Class 404 4-BUF/4-COR/4-GRI/4-RES

The Southern Railway built forty-eight four-car EMUs for the electrified line from London Waterloo to Portsmouth Harbour via Woking. These were a mixture of 4-COR (Corridor) and 4-RES (Restaurant) sets. They were intended to be used in twelve-car formations with a 4-RES sandwiched between two 4-CORs and providing catering services for the train. The whole train had corridor connections throughout [1] so all passengers had access to the refreshment facilities [2].

Further electrification in mid-Sussex saw SR built a second batch of units, twenty six more CORs and thirteen BUF (Buffet car) sets [3], the buffet cars having modern facilities with an Art Deco interior design by O.V.S. Bulleid [4].

Information
Number built:	348 (87 4-car sets)
Built:	1937-38
Builder:	SR Lancing Works / Eastleigh
Motor:	4 MV/EE 163 traction motors (750v DC third rail)
Power:	900 hp (670 kW)
Formation (4-COR):	Driving Motor Second Open (DMSO)+TCK (Trailer Composite Corridor)+TSK (Trailer Standard Corridor)+DMSO

In the Nationalisation era a number of changes were made to the stock, including converting the restaurant sets to buffet (4-BUF) or griddle (4-GRI). The final 4-RES were withdrawn in 1964 but the other sets continued in service until 1972, the 4-CORs becoming Class 404 under TOPS. In later years surplus trailers from other classes were used to augment sets creating 6-CORs and 6-TCs.

4-COR 3131 (DMBTO only) preserved at NRM Shildon

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 306
[2] David Brown, Southern Electric Vol. 2 (Capital Transport, 2010) p. 143
[3] Alan Williams, Southern Electric Album (Ian Allan, 1977) p. 45
[4] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple-Units (Ian Allan, 1989) p. 19

Blackpool Electric Tramway Company

The Blackpool Electric Tramway opened in 1885, it was the first electric tramway in Britain and one of the first in the world [1]. After successful tests on a short length of track in Manchester [2] the company was granted a seven year concession by the Blackpool Corporation and began operating along the promenade between Cocker Street and Station Road, the trams taking current from a central channel conduit. The conduit was rather wide and prone to fouling by sand, sea water and especially children's hoops! On occasion the tramway had to resort to horse power but was a financial success. In 1893 the Corporation took over the company and it's line (relations between the company and the Corporation always being rather fraught) and the line became part of the Corporation's highly successful tramway system which survives to this day.

Information
Number built:	10
Built:	1884-5
Builder:	Lancaster Railway Carriage & Wagon Company
Motor:	Elwell Parker electric motor (250v DC conduit later OHLE)
Power:	7 hp (5kW)

Ten tram cars were built for the tramway, six were "Winter" cars with enclosed lower decks though were used all year. The surviving tram, number 4 which is now at Crich Tramway Museum, was one of these. As built it was fitted for conduit current pickup and had a single Elwell Parker electric motor with chain drive to the axles. The tram was very similar to horse tram cars, it didn't have a truck but axles carried in trunnions bolted to the sills [3].

Later it was fitted with a truck and a pair of more powerful GEC GE52 motors. It was given a trolley for current collection from overhead wires which is the method the Corporation standardised on. Number 4's passenger service life was fairly short, it was converted to a works car in 1899 and continued in this role until the 1930s when it was placed in storage. It was preserved and restored to running condition in the 1960s.

It has now been restored back to close to it's original condition and can be run using a battery powered motor.

Number 4 at Crich

The tram had an open top-deck

Front view

[1] Charles Klapper, The Golden Age of Tramways (David & Charles, 1974) p. 61
[2] R.W. Rush, British Electric Tramcar Design (Oxford Publishing, 1976) p. 12
[3] Ibid. p. 13

London Underground 1914 Tube Stock

This stock was built for the Baker Street & Waterloo Railway (later the Bakerloo Line) which had expanded North from Edgware Road to Paddington in 1913 and a further extension to Queen's Park was due in 1915 [1]. The 1914 Tube Stock consisted of twelve new Driving Motors and two new trailers with other trailers rendered surplus by the Piccadilly moved across to the Bakerloo.

Information
Number built:	14 (12 Driving Motors and 2 Trailers)
Built:	1914
Builder:	Brush / Leeds Forge
Motor:	2 GE212 electric motors per car

The new trains introduced a number of new features. Although they retained the end of car gates as earlier tube stock they also had hinged centre doors. These were still hand operated though had electric locks and safety mechanisms to prevent the train starting before the door had closed. They also had improved interiors and better riding thanks to anti-vibration material fitted under the springs [2]. Unlike earlier tube stock they did not have a clerestory roof to retain heat in the winter.

They also had emergency lighting powered by an onboard battery in the event of current loss. They were also the first tube stock to have interpole electric motors which reduced sparking and improved reliability. They had automatic acceleration [3].

The cars were of all steel construction built by Brush (ten driving motors) and Leeds Forge (two driving motors and the two new trailers) [4]. The tube stock remained in service until the mid-1930s when it was withdrawn.

Brush built DM 43 [2]

Interior view [2]

[1] J. Graeme Bruce, The London Underground Tube Stock (Ian Allan, 1988) p. 45
[2] "New Motor Cars for the Baker Street and Waterloo", Railway Times (February 14, 1914) p. 151
[3] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 55
[4] Mike Horne, The Bakerloo Line (Capital Transport, 2001) p. 30

Class 438 4-TC

In the 1960s BR Southern Region wanted through electric services from London Waterloo to Weymouth, the problem being however that the line had only been electrified as far as Bournemouth in 1967. Instead of having a loco hauled service all the way Southern Region used its typical ingenuity to come up with a novel solution [1][2]. A powerful EMU was developed (4-REP) which propelled 4-TC (Trailer Control) rakes (basically rebuilt Mark 1 coaches with driving cabs at either end) as far as Bournemouth. Then a modified Class 33/1 diesel locomotive with high-level control pipes would propel the 4-TC(s) the rest of the way to Weymouth (the return trip being the opposite way around).

4-TCs could also work in multiple with Class 73/1s and Class 74s in a push-pull manner using the EPB control system [3]. If other (incompatible) locomotives were used then the 4-TCs were plain hauled stock.

Information
Number built:	126 (28 4-car sets, 3 3-car sets, 2 spare vehicles plus 3 later additions)
Built:	1966-7, 1974 (rebuilds from Mark 1 coaching stock)
Builder:	BR York
Motor:	N/A
Power:	N/A
Formation:	Driving Trailer Standard Open (DTSO)+Trailer First Corridor (TFK)+ Trailer Brake Standard Corridor (TBSK)+DTSO 3-TC same except for no TFK

Although primarily used on Waterloo-Weymouth services 4-TCs and 3-TCs were also used on elsewhere such as London Waterloo to Salisbury and Clapham Junction to Kensington Olympia services. Electrification finally reached Weymouth in 1988 with the service taken over by Class 442s though the 4-TCs remained in service until 1992.

The 3-TCs were augmented to four coach sets in 1974 by adding the missing TFK [4]. The 4-TCs were Class 491 and the 3-TCs Class 492 under TOPS though later on all were reclassified as Class 438 [5].

A number of vehicles have been preserved including two complete 4-TC sets, one of which is owned by London Underground and carried a "faux teak" vinyl livery for operation with preserved locomotives for a time though is now in London Transport red.

The LU 4-TC set in current London Transport red

The LU 4-TC in the former faux teak livery

Connecting up to 68 025

More familiar 4-TC motive power, a Class 33

The LU 4-TC with a Class 66

The LU 4-TC at Kidderminster SVR

[1] Colin J. Marsden (ed.), "4-REP, 3-TC, 4-TC", Modern Locomotives Illustrated No. 220 August-September 2016 (BR Southern Region Electric Multiple Units) p. 38
[2] John Glover, BR Diary 1958-1967 (Ian Allan, 1987) p. 120
[3] David Brown, Southern Electric Vol. 2 (Capital Transport, 2010) p. 208 
[4] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 67
[5] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 375

Sheffield Corporation Open-Topped Double Decker Tram

Among the earliest electric trams built for what would become one of the biggest fleets, G.F. Milnes and the Electric Railway & Tramway Carriage Works of Preston produced a number of open-topped double decker trams for the Sheffield Corporation Tramway in 1899 and 1900 to work alongside single decker trams. They were soon joined by other double decker trams built by Brush.

Information for ER&TCW Trams
Number built:	30
Built:	1900
Builder:	Electric Railway & Tramway Carriage Works
Motor:	2 British Thomson-Houston GE52 electric motors (DC OHLE)
Power:	54 hp (40kW)

Within a few years the trams were fitted with top-covers though with open balconies. Sheffield Corporation rebuilt and modified their trams frequently with trams like the later preserved Number 74 looking very different when it left service than when it started. Number 74 gained a top cover, a different truck and electrical equipment in it's twenty two years in Sheffield and the following thirty years in Gateshead. Following withdrawal in 1951 the lower deck was sold to become a garden shed! Finally in 1990 it was preserved and has been rebuilt with a top deck from another Sheffield tram and a truck from a Leeds one.

Number 74 has been restored to working order at Crich

Top deck balcony

Entrance

Class 06 (Andrew Barclay 204hp Diesel-Mechanical)

The Class 06 was one of the many types of shunter bought by British Railways for freight yards with sharp curves. It has a short wheel base but otherwise was similar to other Andrew Barclay shunters and had a good performance for a locomotive of its size. As well as yard work it could also be used for trip work between yards. Thirty five were built for Scottish Region in the late 1950s [1]. Most were withdrawn in the late 1960s as the freight business on British Railways changed dramatically though ten survived into the 1970s and received TOPS numbers [2]. The last survivor 06 003, by now in departmental service in Reading, survived until 1984.

Information
Number built:	35
Built:	1958
Builder:	Andrew Barclay
Motor:	Gardner 8L3 diesel
Power:	204 hp (152 kW)
Wheel arrangement:	0-4-0

This last locomotive in service, 06 003 (D2420), is now the only Class 06 still in existence. It is now part of the Heritage Shunters Trust collection and is undergoing restoration back to working order.

06 003 seen in 2016

Cab view

Rear view

Engine

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 60
[2] Heritage Shunters Trust Stock List 2015