The Class 119 diesel multiple unit was built for cross-country services by the Gloucester Railway Carriage & Wagon Company to a BR Swindon and Derby influenced design, and is similar mechanically to the company's single-car Class 122. The Class 119 three-car sets included toilets, buffet facilities and first class compartments though the buffets were later removed [1].
W51073 at Duffield on the EVR
Information
Number built:
81 cars (in 27 3-car sets)
Built:
1958
Builder:
Gloucester Railway Carriage & Wagon Company
Engine:
2 BUT AEC 6-cyl later 2 Leyland 680-1595 diesels per power car
Power:
600 hp (447 kW)
Formation:
Driving Motor Brake Composite (DMBC)+
Trailer Brake Second (Lavatory) (TBS(L))+
Driving Motor Standard (Lavatory) (DMS(L))
The Class 119 originally worked throughout Western Region, later on working on Reading-Guildford services plus the extension through to Gatwick Airport (where extra luggage space was provided) and services around south west London. They were withdrawn in 1992.
On Southern Region the Class 119 were known as "glasshouses" by SR drivers as the large cab windows were unlike those usually found on SR allocated multiple units [2]. Three cars have been preserved including Driving Motor Brake Composite W51073 on the EVR.
Luggage area on W51073
W51073 has a first class area behind the cab
W51073 at Wirksworth
Class 119 cab
Another view of W51073 at Duffield
[1] Colin J Marsden, DMU & EMU Recognition Guide (Ian Allan, 2013) p. 76 [2] Brian Haresnape, Diesel Multiple Units: The First Generation (Ian Allan, 1985) p. 53
The Class 139 is unique on the British Railways system in being railcar powered by a hybrid diesel-flywheel system. The flywheel stores energy and is charged by a Ford diesel engine when the railcar is at rest, kinetic energy from the brakes and from downhill operation are also recycled [1].
West Midands Railway 139 001 at Stourbridge Town
At first London Midland, and currently West Midlands Railway operates the railcar along the short Stourbridge branch between Stourbridge Junction and Stourbridge Town[2]. Two Class 139s have been built. There was also a prototype built in 2002 which was used to prove the flywheel concept. It ran on a number of heritage lines for testing and was referred to as the Class 999.
Information
Number built:
2
Built:
2007-08
Builder:
Parry People Movers
Motor:
Ford DSG423 diesel driving flywheel
Power:
86 hp (64 kW)
Formation:
Driving Motor Second (DMS)
The Class 139 is a small railcar (less than nine metres long) though has seating capacity for over twenty people plus over thirty standing.
The Class 139 began operation on the Stourbridge branch in 2009 releasing a Class 153 for other duties. The Class 139s are not allowed on any other part of the network and have their own little "depot" at Stourbridge Junction [3].
The Class 999 prototype, seen at Highley on the Severn Valley Railway
The Class 196 diesel multiple units are part of the CAF Civity family like the Class 195 and 397. Twenty six sets (in a mixture of two and four car formations) have been built for West Midlands Railway for use on their routes from Birmingham New Street to Shrewsbury replacing Class 170s and other WMR services. Deliveries of the Class 196 began in 2020 and the type entered service in October 2022 initially on services to Shrewsbury [1].
West Midlands Railway 196 008 at Bedworth
Information
Number built:
80 (26 2 or 4-car sets)
Built:
2019-2022
Builder:
CAF Newport
Motor:
Rolls-Royce MTU 6H1800R85L diesel per car
Power:
523 hp (390 kW) per car
Twelve two-car sets and fourteen four-car sets have been built.
The type are also used on the Birmingham to Hereford, the Leamington-Nuneaton line (also known as the Elephant & Bear Line). The new Camp Hill services planned for 2025 could also use the Class 196. Some two-car sets could also be allocated to operate on the new East West Rail line between Oxford and Milton Keynes Central when it opens later this decade.
196 107 at Shrewsbury
Aboard a 196
196 009 at University
196 110 at Birmingham New Street
196 007 at Nuneaton
[1] "West Midlands Trains launches CAF 196s", Modern Railways (November 2022) p. 12
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
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
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
The Class 197 is part of the CAF Civity family like the Class 195 and 196. It is being built to allow Transport for Wales to withdraw and supplement a number of older classes of diesel multiple unit.
Transport for Wales 197 013 arrives at Warrington Bank Quay
Information
Number built:
180 (77 2 or 3-car sets)
Built:
2020-
Builder:
CAF Newport
Motor:
Rolls-Royce MTU 6H1800R85L diesel per car
Power:
(2-car) 1, 010 hp (750 kW) (3-car) 1, 509 hp (1, 125 kW)
Formation:
(197/0) DMSL (Driving Motor Standard Lavatory)+ DMS (Driving Motor Standard)
(197/1) DMSL+MSL (Motor Standard Lavatory)+ DMC (Driving Motor Composite) or DMS
The Class 197 is being built in two sub-classes. A two-car formation with all standard class seating and a three-car formation which has some first class provision. All cars are powered. Some units from each sub-class have been fitted with support for ETCS (European Train Control System) signalling.
The first Class 197 was completed in 2021 and entered service in late 2022.
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
The Class 124 was the most distinctive looking example of first generation diesel multiple unit built for British Rail. The class of 6-car (initially) units had large cab windows unlike any other DMUs though mechanically did share components with the Class 123 and 126. They were introduced into service in the early 1960s and used exclusively on trans-Pennine services where they reduced journey times by up to forty-five minutes.
In original configuration [2]
Information
Number built:
51 (8 6-car sets plus 3 spares)
Built:
1960
Builder:
BR Swindon
Motor:
2 Leyland Albion 6-cylinder diesels per power car
Power:
1, 840 hp (1, 360 kW)
Formation:
DMC (Driving Motor Composite)+MBSL (Motor Brake Standard Lavatory)+TSL (Trailer Sandard Lavatory)+TFLRB (Trailer First Lavatory Restaurant Buffet)+MBSL+DMC
In later years they often operated as 4-car units, in these cases the motors in the MBSLs were removed and they were reclassified TBS [1]. In the late 1970s they were moved to Western Region and merged with their sister class 123. They operated Reading services in 4-car hybrid units before final withdrawal in 1984. Unfortunately none were preserved.
[1] Colin J Marsden, DMUs (Ian Allan, 1982) p. 78
[2] "Trans-Pennine Diesel Sets", International Railway Journal (April 1961) p. 22
The Class 170 Turbostar was one of the largest fleets of new generation diesel multiple units which was built post-privatisation. The Class 170 typically operates on regional and long-distance (cross country) services and is a development of the Class 168 Clubman diesel multiple unit [1]. Indeed later built 168s and 170s have a very close resemblance (some Class 170s have been re-classified as Class 168/3s). The follow-on Turbostar DMUs Classes 171 and 172 also look near identical, meaning the Turbostar "look" is a very common one on British rails.
ScotRail 170 403 at Nairn
Information
Number built:
331 (122 2 and 3-car sets)
Built:
1998-2005
Builder:
ABB Derby / Bombardier Derby
Motor:
MTU 6R 183TD13H diesel per car
Power:
1, 266 hp (945 kW) / 844 hp (630 kW)
Formation:
Typically Driving Motor Standard Lavatory (DMSL)+Motor Standard (MS)+Driving Motor Composite Lavatory (DMCL) or DMSL+DMCL
(170/3): DMCL+Motor Standard Lavatory Restaurant Buffet (MSLRB)+DMSL
(170/4): DMCL+MS+DMCL
The Class 170 is used throughout the rail network, operated by ScotRail, Cross Country, Transport for Wales and East Midlands Railway. Previous operators include South West Trains [2], West Midlands Railway, Hull Trains and First TransPennine Express.
There are a number of sub-classes though all share the same specification and equipment. The differences being in seating arrangements.
Cross Country 170 521 and friend at Melton Mowbray
Transport for Wales 170 203 at Gloucester
East Midlands Railway 170 419 passes through Spondon
Cross Country 170 116 at Beeston
EMR 170 417 approaches Barrow-upon-Soar
[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 154 [2] John Balmforth, South West Trains (Ian Allan, 2011) p. 58
