Class 07 (Ruston & Hornsby 275hp Diesel-Electric)

After the Second World War the Southern Railway bought a number of second hand (ex-US Army) steam tank locomotives for the Southampton Docks, the Class 07 was built in 1962 to replace them. The Class 07 was a compromise between small diesel-mechanical shunters and the larger diesel-electric Class 08/09s, having a small wheel base as needed for sharp curves in the docks but being heavier and more powerful in able to shunt heavy Ocean Liner trains [1][2]. They could also be used for local trip working and were fitted with marker lights for this though they were found to suffer from hot axle boxes if running at speed for extended period and so tended to be restricted to shunting.

Information
Number built:	14
Built:	1962
Builder:	Ruston & Hornsby
Engine:	Paxman 6RPHL Mark III diesel
Power:	275 hp (205 kW)
Wheel arrangement:	0-6-0

The change to container traffic saw the docks area railway system run down, they were redundant by the late 1970s and were withdrawn from BR service in 1977 [3] though a number were sold on for industrial use and one serving in the departmental fleet at Eastleigh Works [4]. Ruston & Hornsby also built a version of the Class 07 for industrial use as the LSSE.

A number have also been preserved.

07 001 at the Heritage Shunters Trust 

2987 in BR days (KD Collection)

Another view of the preserved 07 001

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 73
[2] Heritage Shunters Trust Stock List (2016) p. 9
[3] J.A.M. Vaughan, Diesels on the Southern (Ian Allan, 1980) p. 9
[4] Colin J Marsden, Departmental Stock (Ian Allan, 1984) p. 111

NER Tyneside Electrics

At the turn of the century many local lines were facing increased competition from the growing network of electric street cars (trams) and like a number of railway companies the North Eastern Railway turned to electric traction for its Tyneside network [4]. The EMUs were built at NER's York workshop with British Thomson-Houston electrical equipment and ran on a 600v DC third rail network which opened between Newcastle New Bridge Street and Benton in 1904, extending to Tynemouth later in the year [5] with further extensions in the following years.

Information
Number built:	157 (3-8 car sets plus MPVs)
Built:	1904-22
Builder:	NER York / British Thomson-Houston
Engine:	2 British Thomson-Houston traction motors (600v DC third rail)
Power:	250 hp (186 kW) final batch 280 hp (208 kW)

The EMUs were built to the NER's style with clerestory roofs. The original batch of 88 vehicles included driving motor cars (both with first/class class compartments and all third [6]), trailers and motor parcel vans which had a compartment for fish! Another 35 cars were built in 1915. However disaster occurred in 1918 when a fire at Walkergate Car Sheds destroyed 34 cars held inside [7].

Thirty-four replacement cars were built between 1920 and 1922. These had more powerful BTH motors (140hp as opposed to the original 125hp motors) and an elliptical roof instead of a clerestory. The original stock was replaced by newer units built by Metro-Cammell in the 1930s but the 1920-22 stock remained in service until it was replaced by Class 416 EMUs in 1955. One 1904 built parcel van has been preserved.

Public domain image [1]

Motor Parcel Van, Public domain image [2]

Public domain image [3]

[1] Charles H Grinling, The ways of our railways (Ward Lock, 1910) p. 172
[2] "Electric express car for the North Eastern Railway of England", Electric Railway Journal Vol XXXIII No. 14 (1909) p. 609
[3] "New motor cars for the North Eastern Railway of England", Electric Railway Journal Vol XXXIV No. 8 (1908) p. 290
[4] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 15
[5] David Dunn, Tyneside Electrics: 1 (Book Law, 2016) p. 4
[6] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 182
[7] R.L. Vickers, DC Electric Trains and Locomotives in the British Isles (David & Charles, 1986) p. 56

Class 414 2-HAP

The 2-HAPs were built for main line semi-fast stopping services to serve London commuters living further afield [1]. Although they were similar to earlier units they were geared for express operations and could reach 90 mp/h [2]. Unfortunately the 2-HAPs suffered from poor riding at speed, a set of bogies from each car was replaced by Commonwealth bogies at the inner end of each pair.

Information
Number built:	418 (209 2-car sets)
Built:	1956-63
Builder:	BR Eastleigh
Engine:	2 EE507EA traction motors (660-750v DC third rail)
Power:	500 hp (373 kW)
Formation:	DMBSO (Driving Motor Brake Standard Open)+DTC (Driving Trailer Composite)

The initial batch of 2-HAPs were based on Southern Railway designs, using recycled underframes from withdrawn 2-NOLs, and indeed were among the last EMUs built from these production jigs[3]. The next 2 batches were based on the Mark 1 coach, those in the third and final batch were among the last new units built at Eastleigh. The initial batch was later known as the Class 414/1 with BR designed 2-HAPs known as 414/2 and 414/3.

Over the years they saw a number of modifications, some of the SR design 2-HAPs lost their first class accommodation for a time and were renamed 2-SAPs [4]. Others were reformed into 4 car EMUs known as the Class 413 4-CAP. Ten withdrawn DMBSOs were converted into motorised luggage vans for use with the Gatwick Express as Class 489 1-GLVs.

Although some units were withdrawn in the early 1980s the Class 414 remained in service until 1995 and saw nearly 40 years in service. Two sets have been preserved, one is being restored as part of the National Railway Museum sponsored Project Commuter.

4311 preserved at the Electric Railway Museum

4308 preserved at NRM Shildon

Project Commuter restoration work at Shildon

[1] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 51
[2] David Brown, Southern Electric Vol 2 (Capital Transport, 2010) p. 198
[3] Alan Williams, Southern Electric Album (Ian Allan, 1977) p. 69
[4] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 318

Class 01 (Andrew Barclay 153hp Diesel-Mechanical)

The Class 01 was a small class of shunter designed for use in shunting yards where there were tight curves and limited clearances which larger locomotives could not cope with. Four of the class, originally known as Class DY2 then D1/2, were built in 1965 for use for Eastern Region in the Stratford area [1]. A fifth was built a couple of years later for departmental service though returned to capital stock in 1967 [2].

Information
Number built:	5
Built:	1956-58
Builder:	Andrew Barclay
Engine:	Gardner 6L3 diesel
Power:	153 hp (114 kW)
Wheel arrangement:	0-4-0

Naturally such a small class of locomotive was doomed as the 1960s came to an end amid British Rail's determination to rationalise its locomotive fleet. However 2 of the class had an unlikely reprieve. Their small size meant they were suitable for use on the quarry breakwater tramway in Holyhead [3]. The 2 locomotives survived until 1982 and lasted long enough to carry TOPS numbers as 01 001 and 01 002.



Ironically though these 2 locomotives were scrapped and 2 of the other 3 which were withdrawn in the late 1960s ended up preserved after first being sold for industrial use.

Note: The Class 01 code has been reused in recent years for privately owned shunters that operate on National Rail metals as Class 01/5. 

Four views of D2953 preserved at the Heritage Shunters Trust

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 51 
[2] Paul Smith & Shirley Smith, British Rail Departmental Locomotives 1948-1968 (Ian Allan, 2014) p. 25
[3] Rex Kennedy, Diesels & Electrics on Shed: Volume 1 - London Midland Region (Oxford Publishing, 1979) p. 66

London Underground 1986 Prototype Tube Stock

In the early 1980s plans were begun to replace the 1962 Tube Stock operating on the Central Line. As there were a number of new rail technologies and promising technical innovations available it was decided to built 3 prototype trains to evaluate a number of them [1]. Two of the trains (Style A and C) were built by Metro-Cammell and the third (Style B) by BREL Derby. The 3 trains were each given different colours to aid staff and passenger feedback. Style A was red, Style B blue and Style C green.

Information
Number built:	12 (3 4-car sets)
Built:	1986-87
Builder:	Metro-Cammell (Style A & C (Red & Green)) BREL Derby (Style B (Blue))
Formation:	Driving Motor (DM)+Trailer (T)+T+DM

Each prototype consisted of 2 2-car trains (with a cab at one end) semi-permanently coupled to form a 4-car train. The 3 types were all compatible with each other so any combination of 2-car sets could be used to create up to an 8-car train [2]. A number of different equipment types were trialled in each 2-car set so a working train could have a variety of power, control and braking systems. Air suspension, steerable bogies and onboard station indicators were also trialled. As well a variety of different interiors were trialled throughout the fleet.

The trains were used on the Jubilee Line for 2 years from 1988 to 1989 used in addition to the regular timetable, being withdrawn following a derailment at Neasden [3]. They also appeared on the Central Line for a display at Woodford [4] and the Aldwych branch of the Piccadilly Line in 1989 for an open day [5].

Following a public consultation the blue Style B train built by BREL proved to be the best received and BREL received the order for the 1992 Tube Stock which incorporated much of the technology and the best features of the 3 styles. One Driving Motor from the green Style C train has been preserved.

The 1986 Tube Stock, although not in service for long, did herald the future. The major innovation of the design was the extruded aluminium construction method and solid-state traction equipment which have been used on all subsequent tube designs [6].

Preserved car 16 (Style C) at the LT Museum Depot Acton

Style C interior

Style C cab

Another exterior view of car 16

[1] Paul Moss, London Underground (Haynes, 2014) p. 136
[2] J. Graeme Bruce, The London Underground Tube Stock (Ian Allan, 1988) p. 123
[3] Mike Horne, The Jubilee Line (Capital Transport, 2000) p. 61
[4] J. Graeme Bruce & Desmond F. Coombe, The Twopenny Tube (Capital Transport, 1996) p. 74
[5] Antony Badsey-Ellis & Mike Horne, The Aldwych Branch (Capital Transport, 2009) p. 73
[6] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 139

BEL 2 / NSR 1 Battery Locomotive

Battery powered trains go back quite a bit further into railway history than many people imagine. BEL 1 and BEL 2 were two similar battery electric shunters built in the early 20th century for the LMS' predecessor railways. BEL 1 was built for the Midland Railway at it's Derby Works later working in British Railways colours at Poplar Dock in East London [1]. It was withdrawn and cut up in 1964.

Information
Number built:	2
Built:	1913, 1917
Builder:	Derby Works / NSR Stoke Works
Engine:	2 BTH traction motors (battery electric)
Power:	82 hp (61 kW)
Wheel arrangement:	Bo

BEL 2 was built as NSR 1 for the North Staffordshire Railway at Stoke during the First World War, originally working at a copper works. It was withdrawn and restored to its original livery at Crewe in the mid-1960s and joined the National Collection at York [2].

Two views of BEL 2 at NRM York

[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 20
[2] Paul Smith & Shirley Smith, British Rail Departmental Locomotives 1948-1968 (Ian Allan, 2014) p. 22