Class 313 (BR York Suburban Services 3-car)

The Class 313 was the first production EMUs derived from the early 1970s Class 445 4-PEP prototypes [1]. They were built for Greater Northern services out of Kings Cross and Moorgate, the latter taken over from the London Underground Northern Line in 1975. Because of this the Class 313s are dual voltage stock due to the limited clearance in the tunnels - there not being enough space for overhead wires DC third rail collection being used instead, the changeover being at Drayton Park [2].

Information
Number built:	192 (64 3-car sets)
Built:	1976-77
Builder:	BREL York
Engine:	8 GEC G310AZ traction motors (25kV AC OHLE and 750v DC third rail)
Power:	880 hp (656 kW)
Formation:	Driving Motor Standard Open (DMSO)+Pantograph Trailer Standard Open (PTSO)+DMSO

The introduction into service was not smooth with numerous problems with the doors. Initially they had bi-parting sliding doors where the passengers could give a slight pull on the handle once the train had stopped and the doors would open automatically. Unfortunately passengers could find they could open the doors with sufficient force even while the train was moving. After 1977 the doors reverted to guard control. Some 313s were later reallocated to Great Eastern routes, being only under the wires they had their third rail collection equipment isolated [3].

After privatisation the Class 313s were operated by Silverlink and West Anglia Great Northern. In recent years they have been operated also by Southern on routes around Brighton [4]. As they only operate in third rail territory they have had their pantographs removed. Apart from the former tube stock on the Isle of Wight the Class 313s are the oldest EMUs on the network. The Greater Northern 313s are due to be replaced by new Class 717s in 2018.

Great Northern 313 038 at Finsbury Park

Interior view

At Moorgate terminus

[1] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple-Units (Ian Allan, 1989) p, 82
[2] Chris Heaps, BR Diary 1968-1977 (Ian Allan, 1988) p. 100
[3] Colin J Marsden, Motive Power Recognition 2: EMUs (Ian Allan, 1982) p. 47
[4] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 237

Class 58

Following the conventional Class 56 heavy freight locomotive British Rail went much more radical for the next design. The Class 58 dispensed with a lot of traditional British monocoque locomotive building practice with the aim of producing a highly exportable locomotive. It had a modular design with the main structural load bearer being the underframe with major components fitted to the frame[1]. The design made the Class 58 around 14% cheaper to build than the 56 [2].

Information
Number built:	50
Built:	1983-87
Builder:	BREL Doncaster
Engine:	Ruston Paxman 12RK3ACT diesel
Power:	3, 300 hp (2, 460 kW)
Wheel arrangement:	Co-Co

The Class 58 also followed common US style in that it dispensed with a walkway through the locomotive, the body being narrower than the cabs. This was done because of the space problems with the Class 56 trying to fit a larger engine into what was essentially a Class 47 shell. The bonnet design has access doors all along the side[3]. In the event no export orders were received and only 50 were built (as opposed to 135 Class 56s), the last Class 58 was also the last diesel locomotive to be built at BREL Doncaster.

The Class 58 was built for heavy coal trains though also could be seen on other freight types. Most Class 58s were withdrawn at the turn of the millennium, surplus to requirements as the Class 66 began to arrive in numbers. While a small number have been scrapped most of the class has seen further use in the 2000s on the continent especially in France working on TGV construction though some of these have now returned home or been put into storage both home and abroad [4].

One Class 58 (58 022) will be used to help create a replica of the pioneer LMS diesel locomotive 10000.

58 007 at Bescot 1985, photographer unknown

58 022 at Rowsley South

58 022 will be used to build a replica LMS 10000 class diesel locomotive

[1] Colin J Marsden, Motive Power Recognition: Locomotives (3rd Edition) (Ian Allan, 1988) p. 92
[2] Brian Harsenape, Production Diesel Electrics Types 4 and 5 (Ian Allan, 1984) p. 80
[3] Barry Edwards, Class 58s: Their Development and Introduction (Link Rail, 1984) p. 6
[4] Colin J Marsden, Traction Recognition (Ian Allan, 2011) p. 58

Plasser and Theurer 08 Series Tamper

A good number of tampers are used by Network Rail and various contracted companies to "tamp down" or pack the ballast under the tracks to maintain a stable bed, and of course help keep the rails where they are supposed to be [1]. Plasser & Theurer make many of the tampers in service today. The 08 series being the successor to the 07 series which were used in large numbers across the UK.

Information for 08-16/4x4 C100 RT
Number built:	14
Builder:	Plasser & Theurer
Power:	496 hp (390 kW)

The 08-16/4x4 C100 RT is a familiar type on British rails, the 16 in the name stands for 16 tamping tools which are arranged in 4 units of 4 tools each[2]. The C100 stands for its top speed in km/h and that it is a compact machine without a trailer. A number of other tampers are also used for switches and crossings such as the 08-4x4/4S.

Colas DR 73922 (08-16/4x4C80 RT) at Crewe

Colas DR 73908 (08-4x4/4S RT) at Derby

[1] "How is tamping performed?" <https://www.plassertheurer.com/en/machines-systems/tamping.html>
[2] "08-16 4x4 C100-RT" <http://www.plasser.co.uk/en/machines/08164x4c100rt.htm>

Andrew Barclay 371

Andrew Barclay have been building railway rolling stock since 1840 and still exist today as part of Wabtec. They are probably best known for shunters, building hundreds of steam, diesel and fireless shunters for various railway companies and industrial users. AB 371 from 1945 was one of a number of diesel mechanical shunters built for the British Army to a standard design as Army 235.

Information
Built:	1945
Builder:	Andrew Barclay
Engine:	Gardner 6LX diesel
Power:	150 hp (112 kW)
Wheel arrangement:	0-4-0

Army 235 served with the Army for decades, being situated at depots at Bicester, Eskmeal, Morton-on-Lugg and finally Long Marston [1] into the 1980s. After leaving service 235 spent some time as a static exhibit at the National Army Museum before being transferred to the Isle of Wight Steam Railway in the 2000s where it now works as part of the engineering fleet.

Army 235 at Havenstreet

[1] Ray King, British Industrial Diesel Locomotives (Traction & Rolling Stock Advertiser, 2006) p. 11

Class 74

In the late 1960s Southern Region required some more electro-diesels for the Bournemouth electrification scheme. Instead of building more Class 73s BR decided to rebuild 10 Class 71 DC electric locomotives as these could be more powerful than the Class 73s and rebuilds were thought to be cheaper than building new locomotives [1]. As with other Southern locomotives they could work in multiple with multiple units and other SR locomotives and be used for push-pull operations.

Information
Number built:	10
Built:	1958-60 (Electric locomotives) 1967-68 (Rebuilds)
Builder:	BR Doncaster, rebuilds at BR Crewe
Engine:	4 EE532A traction motors (750v DC third rail) Paxman 6YJXL diesel
Power:	2, 300 hp (1, 715 kW) electric 650 hp (485 kW) diesel
Wheel arrangement:	Bo-Bo

While the Class 74 seemed a great idea the execution let it down. The conversions were not simple with a lot of modifications and strengthening needed to fit the additional equipment [2]. Reliability in the early days was poor, the Paxman diesel not being as reliable as the English Electric unit in the Class 73, there were numerous problems with the complicated control equipment (the Class 74s were test beds for new thyristor controls [3]) and crews disliked the noise of the engine due to the location of the engine silencer near the cab.

By the late 1970s SR saw it had enough Class 33s and 73s to cover traffic requirements and the Class 74s were withdrawn by 1977 as non-standard. All have been scrapped though a Class 71 has been preserved.

74 009, location unknown (KD Collection)

[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 78
[2] David Brown, Southern Electric Vol 2 (Capital Transport, 2010) p. 220
[3] R.L. Vickers, DC Electric Trains and Locomotives in the British Isles (David & Charles, 1983) p. 81

Class 83

As with the early diesel locomotives British Railways ordered a number of different AC electric locomotives in small batches (for a total of 100 locomotives) for the electrification of the West Coast Main Line. Unlike the diesels however BR exerted a lot more control over the Classes 81 to 85 which looked very similar but differed in internal equipment used. Fifteen of the 100 locomotives ordered were by English Electric as the AL3 later Class 83. Unfortunately while English Electric diesel locomotives were hard to beat the Class 83 disappointed [1].

Information
Number built:	15
Built:	1960-62
Builder:	English Electric Vulcan Foundry
Engine:	4 EE435A traction motors (25kV AC OLHE)
Power:	2, 950 hp (2, 200 kW)
Wheel arrangement:	Bo-Bo

The Class 83s were lighter (three tons less than the Class 82 for example) and less powerful than the other prototype classes though English Electric considered this a virtue as it made them cheaper to build, a quarter of the price of a Deltic! The main weakness of the Class 83 was with their mercury-arc rectifiers which gave a lot of trouble and a time in the late 60s the entire class was put into storage [2].

In the early 1970s they were restored into service with silicon-diode rectifiers and continued in service until the early 1980s their relative lack of power compared to other electric locomotives saw them surplus to requirements and withdrawals began. A few managed to survive in service until the end of the decade on Euston empty coaching stock duties and even received Intercity livery. One of these 83 012 has been preserved.

83 013, locations and photographer in all photos unknown

83 012 in Intercity livery

83 015 looking a bit worse for wear

[1] Gavin Morrison, AC Electric Locomotives in Colour (Ian Allan, 2013) p. 13
[2] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 53