Thursday, 28 July 2016

Class 307 / PCV

The Class 307 EMU, originally known as the AM7, was built for Liverpool Street-Southend services. Originally they operated off 1500V DC overhead supply but in the early 1960s were converted to AC, first 6.25kV and later the standard 25kV [1]. They were built to the then-standard EPB style of Southern Region though operated on Eastern Region rails.

Number built: 128 (32 4-car sets)
Built: 1954-56
(PCV conversion) 1994-96
Builder: BR Ashford/Eastleigh
(PCV conversion) Hunslet-Barclay
Engine: 4 GEC WT44 traction motors (1500V DC OLHE later 6.25/25kV AC OLHE)
Power: 700 hp (520 kW)
Formation: (original) Driving Trailer Standard Open (DTSO)+Motor Brake Standard
(MBS)+Trailer Composite (TC)+Driving Trailer Standard (DTS)
(AC conversion) Driving Trailer Brake Standard (DTBS)+
Motor Standard (MS)+TC+DTS
(refurbished) DTBS+MS+Trailer Standard (TS)+Driving Trailer Composite (DTC)

The Class 307s were refurbished in the 1980s which introduced gangways between the vehicles, improved interiors and new bogies. They continued to be used on Great Eastern routes throughout the 1980s, some also working on the Wakefield Line for a time. All were withdrawn from passenger service in the early 1990s.

Originally it was planned to rebuild the Class 307s for parcel traffic as the Class 300 but the Class 325 was built instead for this work. However 42 were rebuilt as Propelling Control Vehicles (PCV) for use on the end of locomotive hauled mail trains (the other end from the locomotive obviously) with the cab allowing for the train to be controlled at slow speeds [2], the PCV itself is unpowered. All but 2 were withdrawn from use in the early 2000s and many scrapped though 20 remain in storage around the country. One PCV has also been preserved as well as an unconverted driving trailer as shown below.
Preserved 307 123 DTSO at the Electric Railway Museum

Front view of 123

[1] Alec Swain, Overhead Line Electric Multiple Units (Ian Allan, 1990) p. 28
[2] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 221

Tuesday, 26 July 2016

LU C69/C77 Stock

The C69 Stock was built to replace CO/CP Stock on the Circle and Hammersmith & City Lines [1]. The C69 Stock was a high density design with 4 pairs of double-doors per side to cope with the heavy demand on the Circle Line. The 212 C69 Stock cars operated in 6-car formations and 35 such formations were formed (there were a couple of spare cars) [2]. In the late 1970s a second batch of 67 cars was built to provide 11 more trains for the Edgware Road-Wimbledon branch of the District Line as the C77 Stock (an extra car was built to replace a C69 car destroyed by an IRA bomb). Although there were technical differences between the C69 and C77s they could operate together and following refurbishments in the early 1990s there were no longer any visual differences.

Number built: 279 cars (6-car sets)
Built: 1969-71, 1977-78
Builder: Metro-Cammell
Engine: 4 Brush LT117 traction motors per motor car (630v DC fourth rail)
Formation: Driving Motor (DM)+Trailer(T)+DM+T+T+DM

The C69 Stock was designed with Automatic Train Operation (ATO) in mind though this was never fitted [3]. They were later converted to One Man Operation (OMO) in the early 1980s and were the first LU stock to do so and do away with guards. When built the C Stock had longitudinal and transverse seating though the later was removed during refurbishment in the early 1990s [4] in common with other LU stock. Windows were also added to the non-driving ends of cars during refurbishment.

After over 40 years service C Stock was replaced by S Stock in 2014. Three cars of C77 Stock have survived scrapping including 5721 at the London Transport Museum and the other 2 at educational establishments.
Car 5606 at Earls Court

Interior of preserved DM 5721

Non-driving end of 5721 showing the windows added during refurbishment

Cab of 5721

[1] John Glover, London Underground (Ian Allan, 1997) p. 56
[2] John Glover, London Underground Rolling Stock in Colour (Ian Allan, 2009) p. 5
[3] Piers Connor, The London Underground Electric Train (Crowood, 2015) p. 160
[4] John Scott Morgan, London Underground in Colour since 1955 (Ian Allan, 2003) p. 17

Friday, 22 July 2016

Class 06

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 60s as the freight business on British Railways changed dramatically though 10 survived into the 1970s and received TOPS numbers [2]. The last survivor 06 003, by now in departmental service in Reading, survived until 1984.

Number built: 35
Built: 1958
Builder: Andrew Barclay
Engine: 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 in existence and is now part of the Heritage Shunters Trust collection. It is currently undergoing a restoration back to working order.
D2420 under restoration at the Heritage Shunters Trust, Rowsley South

Cab of D2420

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

Monday, 18 July 2016

Class 487 [Updated]

The Class 487 EMUs (and the follow on Class 482s) spent the entirely of their revenue earning service with British Rail running underground. They operated on the Waterloo & City Line which nowadays is part of London Underground but originally was a separate line and owned by a succession of mainline railway companies until nationalisation and British Rail. In 1994 the line was transferred to LU to become a "tube" proper.

The O.V.S. Bulleid designed Class 487s were built for the Southern Railway during WW2 and entered service from 1940 [1]. The units consisted of driving motor cars (with cabs at both ends - and hence could operate singly) and trailers. In off-peak periods the Waterloo & City Line trains often ran with just a pair of motor cars (until the 1960s when this was thought to be unsafe due to the excess of power [2]) while in peak times 3 trailers were usually marshalled between 2 motor cars.

Number built: 28 cars (12 DMBSO driving cars and 16 TSO trailers)
Built: 1940
Builder: English Electric
Engine: English Electric EE500 traction motors (660v DC third rail)
Power: 380 hp (283 kW) per driving car
Formation: Variable Driving Motor Brake Standard Open (DMBSO)+
Trailer Standard Open (TSO)[x?]+DMBSO

They remained in service until being replaced by the Class 482 in 1993 seeing out their final days in Network South East livery before that wearing Southern Railway green and BR Blue (though without yellow ends) [3]. The Class 487s operated on 660v DC third rail and spent all of their working lives on their short underground line though they did see sunlight now and then when they needed heavy maintenance and had to be bought up to the surface. For test purposes one driving car operated above ground in the late 1970s for a short period [4].

One DMBSO has been saved from the scrap man and is being restored at the London Transport Museum.
DMBSO #61 in undercoat

Driving cab of #61

Interior of #61 currently undergoing restoration

In fresh Network South East livery

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 370
[2] Colin J Marsden & Christopher G Perkins (ed.) "The Waterloo & City Line", Modern Locomotives Illustrated Annual No. 2 (RailwayCentre, 2010) p.82
[3] John Glover, London Underground Rolling Stock in Colour (Ian Allan, 2009) p. 31
[4] Marsden, DMU p. 371