The Class 777 is an electric multiple unit for the Merseyrail network replacing Classes 507 and 508. The Class 777 is part of Stadler's Metro family and is designed for high capacity and rapid acceleration on the busy Merseyrail network. The first Class 777s were delivered in 2020, with the official hand over and public unveiling at Birkenhead North in September 2021 [1] though the type did not enter service until January 2023.
Merseyrail 777 142 in battery mode at Headbolt Lane
Information
Number built:
212 (53 4-car sets)
Built:
2018-2021
Builder:
Stadler Rail
Motor:
Stadler traction system (750v DC third rail or battery)
Power:
2, 800 hp (2, 100 kW)
The Class 777 is designed to work with the Merseyrail 750v DC third rail network, though can be fitted for AC overhead operation if required in the future. Seven of the units have been fitted with batteries for operation to the new station at Headbolt Lane which openedin 2023, the line at the station not being third rail electrified. Merseyside could order a further fifty nine trains in future for future service enhancements and extensions.
The Class 777 has all of the usual features of a modern multiple unit, including walk-through wide gangways, electronic information screens and seats of questionable comfort! The Class 777 was phased into operation on the Merseyrail network, starting with the branches to Kirkby and Ormskirk in early 2023 but by late 2023 has largely taken over from the 507s and 508s.
777 018 at Orrell Park
777 009 at Moorfields
777 018 at Sandhills
Aboard a Class 777 showing the cab end
777 011 arrives at Bidston
[1] "First Class 777s handed over", Modern Railways (October 2021) p. 72
Huddersfield Corporation Tramways operated between 1883 and 1940 to 1,416mm gauge. The trams were initially horse and steam powered but electric trams began operating from 1901. The first trams built for the corporation were twenty five double bogie double deckers built by G.F. Milnes. These had open top decks initially.
English Electric built 121 [1]
Information for original tramcars
Number built:
25
Built:
1900
Builder:
G.F. Milnes
A second batch of thirty six tramcars built by the British Electric Car Company were built as the electrified network expanded. These tramcars were single bogie cars though were also double deckers. More trams were built in the following decades by the United Electric Car Company which later became part of English Electric. The corporation also operated a couple of dedicated coal trams.
Despite much of the tram fleet still being fairly young the corporation began converting over to trolleybuses in the early 1930s. The trams ran for the final time in June 1940. All trams were scrapped.
[1] English Electric Journal 1923-04 Vol 2 Issue 4 p. 175
The Class 86 AL6 was the production class of AC electrics built for the West Coast Main Line following on from the pilot-scheme AL1-5 (Classes81 to 85). The AL6 took advantage of experience gained from the earlier locomotives including the fitting of only one pantograph and with changes to equipment. The AL6 is very similar to the Class 85 AL5 technically except for the stub nose cab ends.
Freightliner 86 622 at Crewe Heritage Centre
Information
Number built:
100
Built:
1965-66
Builder:
BR Doncaster / English Electric
Engine:
4 AEI 282AZ or GEC G412AZ (86/1) traction motors (25kV AC OHLE)
Power:
(86/0) 5, 900 hp (4, 400 kW) max output
Wheel arrangement:
Bo-Bo
The AL6 was designed for mixed traffic including travelling at up to 100mp/h on West Coast Main Line expresses. Unfortunately this caused some problems with the original axle-hung traction motors, with troublesome riding qualities and damage caused to the track and to bogies. Following research at BR Derby, a "flexicoil" suspension system was adopted for fifty eight of the class which were designated Class 86/2 [1]. Another early sub-class was the 86/1, a trio rebuilt to help develop the follow-on Class 87 and able to reach 110mp/h [2][3].
A later sub-class was the 86/3 which were fitted with SAB resilient wheels for improved high speed running and reducing track wear, and with equipment for multiple-working. The Class 86/4 were fitted with flexicoil suspension and SAB wheels for mixed-traffic duties. The 86/5 was a trial locomotive to test ways of improving performance on heavy freights. The 86/6 were a sub-class used on Freightliner trains, finally the 86/9s were a couple of locomotives used as load banks by Network Rail.
Despite their advancing years the Class 86 can still be seen on the network, they have recently been withdrawn from hauling Freightliner trains though can appear on some passenger charters (86 259 as shown below has been returned to it's original Electric Blue livery [4]). Some have also been exported to Eastern Europe.
86 259 at Tyseley
Freightliner 86 639 and friend head through Stafford
Also heading through Stafford is 86 259
Most Freightliner 86 hauled duties uses pairs of locomotives
Another Freightliner 86 pair head through Rugeley Trent Valley
[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 64 [2] Gavin Morrison, AC Electric Locomotives in Colour (Ian Allan, 2013) p. 25 [3] Pip Dunn, British Rail Main Line Locomotives Specification Guide (Crowood Press, 2013) p. 161 [4] David Lawrence, British Rail Designed 1948-97 (Ian Allan, 2016) p. 155
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
