal half the class have been preserved though none are in running order with three also serving with Network Rail as de-icing units. Two of the preserved Class 489s are on the Ecclesbourne Valley Railway at Wirksworth where they are now a buffet and a museum!

9107 at Wirksworth

Corridor end of 9101

Size view of 9101

Another view of 9107

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 372
[2] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 89

Class 207 3D

The Class 3D (later Class 207) was the most modern diesel electric multiple unit to come out of the BR Eastleigh works in the 1960s [1]. Nineteen three car sets were built for operation on the Oxted Line. Compared to earlier DEMUs the Class 207 had a more rounded front end made from steel reinforced fibreglass [2] in common with contemporary Southern Region EMUs.

Preserved DTS of 1317 at Tunbridge Wells West

Information
Number built:	57 (19 3-car sets)
Built:	1962
Builder:	BR Eastleigh
Motor:	EE4SRKT Mark 2 diesel
Power:	600 hp (447 kW)
Formation:	DMBS (Driving Motor Brake Standard) + TC (Trailer Composite) + DTS (Driving Trailer Standard)

The Class 207 had few of the teething troubles of earlier DEMUs but dropping passenger numbers meant that some of the routes they were intended for closed down. Some therefore were transferred to other routes in two car formations [3].

Electrification of part of the Oxted Line also saw some withdrawn and others moved to other duties including between Reading and Basingstoke. The final units were withdrawn in 2004. Three complete units have been preserved plus a number of other vehicles.

DMBS of 1317 at Tunbridge Wells West

Close up of the engine compartment

[1] Colin J Marsden, Motive Power Recognition 3: DMUs (Ian Allan, 1982) p. 110
[2] Kevin Robertson & Hugh Abbinnett, Southern Region DEMUs (Ian Allan, 2012) p. 55
[3] Ibid. p. 57