recursal/Fanatic-Fandom huggingface dataset:
Liverpool Overhead Railway Units

The Liverpool Overhead Railway opened on 6 March 1893 with 2-car electric multiple units, the first to operate in the world. Each lightweight car had a 60 horsepower (45 kW) motor that took power from a third rail. In 1902 these were replaced with two 100 horsepower (75 kW) motors, which reduced the travel time. After 1945 some trains were modernised, replacing the timber body with aluminium and plywood and fitting power operated sliding doors under control of the guard. The trains were all removed from service when the railway closed in 1956. An original example was retained by the Museum of Liverpool and an example of a modernised carriage is stored at the AJR Birch & Sons Ltd..

## Preservation

Two cars have been preserved, One is preserved at the Museum of Liverpool and the other is at AJR Birch & Sons Ltd..

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17108
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17109
District A Stock

The **A Stock** cars were built for the District Railway by Brush Traction in 1903. They were the prototype electric units tested by the District Railway.

Of the total of fourteen cars, four were End Driving Motors, located at the ends of each unit, two were Middle Driving Motors, located in the middle of the unit, and eight were trailers. Later, two of the trailers were rebuilt into Control Trailers.

These units were wooden-bodied and led to the development of the B Stock.

They were initially used between Acton Town and South Harrow, and starting from 1905 were used on the South Acton - Hounslow service, extended to Uxbridge in 1910.

The last car was withdrawn in 1925 and no examples passed to the London Passenger Transport Board.

None survived into preservation.
BR Class 125

The **Class 125** was a design of three car Diesel Multiple Unit built by British Rail in 1958. They were high-density units, externally very similar to the Class 116. They were built specifically for the Lea Valley Line based at Stratford, but were displaced to the ECML suburban lines out of Kings Cross when the Lea Valley Line received 25 kV overhead electrification in May 1969. The class were all withdrawn in 1977 when the ECML suburban lines received 25kV overhead electrification, and none survive to this day. Like many first-generation DMU classes, they never carried their 125xxx TOPS set numbers.
M/N Stock

The London Underground **M Stock** and **N Stock** were similar designs of rolling stock built in 1935. As the new cars were urgently required they were based on existing designs (K Stock and L Stock). Several years after construction both types were absorbed into the Q Stock. The last of these trains were withdrawn in 1971.

## M Stock

**London Underground M Stock** was a clerestory-roofed rail stock built for the Hammersmith & City line in 1935 and subsequently absorbed into the London Underground Q Stock, being redesignated Q35 Stock. The M Stock was based on the 1927 K stock. Twenty-eight cars were built in 1935 by Birmingham Railway Carriage and Wagon Company: fourteen were driving motor cars and the rest were trailers. All the driving motor cars were converted to trailers between 1947 and 1955.

The M Stock was the first surface stock to be delivered with air-operated doors.

Upon conversion to Q Stock, all the cars were transferred to the District line (with the Hammersmith and City Line services being operated from 1938 onwards by new trains of O Stock).

## N Stock

**London Underground N Stock** was a type of clerestory-roofed stock built in 1935 and subsequently absorbed into the London Underground Q Stock, being redesignated Q35 Stock. The N Stock was based on the 1927 K Stock. Twenty-six cars, all trailers, were built in 1935 by Metropolitan Cammell.
H Stock

The **H Stock** classification has been used twice for London Underground stock.

The first time was the designation given to examples of B Stock that were rebuilt in the 1920s. These were withdrawn from service between 1934 and 1946.

The second time that stock was classified H Stock (H standing for Handworked doors) was in the late 1940s. The surviving examples of C Stock, D Stock, and E Stock were reclassified and the last of these cars remained in use until 1958.

Also included were the cars of G Stock, K Stock, L Stock, M Stock, and N Stock. These cars were classified as H stock until they were rebuilt into Q Stock.
BR Class 129

The **Class 129** was a class of single-car Diesel Multiple Unit built in 1955 for British Rail. Only three were built by Cravens and were introduced in 1958. The class was built for parcels traffic like the Class 128. One unit (55997) survived into departmental service being named 'Hydra'. The driving ends of a Class 129 car bore a visible similarity to that of the British Rail Class 105, also built by Cravens.

## References

1. ↑ 1.0 1.1 1.2 1.3 https://www.railcar.co.uk/print/diagrams/531.jpg
2. ↑ https://web.archive.org/web/20050309225714/http://www.therailwaycentre.com/Recognition%20tech%20Data%20DMU/DMU\_129.html
Ninian Silversnow

Ninian Silversnow, a young Half-Elf girl hailing from the Realm of the Mammoth lords, is a kind hearted person but her brash and over eager personality sometimes gets her into trouble. One day she was outside the village exploring the surrounding area, when she stepped onto a frozen over pond hidden by snow, and fell in. She knew what freezing waters could do to a person and how fast...she had almost resigned herself to a watery grave, but once she was submerged she felt no cold at all. She made her way out of the pool and gripped the ice where she fell in with, to her surprise, claws! Ninian ran back to the village to tell her foster parents, but they were suspicous of her story and had her examined by the village shaman and they determined she was tainted with the blood of dragons. The Elders made a decision to exile her, in fear of what she would become, and she wandered for what seemed like years being so young, before passing through Sandpoint one day...and as they say, the rest is history.
1959 Stock

The **1959 Tube Stock** was a type of London Underground tube train constructed in the late 1950s. They were intended for use on the Piccadilly line, but also saw use on several other tube lines. It was the first production (not prototype) tube stock to have unpainted aluminium alloy bodywork.

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=19380
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=19381
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=19382
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4006
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=12067
6. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=5113
7. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=13225
8. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=13226
9. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=9641
10. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=9642
11. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=5115
12. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4160
New tube for London

**New Tube for London** (**NTfL**), also known as the **Deep Tube Upgrade Programme**, is a programme to introduce 250 new trains and signalling on several London Underground deep-tube lines between 2023 and 2033. The fully automated trains will increase capacity on the Piccadilly, Central, Waterloo & City and Bakerloo lines. The trains may not have drivers, though the ASLEF and RMT trade unions that represent the drivers strongly oppose this, claiming that such operation would be unsafe.

The NTfL will replace the 1992 Stock, 1973 Stock and 1972 Stock.

## References

1. ↑ https://tfl.gov.uk/info-for/media/press-releases/2018/june/siemens-mobility-limited-to-be-awarded-tfl-contract-to-design-and-manufacture-a-new-generation-of-tube-trains
District B Stock

The **London Underground B Stock** was built in 1905 for the District Railway (now the London Underground's District line). 420 vehicles were built, formed into sixty 7-car units.

140 cars were built, divided equally between the two suppliers, in Britain by both Brush Traction and Metropolitan Cammell, with the remaining 280 built in France by Ateliers. 192 of the cars were driving motors, thirty-two were control trailers and the remaining 196 cars were trailers.

These units were wooden-bodied and were based on the prototype A Stock.

The trailers had wooden underframes as well as wooden bodywork. This proved to be insufficiently robust, resulting in their premature withdrawal. The B Stock motor cars (with steel underframes) were therefore modified as trailers in the early 1920s, the electrical equipment being used for new G Stock motor cars.

As originally built, the B Stock cars had air-operated sliding doors. This proved to be unreliable and was quickly modified to a hand-operated system, with balancing weights. The hand-operated doors could be opened by passengers whilst a train was in motion. This potentially dangerous system remained in use on some District line trains until the late 1950s. The remaining B Stock cars were later reclassified as H Stock. Following their withdrawal (by the mid-1940s) all other remaining District line trains with hand-operated doors were designated as H Stock.

The final cars were withdrawn by the 1940s. Afterwards, at least three cars were transferred into departmental service, being used as a weed killing train. No vehicles have survived into preservation.
1995 Stock

The London Underground **1995 Stock** is a type of rolling stock used on the Northern line of the London Underground. There are 106 six-car trains in operation; they entered service between June 1998 and April 2001 replacing old 1959 Stock, 1962 Stock and 1972 Stock (Mark 1).

The trains are the only deep-level tube stock to use selective door opening, necessitated by short platforms at stations such as Moorgate, Charing Cross, Hampstead and Clapham Common.

## References

1. ↑ https://web.archive.org/web/20131220173000/http://www.tfl.gov.uk/assets/downloads/foi/Rolling\_stock\_Data\_Sheet\_2nd\_Edition.pdf
2. ↑ https://web.archive.org/web/20121028193725/http://www.tfl.gov.uk/corporate/modesoftransport/londonunderground/rollingstock/1628.aspx
1967 Stock

The **London Underground 1967 Stock** was a fleet of deep-level tube stock which operated on the Victoria linefrom when the line first opened on 1 September 1968 until 30 June 2011. Some of the stock was also used on the Central line between Woodford and Hainault between 21 February 1968 and 1984, as the same automatic train operation (ATO) system was used on both lines.

A total of 316 cars (39.5 train sets) were built by Metro-Cammell, and the stock was refurbished at Rosyth. Withdrawn cars of Mk I 1972 stock were later moved into the 1967 stock fleet in the 1990s, thus creating a fleet of 43 1967 stock trains. As they did not feature ATO, they were only used as non-driving cars, positioned in the middle of trains rather than at the ends. By the beginning of their retirement in 2010 the 1967 stock had achieved a mean distance between failures of over 14,000 km (8,700 mi).[4]

Each complete train consisted of two four-car units coupled together. Being ATO equipped, the train operator started the train by simultaneously pressing two buttons in the cab to start the automatic process. The trains were the first London Underground rolling stock to be built with wrap-around windows in the driving cabs.

The trains were maintained at Northumberland Park Depot.

## References

1. ↑ 1.0 1.1 Hardy, Brian (2002). *London Underground Rolling Stock* (15th ed.). Harrow Weald: Capital Transport. ISBN 1-85414-263-1
2. ↑ 2.0 2.1 "Rolling Stock Changes and Movements". *Underground News*. London Underground Railway Society (602): 94. February 2012. ISSN 0306-8617.
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=26065
4. ↑ https://www.flickr.com/photos/juniper007/22254594054/
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=44872
6. ↑ https://www.ltmuseum.co.uk/collections/collections-online/vehicles/item/2010-23833?&apiurl=aHR0cHM6Ly9hcGkubHRtdXNldW0uY28udWsvdmVoaWNsZXM/c2hvcnQ9MSZza2lwPTAmbGltaXQ9NDg=&searchpage=
7. ↑ 7.0 7.1 "Rolling Stock Changes and Movements". *Underground News*. London Underground Railway Society (629): 296. May 2014. ISSN 0306-8617.
8. ↑ 8.0 8.1 "Rolling Stock Changes and Movements". *Underground News*. London Underground Railway Society (627): 171. March 2014. ISSN 0306-8617.
9. ↑ https://www.ltmuseumfriends.co.uk/projects/friends/project/29/underground+engineering
10. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=25181
11. ↑ "Rolling Stock Changes and Movements". *Underground News*. London Underground Railway Society (599): 631. November 2011. ISSN 0306-8617.
12. ↑ https://web.archive.org/web/20140820102837/http://www.walthamstowpumphousemuseum.org.uk/filming.html
District D Stock

The **D Stock** was built by Metropolitan Amalgamated Railway Carriage & Wagon in Saltley, England for the District Railway in 1912. A total of thirty cars were built, twenty-two were driving motor cars and eight were trailers. In 1928 the eight trailer cars were rebuilt into motor cars at Acton Works.

These units were very similar to the earlier B and C Stock trains. In the 1940s the C, **D** and E stocks were reclassified as "H Stock" (signifying hand-operated doors), along with other pre-1938 District Line rolling stock that had not been converted to have air-operated doors. The H Stock was largely eliminated by the early 1950s, following replacement by R Stock. The remaining cars were largely confined to the Olympia shuttle service and were withdrawn from passenger service by the late 1950s. One continued in use for a time in grey livery as a "Stores Carrier" motor car SC637, before being finally broken up in May 1963. No vehicles have survived into preservation.

## References

1. ↑ UndergrounD: The Journal of the London Underground Society
BR Class 111

The **Class 111** DMUs were based on Class 101/2s, but with different engines. The only external body difference was on the final batch of cars where a four character headcode box was fitted above the front cab windows, with the destination indicator on top of a reduced height centre window.

The first cars built, part of an order for 339 Metro-Camm cars, were 4 power/trailer sets for the LMR Manchester area built in early 1957. One of these was equipped with supercharged Rolls-Royce C6SFLH 230 hp 6-cylinder engines. This was followed by ten 3-car sets comprising DMBS/TSL/DMCL for the NER at Bradford, then a further twenty 3-car sets.

## Preservation

One car survives, buffet 59575 currently restoration ongoing after asbestos stripping at the Great Central Railway.

## References

1. ↑ 1.0 1.1 1.2 1.3 https://www.railcar.co.uk/type/class-111/official-2-car
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17034
1914 Stock

The **1914 Tube Stock** was built for an extension of the BS&WR (Bakerloo tube). Twelve motor cars were built, ten by Brush in Loughborough, England and two by the Leeds Forge Company. Trailer cars were transferred from the Piccadilly line where they had been surplus.

The twelve motor cars were numbered 38 - 39 (Leeds Forge) and 40 - 49 (Brush).

These motor cars were the first built new with doors located in the centre of the body. These were hand operated with an electric lock to keep them closed.

They were phased out *circa* 1935.
BR Class 144

The **British Rail Class 144** *Pacer* diesel multiple units (DMUs) were built by British Rail Engineering Limited's, Derby Litchurch Lane Works from 1986 to 1987. A total of 23 units were built, replacing many of the earlier first-generation "Heritage" DMUs.

## References

1. ↑ 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 Traction Recognition, Colin J. Marsden, ISBN 978-0-7110-3277-4
2. ↑ 2.0 2.1 2.2 2.3 2.4 2.5 http://www.barrowmoremrg.co.uk/BRBDocuments/Book220Issue.pdf
Gate Stock

The **1906 Stock**, also known as **"Gate Stock"**, was built for the Yerkes tube lines, Baker Street and Waterloo Railway (BS&WR), Great Northern, Piccadilly and Brompton Railway (GNP&BR), and Charing Cross, Euston and Hampstead Railway (CCE&HR).

## Preservation

Part of one carriage of the stock has been preserved by the London Transport Museum's Acton depot.

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=4290
BR Class 123

The **Class 123** was a design of Diesel Multiple Unit built for British Rail in 1963. They were built by British Rail at Swindon Works, and designed like all Swindon units as inter-city sets. Ten of the four-car sets were built and introduced in 1963. The units bear a visible similarity to the British Rail Class 309; however, there is no 'relation' here as the two types were built by different manufacturers for different markets.

Swindon-built DMUs, including the Class 123 and 124, had a structure and internal construction with much more in common with BR coaching stock (British Rail Mark 1) than they do with many DMU classes. The carriage underframes were longer (Mk1 standard main-line 63 ft 6 in (19.35 m) frames, vs the 57 ft 0 in (17.37 m) frames common to most 1st generation DMUs) and the units were provided with Mk1-style "Pullman" gangways instead of the "British Standard Gangways" fitted to most contemporary DMUs of the period. It was also unusual for a first-generation DMU to sport a front end gangway, the only other units were the Class 126 and Class 128, None of these units survive today.

## References

1. ↑ 1.0 1.1 1.2 1.3 1.4 https://www.railcar.co.uk/print/diagrams/566.jpg
2. ↑ 2.0 2.1 2.2 2.3 2.4 https://www.railcar.co.uk/print/diagrams/574.jpg
3. ↑ 3.0 3.1 3.2 3.3 3.4 https://www.railcar.co.uk/print/diagrams/567.jpg
4. ↑ British Railways Locomotives and Other Motive Power, Combined Volume, 1976, ISBN 0-7110-0670-9
1973 Stock

The **London Underground 1973 Stock** is a type of rolling stock used on the Piccadilly line of the London Underground. It was introduced into service in 1975 with the extension of the line to Hatton Cross in 1975, followed by a further extension to Heathrow Central in 1977.

The trains were built by Metro Cammell between 1974 and 1977, and were refurbished by Bombardier Transportation between 1995 and 2000. They are the one of the oldest remaining tube trains, in service for 43 years, the other one being the 1972 Stock running on the Bakerloo line. Along with the 1992 Stock and 1972 Stock, the 1973 stock is due to be replaced by the New tube for London.
LNWR Electric Units

The **LNWR electric units** were ordered by the London and North Western Railway for its suburban services in London. The first cars, made with Siemens equipment, arrived in 1914, and these were followed by two larger batches of units with Oerlikon equipment. The trains were formed into 3-car units, with first and third class accommodation in open saloons. Following the 1923 grouping and absorption of the line into the London Midland and Scottish Railway (LMS), similar LMS electric units, but with accommodation in compartments, were purchased to run with the Oerlikon units in 1926 and 1932. The trains were all withdrawn by 1960.

## Preservation

One motor car, 28249, has been preserved and is currently at the National Railway Museum, York.

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17158
SR 4-DD

Conceived by Oliver Bulleid for the Southern Railway's commuter route from London Charing Cross to Dartford, the two **4-DD** electric multiple units were the only double-deck trains to run on the main line railway network in Britain. Whilst common in continental Europe and North America, the restrictive railway loading gauge in the United Kingdom prohibits normal double-deck cars with two fully separated decks.

## Preservation

Two Driving Motor Cars, 13004 at the Northamptonshire Ironstone Railway and 13003 at Kent Locomotives Ltd..

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17151
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17150
BR Class 153

The **British Rail Class 153** *Super Sprinter* are single-coach diesel multiple units converted from two-coach Class 155s. The class was intended for service on rural and branch lines where passenger numbers do not justify longer trains.

## Fleet Details

Class 153 consists of 70 single-car units converted in 1991–92 from Class 155 two-car units.

 East Midlands Trains
 Great Western Railway
 Greater Anglia
 Northern
 West Midlands Trains

## References

1. ↑ 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 http://www.barrowmoremrg.co.uk/BRBDocuments/Book220Issue.pdf
2. ↑ 2.0 2.1 Traction Recognition, Colin J. Marsden, ISBN 978-0-7110-3277-4
BR Classes 485 and 486

The British Rail **Class 485** (or 4Vec, later 5Vec) and British Rail **Class 486** (or 3Tis, later 2Tis) electrical multiple units were originally built for the London Electric Railway from 1923-31 as their 'Standard' tube stock. They were purchased by British Rail in 1967 and transported to the Isle of Wight to work 'mainline' services on the newly electrified Ryde to Shanklin line, where they worked for an additional quarter century. At the time of their purchase the units had already worked for over forty years on the London Underground, but their introduction allowed the last steam locomotives on the line to be withdrawn.

## References

1. ↑ https://web.archive.org/web/20120717012844/http://www.therailwaycentre.com/Recognition%20Tech%20Data%20EMU/EMU\_485\_486.html
2. ↑ 2.0 2.1 http://www.semgonline.com/gallery/class485\_486\_01.html
3. ↑ Fox, Peter (1987). *Multiple Unit Pocket Book*. British Railways Pocket Book No.2 (Summer/Autumn 1987 ed.). Platform 5 Publishing Ltd. ISBN 0906579740. OCLC 613347580
SR 2-WIM

**2-WIM** was the designation given, by Southern Railway (SR), to a small fleet of electric multiple units, dedicated for use on the West Croydon to Wimbledon Line. None of these units survived long enough in British Rail ownership to be allocated a TOPS class.

The **2-WIM** (**2**-car **Wim**bledon stock, numbers 1809–1812) units were rebuilt in 1929, from former Trailer First cars, originally used in ex-LBSCR AC electric **SL** stock. They were intended for use on the line between Wimbledon and Croydon. Originally these units had some First Class accommodation in the Driving Motor car, but this was later declassified to Third Class only. The units were numbered 1909–1912 before 1936, when those numbers were reused for new **2-BIL** units.
OC 4

### Affiliation

Batman Family, Justice League, Batman Incorporated, Outsiders, Wayne Enterprises, Club of Heroes · formerly White Lantern Corps, Sinestro Corps

### Relationships

Simon Hurt (ancestor)
Roderick Kane (grandfather)
Betsy Kane (grandmother)
Martha Wayne (mother, deceased)
Thomas Wayne (father, deceased)
Alfred Pennyworth (legal guardian)
Nathan Kane (uncle)
Agatha Wayne (aunt)
Damian Wayne (son)
Dick Grayson (adopted son)
Tim Drake (adopted son)
Jason Todd (adopted son)
Cassandra Cain (adopted daughter)

## Status

### Education

Henri Ducard
Ra’s Al Ghul
Giovanni John Zatara
Ted Grant
SR Class CW

The Southern Railway (SR) gave the designation **CW** to the fleet of AC electric multiple units used on the lines to Coulsdon and Wallington. They were planned by the London, Brighton and South Coast Railway but were delayed by the World War I and the grouping and were introduced by the Southern Railway.

## Construction

The **CW** (**C**oulsdon and **W**allington stock) units were built in 1923–1924, as the last electric train stock for use on the LBSCR AC overhead electrified lines in South London. This stock comprised some hundred carriages, which were used in five-car formations: Driving Trailer Third (DTT) + Driving Trailer Composite (DTC) + Motor Luggage Van (MLV) + Trailer Composite (TC) + Driving Trailer Third (DTT).

The stock, built by the Metropolitan Carriage, Wagon and Finance Company at Birmingham, was as follows:

* 21 Motor Luggage Vans
* 60 Driving Trailers
* 20 Trailers

The Motor Luggage Vans (nicknamed "Milk Vans") each had four 250 horsepower (190 kW) GEC traction motors.

After the replacement of the AC overhead equipment by the 660 V DC third rail system adopted as standard by the SR, the carriages that formed these units were rebuilt accordingly, the Motor Luggage Vans becoming bogie goods train brake vans.
BR Class 119

The British Rail **Class 119** DMUs were used throughout the Western Region and on services in the Midlands sourced by Tyseley Depot. Shortly after their introduction, sets were transferred from Cardiff to serve the intermediate stations on outer suburban services from London Paddington to Oxford. These were as 7-car sets, with the addition of Hawksworth composites adapted to run as DMU trailers.

Sets worked over most of the Western Region, notable early use being the last passenger train over the Plympton branch. Minehead, Calne and Bridport branches that have since closed were also served by the sets, which also covered main line services in company with the Swindon Cross Country sets.

Visually, the body design was based on the Swindon Cross-Country sets, but with a Derby cab.

As with most asbestos contaminated stock, there were heavy withdrawals, but a number were rebuilt internally after asbestos removal. The rebuilt sets were frequently used on express services from Reading to Gatwick Airportalong the Reading-Gatwick link and on stopping services to Tonbridge. Units stabled at Redhill Station overnight would find themselves being fuelled at Selhust Depot, working parcels services to London Bridge and at Clapham Junction working the early morning service to Kensington Olympia.

The fleet was displaced by the 'Turbo' Class 165 and Class 166 fleets in 1992.

## Preservation

* **51073** (DMBC) Ecclesbourne Valley Railway
* **51074** (DMBC) Swindon and Cricklade Railway
* **51104** (DMSL) Swindon and Cricklade Railway

## References

1. ↑ 1.0 1.1 1.2 1.3 https://www.railcar.co.uk/print/diagrams/540.jpg
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16867
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16520
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16521
SR Class CP

The Southern Railway (SR) gave the designation **CP** to the fleet of AC electric multiple units used on the former London, Brighton and South Coast Railway lines in the Crystal Palace area.

## Construction

The **CP** (**C**rystal **P**alace stock) units were built in 1911-1913 to provide the electric train stock required for the LBSCR AC overhead electrification to Crystal Palace and the surrounding area. This stock comprised some 90 cars, which were used in three-car formations, usually (Driving Trailer Composite+Driving Motor Brake Third+Driving Trailer Composite).

Thirty motor coaches and 30 driving trailers were built by the Metropolitan Amalgamated Carriage and Wagon Co. Ltd. in 1911. Each motor coach had four 150 horsepower (110 kW) Winter Eichberg motors. A further 26 driving trailers were built at the LBSC's Lancing Carriage Works. In 1912, four additional motor and trailer pairs were delivered by MAC&W’s successor, the Metropolitan Carriage, Wagon and Finance Company. Lancing Works built eight more trailers the following year.

After the replacement of the AC overhead equipment by the 660 V DC third rail system adopted as standard by the SR, the carriages that formed these units were rebuilt accordingly.
BR Class 401

The Southern Railway (SR) gave the designation **2-BIL** to the DC third rail electric multiple units built during the 1930s to work long-distance semi-fast services on the newly electrified lines from London to Eastbourne, Portsmouth and Reading. This type of unit survived long enough in British Rail ownership to be allocated TOPS **Class 401**.

The 2-BIL Classification meant: **2**-car **Bi-L**avatory stock.

## Preservation

Only one 2-BIL unit has survived into preservation, namely number 2090, formed of carriages 10656 and 12123, which is in the care of the National Railway Museum, York. This unit is also one of only two pre-war main line EMUs in existence, which are still in original formation. The other is the Class 503, which is kept at the Locomotive Storage Ltd facility in Margate.

## References

1. ↑ Longworth, Hugh (2015). *British Railways Electric Multiple Units to 1975*. Oxford Publishing Co. ISBN 9780860936688. OCLC 923205678
2. ↑ 2.0 2.1 2.2 https://web.archive.org/web/20071014061718/http://www.therailwaycentre.com/Recognition%20Tech%20Data%20EMU/EMU\_401.html
3. ↑ https://theisleofthanetnews.com/last-surviving-mersey-rail-class-503-train-arrives-at-locomotive-storage-in-margate/
BR Class 402

The Southern Railway (SR) gave the designation **2-HAL** (**2**-Car **Ha**lf **L**avatory Stock) to the electric multiple units built during the late 1930s to work long-distance semi-fast services on the newly electrified lines from London Victoria to Maidstone and Gillingham (Kent). This type of unit survived long enough in British Rail ownership to be allocated TOPS **Class 402**.

## 2-PAN

In 1971 six units were converted for use conveying parcels and newspaper traffic. They were renumbered 061-066 and designated **2-PAN** (**2**-car **P**arcels **a**nd **N**ewspapers stock), reusing the PAN code originally allocated to 6-PAN (Pantry) stock. Their life was not extended by long; within two years all had been withdrawn.
District K Stock

**London Underground K Stock** is a clerestory-roofed rail stock built for the District line in 1927. It was subsequently absorbed into the London Underground Q Stock.

A complete review of District line rolling stock was carried out in 1926, leading to the withdrawal of further B Stock cars and their replacement, plus additional rolling stock to increase frequencies. This led to the construction of the K Stock, some of which was owned by the London, Midland and Scottish Railway (LMS).

As built, the cars had hand-operated sliding doors. The doors were converted to air operation in 1938 as part of the Q Stock project. The modified cars were reclassified as **Q27 stock**. The last of the Q Stock was withdrawn in 1971.
NER Petrol Autocar

North Eastern Railway (NER) authorised the construction of the experimental Petrol Autocar No. 2105 on 21st September 1922. On 19th October, Raven reported the purchase of a 6-cylinder 105hp Daimler engine from the Slough Trading Estate Co. Ltd. The remainder of the vehicle was built at York Carriage Works and was completed in July 1923. By this time, Grouping had occurred, and the autocar was given the LNER number 2105Y. It was later renumbered as No. 22105 in August 1926.

The autocar could seat 40 third class passengers in seats that were arranged as pairs on either side of the central gangway. The distinctive wheel arrangement had a two axle bogie at the engine end, and a single fixed axle at the other end. The single fixed axle was powered from the motor via a clutch, three-speed gearbox, and propeller shaft with two universal joints. 40mph was reportedly possible. Radiators were fitted to both ends.

Westinghouse and hand brakes were fitted. The autocar was not designed for towing other vehicles, but it did have limited facilities for being towed in the event of a breakdown. Sandboxes were initially absent but were fitted at a later date.

No. 2105Y entered service on 9th July 1923, and initially operated the local York services then being operated by Petrol Rail Motor Bus No. 130Y. The service was extended slightly with the new vehicle, and included lunchtime weekday trips to Church Fenton. The exact duties would be often modified, but No. 2105Y would operate local services in and around York until 1930. In common with the Petrol Rail Motor Bus No. 130Y, it also took part in the Stockton & Darlington Centenary celebrations.

Haxby, Strensall, and Flaxton stations all closed in 1930. This greatly reduced the work load for No. 2105Y (now No. 22105). It appears to have only been occasionally used, although records are unclear. However, No. 22105 is known to have been given an extensive timetable in the Hull area from 1st May to 17th July 1932 when it worked a 14 hour timetable including Beverley, Thorne North, Brough, Willerby & Kirk Ella, and Hull. Reports suggest it was unreliable during this period and was often replaced by a Sentinel steam railcar.

No. 22105 does not appear to have worked any revenue-earning services during the next two years, and was finally withdrawn from service on 19th May 1934.

## External Links

* https://www.lner.info/locos/IC/ner\_petrol\_autocar.php
BR Class 483

The **British Rail Class 483** electric multiple units were originally built as 1938 tube stock units for London Underground. They were extensively refurbished between 1989 and 1992 by Eastleigh Works, for use on services on the Isle of Wight's Island Line. This was despite having already worked for nearly 50 years on the London Underground. The units replaced the even older and life-expired British Rail Classes 485 and 486 units, which were introduced in 1967, but were originally built as 'Standard' stock units for the London Electric Railway in 1923. The stock is 80 years old and still in service as of 2018, making it the oldest type in Great Britain to remain in regular service. The current operator, South Western Railway, currently has no plans to replace them.
BR Class 128

**British Rail Class 128** was a class of diesel multiple unit, built for British Rail. Introduced in 1959, ten of the class were built by Gloucester Railway Carriage and Wagon Company, each with two 230 hp British United Traction - Albion engines. The class was built specifically for parcels, fitted out with parcel racks and bike storage at each end, and did not feature any passenger accommodation. The last members of the class were withdrawn in 1991, and none were preserved. The Class 128s were simlar to the Class 129, both having been built as a single Parcels DMU.

## References

1. ↑ Ian Allan ABC of British Railways locomotives, winter 1962/3 edition, page 289
2. ↑ 2.0 2.1 2.2 2.3 https://www.railcar.co.uk/print/diagrams/643.jpg
3. ↑ 3.0 3.1 3.2 3.3 https://www.railcar.co.uk/print/diagrams/644.jpg
1915 Stock

Twenty-four **1915 Tube Stock** driving motor cars were built by Brush for the Central London Railway's extension from Wood Lane to Ealing Broadway. No trailer cars were built as part of the stock.

The extension was not completed until 1917 and operation did not start until 1920 so the cars were initially transferred to the Bakerloo tube for use on the Watford extension, for which they were fitted with contact shoes for the 4th rail.

Once returned to the Central, cars were not compatible with the 1903 tube stock. Because of this the different stock were given nicknames, the 1915 stock became known as the 'Ealing Stock' while the 1903 stock became known as 'Tunnel Stock' or 'Local Stock'. As no trailer cars had been built several 1900 stock trailers were modified to run with them.
BR Class 105

The British Rail **Class 105** diesel multiple units were built by Cravens Ltd. of Sheffield from 1956 to 1959. The class were built with a side profile identical to British Railways Mark 1 carriage stock, using the same doors and windows. None were selected for refurbishment. The last passenger car was withdrawn from service in 1988.

## Technical Details

 DTCL/TCL;

## Accidents and Incidents

* **15/10/1959 - Smedley Viaduct Signal Box, near Manchester, LMR.**  Class 105 in collision with steam locomotive 45101. Car numbers not identified. 6 persons required hospital treatment. A power-twin Cravens unit travelling from Manchester Victoria to Rochdale came into head-on collision with 45101. The driver was fortunate to have been thrown out of the DMU by the impact, as the cab was destroyed and the underframe distorted. Interference with signalling equipment, probably by children, caused the signal passed by the DMU to display a yellow aspect, instead of a red one.
* **16/07/61 - Singleton Bank (near Weeton), LMR** Class 105 power-twin (leading) + 2 x Class 113 units (cars not identified) struck the rear of a stationary ballast train which had been carrying out track work. Seven persons killed and 116 injured. The first three cars were severely damaged.
* **15/02/69 - Catholme Level Crossing,** **LMR** A tractor drove into the path of a DMU.
* **26/7/86 - Lockington Level Crossing, ER** Collision of Class 105 + Class 114 with a Van on crossing. E54434-E51278 + E53016-E54034. 9 people killed and 59 people required hospital treatment. The van drove onto the crossing against flashing lights and was struck by the DMU. E54434 derailed and ran down the embankment, turning through 180 degrees before coming to rest on its side. All vehicles were badly damaged due to destruction of the track.

## Preservation

Due to the use of asbestos in their construction, and extended usage by BR, the class has fared very badly in preservation. 51485 and 56121 were preserved by the West Somerset Railway but moved to the East Lancashire Railway in 1997 where they are being restored after asbestos stripping. 56456 is based on the Llangollen Railway, working with a Class 127. The National Railway Museum had intended to preserve 53812 - which had been stripped of asbestos but a lack of space prevented this car and the Class 100 coupled to it from being moved to York and they were vandalised beyond repair at Crewe.

 56121 | DTCL
 56456 | DTCL

## References

1. ↑ https://www.railcar.co.uk/type/class-105/accidents
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16875
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16966
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16991
District G Stock

The **G Stock** were 50 electric multiple unit train carriages built for the District Railway in 1923 by Gloucester RC&W. They operated on the District line of the London Underground until 1971 (with most cars being withdrawn in the early 1960s).

## Construction

The G Stock was built to allow the scrapping of some of wooden-built B Stock trailer cars which were in poor condition. Some steel-framed B Stock motor cars were converted to trailers, themselves being replaced by new G Stock motorcars. The G Stock consisted entirely of motor cars, all built with a clerestory roof similar in style to the B Stock with which they would work.

## Q Stock

In 1938, forty-eight of these cars were rebuilt when the District line was standardising its post-1923 stock and were reclassified as **Q23 Stock**. A major part of the Q Stock project was the replacement of the potentially dangerous manually operated sliding doors (which could be opened by passengers between stations) with air operated doors controlled by the guard.

The two remaining cars were rebuilt into single cars for use on the South Acton shuttle, replacing a B Stock car. These two cars, numbered 4167 and 4176, were not rebuilt into Q Stock and were classified **G23 Stock**.

In 1965, several cars were renumbered by adding 100 to the number to avoid conflicting numbers with the 1967 Stock being built for the Victoria line.

## Preservation

The majority of the cars were withdrawn in the early 1960s as CO/CP Stock trains transferred from the Metropolitan line started to become available. The last of the Q Stock was withdrawn in 1971.

Two driving motors have been preserved.

* DM no. 4184 - London Transport Museum, Acton
* DM no. 4248 - London Transport Museum, Covent Garden
BR Class 107

The British Rail **Class 107** diesel multiple units were built by the Derby Works of British Railways and were introduced in 1960. The class looked similar to the later Class 108 units, but were heavier - having been built out of steel.

Towards the end of there life, several units were formed into Departmental Sandite Stock.

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16922
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16923
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16927
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16924
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16931
6. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16925
7. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16928
8. ↑ https://www.avonvalleyrailway.org/about-us/locomotives-rolling-stock/br-class-107-dmu/
9. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16926
10. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16930
11. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=16929
12. ↑ http://gwrboardroom.blogspot.com/2015/07/cdrl-acquire-partner-for-their-class-117.html
13. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17044
District C Stock

The **C Stock** was built for the District Railway in 1910. The additional rolling stock was required to increase the frequency of the service (particularly given the introduction of automatic electro-pneumatic signalling which allowed less headway between trains), plus the four-tracking of the section west of Hammersmith which allowed a greater frequency of trains to and from Richmond.

Fifty-two cars were built by Hurst Nelson, thirty-two were driving motor cars and the remaining twenty were trailer cars. The design was based on the earlier B Stock and was the basis for the D Stock trains which appeared in 1912.

In 1928 the 20 trailer cars were rebuilt into motor cars. In the 1940s the C, D and E stocks were reclassified as "H Stock" (signifying hand-operated doors), along with other pre-1938 District Line rolling stock that had not been converted to have air-operated doors. The H Stock was largely eliminated by the early 1950s, following replacement by R Stock. The remaining cars were largely confined to the Olympia shuttle service and were withdrawn from passenger service by the late 1950s. A few examples continued in use for a time, painted grey, as "Stores Carriers", before being finally broken up in May 1963.

The C Stock remains the only fleet of London Underground carriages to have been built in Scotland. No vehicles have survived into preservation. In appearance, they were similar to the B Stock.

## References

1. ↑ UndergrounD: The Journal of the London Underground Society
District L Stock

**London Underground L Stock** was a clerestory-roofed rail stock built for the District line in 1932 and subsequently absorbed into the London Underground Q Stock, being redesignated **Q31 Stock**.

The L Stock trains were built to provide additional rolling stock for the eastward extension of the District Line from Barkingto Upminster. Two new electrified tracks were added parallel to the existing steam-operated LMS lines, including several new stations such as Upminster Bridge.

Forty-five cars were built by the Union Construction Company, eight were driving motor cars and the rest were trailers. The eight motor cars, numbered 700-714 (even numbers only), were initially owned by the London Midland and Scottish Railway.

The L Stock was based on the 1927 K Stock.

The conversion from L Stock to Q31 Stock took place in the late 1930s, with the major modification being the conversion of the hand-operated sliding doors to air operation. The last Q Stock trains were withdrawn in 1971.
BR Class 151

The **British Rail Class 151** was a prototype class of Diesel multiple unit built by Metro Cammell. Only two 3-car units were built entering service in 1985. They were withdrawn in 1989.

## References

1. ↑ "Class 151 is Met-Cam's bid in DMU replacement battle" *Railway Gazette International* May 1984 page 364
2. ↑ Market" *Railway Gazette International* April 1985 page 237
3. ↑ "Metro-Cammell Class 151 Sprinters withdrawn" *Rail Magazine* 6 April 1989 page 9
4. ↑ 4.0 4.1 4.2 4.3 https://web.archive.org/web/20051108100001/http://www.therailwaycentre.com/Recognition%20tech%20Data%20DMU/DMU\_151.html
5. ↑ 5.0 5.1 5.2 https://web.archive.org/web/20160318014901/http://www.traintesting.com/images/diagram.jpg
A Stock

The **London Underground A60 and A62 Stock** was a type of sub-surface rolling stock which operated on the Metropolitan line of the London Underground from 12 June 1961 to 26 September 2012, and on the East London Line from 1977 until 22 December 2007, when it closed to be converted into London Overground (except in 1986, when one-man operation conversion of the fleet took place).

The stock was built in two batches (A60 and A62) by Cravens of Sheffield in the early 1960s, and replaced all other trains on the line.

At the time of its withdrawal in September 2012, the stock was the oldest on the Underground. It was the only stock to have luggage racks, umbrella hooks and separate power and braking controls, and the last stock not to have any automated announcements.

The A stock was replaced by the S8 stock on the Met and BR Class 387 on the East London Line, after conversion to the London Overground.

## Preservation

A single DM has been preserved at the London Transport Museum, 5034.

## References

1. ↑ https://web.archive.org/web/20131220173000/http://www.tfl.gov.uk/assets/downloads/foi/Rolling\_stock\_Data\_Sheet\_2nd\_Edition.pdf
2. ↑ Hardy, Brian (1988). *London Underground Rolling Stock* (11th ed.). Capital Transport. p. 35. ISBN 0-904711-94-3.
3. ↑ Hardy, Brian (2002). *London Underground Rolling Stock* (15th ed.). p. 36. ISBN 1-85414-263-1. The first train of A60 stock entered passenger service on 12 June 1961 (units 5004 and 5008).
4. ↑ *Metropolitan Line No 2 Section Working Timetable No 189 12.6.61*, London Underground, 1961
5. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=44873
MR electric units

The Midland Railway experimented with electrification on its Heysham–Morecambe–Lancaster line in Lancashire, England. Electric trains started to run over this route in 1908, using the overhead 6.6 kV, 25 Hz AC electric supply installed and generated at the MR's own power station in Heysham.

The electric multiple units consisted of three driving motor coaches and six driving trailer coaches. Since the DM cars had a cab at each end, this allowed trains of one, two, or three cars to be formed.

No units have been preserved
SR 6-PUL

The Southern Railway (SR) gave the designations **6-PUL**, **6-CITY** and **6-PAN** to electric multiple units built to work the routes between London and Brighton, West Worthing and Eastbourne. None of these units survived long enough in British Rail ownership to be allocated a TOPS class number. The 6-PUL units were designated **6-COR** until 1935 (the **COR** designation was later used for 4-COR units).

## Construction

The **6-PUL** (**6**-car **Pul**lman stock, numbers 2001–2020) and **6-CITY** (**6**-car **City** stock, numbers 2041–2043) units were built in 1932 to provide high quality accommodation on the newly electrified London to Brighton route. Units of both types each included a Pullman composite kitchen car, which were built by Metropolitan Cammell and numbered 256 to 278 in the Pullman Car Company series.

The 6-CITY units differed from the 6-PUL units only in that the three trailers other than the Pullman car had all first class accommodation. They were dedicated for use on the London Bridge to Brighton route (as opposed to the London Victoria route on which the 6-PUL units were used), and were intended for the trains used by City workers, hence their designation.

The **6-PAN** (**6**-car **Pan**try unis, numbers 2021–2037) units were introduced in 1935, upon the extension of the electrified network to Ore. They were similar to the 6-PUL units, except that the Pullman car was replaced by a first class dining car with a pantry. From this time, 12-car trains were often formed from a 6-PAN coupled to either a 6-PUL or 6-CITY.

Until the arrival of the 6-PAN units, the 6-PUL units had been referred to as **6-COR** (**6**-car **Cor**ridor stock) and, as explained below, the designation COR was again used by this stock in later years for various reasons. The numbers of all three types of unit were revised in January 1937 from 20xx to 30xx.

## Formations

Initial formations of these units were as follows (coaches were not formed in numerical order):

The Pullman cars used in these sets were numbered and named as follows:

## References

1. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17131
2. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17142
3. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17146
4. ↑ http://www.ukprsl.uk/final-results.asp?action=display&Id=17145