Class 489 1-GLV [Updated]

The Class 489 1-GLV is a motorised luggage van converted out of Phase 2 Class 414 2-HAP motor cars for use on the Gatwick Express push-pull service [1]. In service the Class 489 formed one end of a train which consisted of Class 488 rolling stock and a Class 73 as primary motive power though the Class 489 also has traction motors on one bogie [2]. The formation served on the Gatwick Express until 2005.

The Class 489s were gutted internally and had rebuilt bodysides with 3 pairs of swing doors on either side. One end of the unit has a gangway to allow the guard full access to the train though the driving end does not.

Information
Number built: 10
Built: 1983 (conversion) 1956 (original)
Builder: BR Eastleigh 
Engine: 2 EE507 traction motors (660-750v DC third rail)
Power: 500 hp (370 kW)
Formation: Gatwick Luggage Van (GLV)

Following withdrawal half the class have been preserved though none are in running order with 3 also serving with Network Rail as de-icing units. Two of the preserved Class 489s are on the Ecclesbourne Valley Railway where they serve as a buffet and a museum!
9101 at Wirksworth

9107 at Wirksworth
Corridor end of 9101

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 372
[2] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 89

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 (rebuild 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 27-wire EPB control system [3]. If other (uncompatible) 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
Engine: 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 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 4 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 2 complete 4-TC sets, one of which is owned by London Underground and carried a "faux teak" livery for operation with preserved LU electric locomotives.
Preserved 4-TC set at Kidderminster

Another view of preserved 4-TC showing the "faux teak" livery

Preserved Class 31/1 33 103 at Idridgehay, clearly showing the control pipes
[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

Class 485 4-VEC [Updated]

In the 1960s, as with other railway lines across the country, the Isle of Wight's once extensive railway system was devastated by Dr Beeching. Indeed only one line was saved which ran from Ryde to Shanklin. BR decided to modernise and electrify this line (to the Southern Region 630V DC third rail system) in the late 1960s. The problem however was the question of which stock to run on it? Tunnels at Ryde have always precluded the use of standard gauge stock on the island due to the limited clearance. In the end there was a very British solution: use former London tube stock! [1]

Information
Number built: 24 cars (converted) to form 4 car sets
Built: 1923
Converted 1966-67
Builder: Metro Cammell / Union Construction Company / Cammell Laird
Converted at LT Acton / BR Stewarts Lane
Engine: 4 English Electric traction motors (630V DC third rail)
Power: 960 hp (716 kW)
Formation: Driving Motor Brake Standard Open (DMBSO)+T
railer Standard Open (TSO)*+TSO+DMBSO

* Some TSOs had an isolated driving cab, officially DTSOs

The Class 485, and its 3-car sister the Class 486 (originally classified as Class 452 and 451 respectively), were converted from withdrawn London Underground Pre-1938 Standard Tube stock which had already been hammered daily on the underground for over 40 years. [2] After heavy refurbishment/conversion [3] which included changing from LT 4-rail to SR 3-rail (an earlier plan to convert the stock to DMUs was mooted but later abandoned [4]), the Class 485/486s ran for a further 25 years on the Island before being replaced by the Class 483, slightly less ancient tube stock, in 1992.

The Class 485/486 entered service in 1967, painted in BR blue with yellow ends and indeed were the first full units in BR's new corporate livery. In the 1970s they were repainted in the slightly more pleasing blue and grey livery for passenger stock and they ended their lives in Network South East colours. The Class 485 was given the SR Alpha code of 4-VEC and the 486 3-TIS. When they worked in multiple they were known as 7-VECTIS, Vectis being the Roman name for the Isle of Wight. Later in their lives they were reformed as 5 car sets (5-VEC) and the 486s 2 car 2-TIS sets.

During conversion BR considered also creating dedicated parcel traffic trailers but scrapped the idea because standard luggage cages would not fit in the cars because of their tube profile [5].

No Class 486s have survived withdrawal but 2 cars (a DTSO and a TSO) from the Class 485 have survived and have been reunited at the London Transport Museum with other Standard Tube Stock cars with the eventual aim of creating a working museum train.
Former TSO trailer from 485 044 at Acton Depot, still in NSE colours!

Standard Stock driving car

Former DTSO trailer from 485 043 at Acton Depot
Cab of LU Standard Stock car

[1] Brian Hardy, Tube Trains on the Isle of Wight (Capital Transport, 2003) p. 14
[2] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 92
[3] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 369
[4] Colin J. Marsden (ed.), "3-TIS, 4-VEC", Modern Locomotives Illustrated No. 220 August-September 2016 (BR Southern Region Electric Multiple Units), p. 48
[5] R.J. Maycock & R. Silsbury, The Isle of Wight Railways from 1923 Onwards (Oakwood Press, 2006) p. 250