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ern LOCOMOTIVES

ILLUSTRATED

The UK’s Number One Modern Traction Partwork

December 2015-January 2016

No. 216 Second Generation DMUsClasses 165 – 185

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Modern Locomotives Illustrated : Issue 2162

For the first issue of 2016, Modern Locomotives Illustrated goes back in time to cover the story of the early pre-Nationalisation diesel shunter fleets introduced by the SR, GW, LNER and LMS, plus the early trial shunting loco designs. The issue concludes with a detailed review of the BR designed, Class 03 0-6-0 ‘small’ diesel-mechanical shunters. n

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rnLOCOMOTIVESILLUSTRATED

The UK’s Number One Modern Traction Partwork

February-March 2016

No. 217 SR, GW, LNER, LMS & Trial Shunters & Class 03s

Editor: Colin J. MarsdenEditorial Address: Modern Locomotives Illustrated,1 Burns Court, Marine Parade, Dawlish, Devon. EX7 9DLE-Mail: [email protected]: www.modernlocomotives.co.ukISSN: 1756-8188

Managing Director: Adrian CoxExecutive Chairman: Richard CoxCommercial Director: Ann SaundryGroup Marketing Manager: Martin SteeleWebmaster: Simon RussellProduction Manager: Janet Watkins

Modern Locomotives Illustrated is published on the fourth Thursday of January, March, May, July, September and November.

Subscriptions/Mail Order/Back Issues: Modern Locomotives Illustrated, Key Publishing Ltd, PO Box 300, Stamford, Lincolnshire, PE9 1NA. Telephone +44 (0)1780 480404, Fax: +44 (0)1780 757812E-mail (Subscriptions): [email protected] (Mail Order): [email protected] on-line at www.modernlocomotives.co.uk

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Contributions: The Editor welcomes contributions for possible use in Modern Locomotives Illustrated. Illustrative material can be sent to the editorial address. Please see our guidelines for digital submissions. Items published will be paid for at the standard rate at the time of publication. All material will be returned either after use or if unsuitable. Material sent to the Editor, either commissioned or freely submitted, is provided at the contributor’s own risk. Key Publishing Ltd cannot be held responsible for loss or damage however caused.

All rights reserved. No part of this magazine may be reproduced or transmitted in any form or by any means electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without prior permission in writing from the publisher or copyright owner. Multiple copying of contents of this magazine without prior written approval is not permitted.

Printing and Origination: Modern Locomotives Illustrated is printed in Great Britain by Headley Brothers Ltd, Kent and is produced by The Railway Centre.Com, Dawlish, Devon, using Apple-Mac systems and Adobe CC.

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Published by: Key publishing Ltd, PO Box 100, Stamford, Lincolnshire. PE9 1XQ. www.keypublishing.com© Key Publishing Ltd 2015

Mod

ern LOCOMOTIVES

ILLUSTRATED

Above: For a few weeks in the summer of 2004, First Great Western Class 180 sets operated the 14.35 service from Paddington to Plymouth, bringing the class to the Dawlish sea wall section. On 18 August 2004, sets Nos. 180109 and 180111 head towards Kennaway Tunnel. CJM

Cover: The 'Thames Turbo' two and three-car Class 165/1 sets, introduced from 1992, modernised the suburban routes from Paddington, bringing new levels of comfort to the many daily commuters using the route. On 26 June 1994, two-car set No. 165121 departs from its Acton Main Line stop with the 11.24 Greenford to Paddington service. CJM

MLI Issue – No. 217SR, GW, LNER, LMS & Trial

Shunters and Class 03s on sale 28 January 2016

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The Class 165-185 diesel multiple units are some of the unsung heros of our modern railway, without these fleets, some of which were

designed back in the pre-privatisation era, we would not see the level of service, diverse routes and the number of trains needed in order to meet the growth of passenger rail travel we see today. The Class 165 and 166 fleets were ordered by BRs London & South commuter operation Network SouthEast, to provide new diesel classes to replace first generation and loco hauled stock on the Thames and Chiltern routes. All other classes covered in this issue of Modern Locomotives Illustrated came from post privatisation orders; the ‘168s’ were the first trains ordered under privatisation to assist with huge traffic growth on the Chiltern routes, while the Class 170 breed became the standard new generation general purpose DMU, ordered in sizeable quantities to replace first generation DMUs and loco-hauled trains. The modular design was a huge success with virtually any interior being able to be fitted into a common body design. The ‘171s’ were an off-shoot to the ‘170’ design and refinement by Bombardier later saw the Class 172, of the same basic design emerge. Under privatisation, Alstom entered the DMU scene offering their ‘Coradia 1000’ product range to First Group, who placed orders for both North West and Great Western franchises. The sets for the Great Western were of streamlined high-speed style. The final class covered in this issue are the Siemens-built Class 185s, these being the diesel version of the highly successful ‘Desiro’ EMU platform. They were ordered by First Group in three-car form for use on their Trans-Pennine franchise where they have been highly successful, seeing massive growth on all lines covered. Perhaps the classes covered here are not the most glamorous of trains, however, they have and continue to play a major part in the history of modern traction in the UK.

Colin J. MarsdenEditor

Modern Locomotives Illustrated : Issue 216 3

Second Generation DMUs –

Classes 165-185

Don’t forget to visit the MLI website at - www.modernlocomotives.co.uk

Class 165 ‘Networker Turbo’ Class 165 Fleet ListClass 166 ‘Networker Express’Class 166 Fleet ListClass 168 ‘Clubman’ Class 168 Fleet ListClass 170 ‘Turbostar’‘Turbostar’ TravellerClass 170 Fleet ListClass 171 ‘Turbostar’Class 171 Fleet List Class 172 ‘Turbostar’Class 172 Fleet ListClass 175 ‘Coradia 1000’Class 175 Fleet List

Class 180 ‘Coradia 1000’Class 180 Fleet ListClass 185 ‘Desiro’Class 185 Fleet List

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Modern Locomotives Illustrated - Second Generation DMUs Classes 165 - 185

Soon after the formation of the British Railways business Network SouthEast under the leadership of Managing Director Chris

Green, came an announcement that new diesel multiple unit rolling stock was to be ordered for both the Chiltern routes radiating from London Marylebone and the Thames routes from London Paddington. A new design of what was then deemed ‘standard’ rolling stock was to be ordered, designed by BR and engineering business BREL under the ‘Networker’ project, with both a diesel and electric versions offered. In terms of the diesel variant required for the Chiltern and Thames routes, the design was named ‘Networker Turbo’ and an order for 180 vehicles was placed with BREL, soon to be ABB Transportation, for construction at York Works. The order was split between Chiltern and Thames, with both having a mix of two and three car units. Chiltern sets were classified as Class 165/0 while the Thames sets were Class 165/1. As built, the units looked identical, except that those for Chiltern had a top speed of 75mph (120km/h) and were fitted with London Underground style tripcock equipment, while units for the Thames operation had a top speed of 90mph (145km/h). The ‘Turbo’ sets were based on a vehicle length of 22.5m and were fabricated in aluminum. The first sets off the York production line were 28 two-car sets formed Driving Motor Composite Lavatory (DMCL) and Driving Motor Standard (DMS) for Chiltern, these were numbered 165001-165028, this was followed by 11 three-car sets formed DMCL, Motor Standard (MS) and DMS, allocated the

number series 165029-165039. The design incorporated a full width driving cab and no end gangway connection. Passenger accommodation was in the high-density 2+2 for first and 2+3 for standard class passengers. Door positions were at the one and two-third positions and were of the bi-parting sliding plug design. One toilet was provided in each DMCL vehicle. The total seating on a two-car set was for 170 standard and 16 first, while a three-car set accommodated 276 standard and 16 first. The first complete set was handed over at York Works on 15 February 1991 when the then BRB Chairman Sir Bob Reid and NSE Managing Director Chris Green took delivery of set No. 165001. The Thames route sub-sector sets were the next off the York assembly line, these were identified as Class 165/1 and numbered 165101-117 for three-car sets and 165118-137 for two-car sets. Due to the area of use the operators stipulated extra first class accommodation on these sets and thus seating was for 24 first and 158 standard on a two-car set and 24 first and 264 standard on a three-car set. Revisions over the years now sees seating as follows – Chiltern 2-car sets DMSL 82S DMS 94S and MS 106S giving a two car 176 seats and a three-car 282 seats. On Great Western DMCL cars seat either 16 first and 66 standard or 16 first and 72 standard, DMS cars seat 98 and MS vehicles 106, giving two-car seating as 16 first 170 standard and a three-car set 16 first and 270 standard seats. On Chiltern, the units were allocated to new purpose-built depot facilities at Aylesbury, while Thames sets were looked after at an upgraded facility at Reading. On the Chiltern routes, the

new sets replaced slam-door Class 115s, while on Thames, an ageing fleet of various classes of first generation DMUs and some loco-hauled stock were replaced from the inner-suburban routes. The Class 165s were unique in many ways, they were the first production passenger DMUs to use aluminium construction and were the first to be delivered incorporating automatic train protection (ATP) with the Chiltern units having a SELCAB system as part of a trial fitting of such equipment. Following privatisation in the mid-1990s, the sets remained on their original routes, but working for new operators. Chiltern Railways instigated a refurbishing plan soon after taking over the route and this included installing air cooling (a form of low-cost air conditioning) which saw the original opening hopper windows removed. Chiltern sets also lost their first class seating with the entire suburban fleet offering only standard class travel. Revisions were also made to the front end light clusters to clean up the original design. Sets operated by Thames passed to GoAhead in 1996, who originally traded as Thames Trains which later became First Group and eventually Great Western Railway as we see today. A number of refinements were made and different liveries carried. The original NSE colours were carried until 2000 when a new white and blue Thames livery was introduced, with a stylized ‘O’ in apple green over the door positions. After First Group took over the operation the ‘165s’ were branded First Great Western Link, until a version of the operators ‘dynamic lines’ colours was applied with pink passenger doors. By 2015, a new Great Western green livery was devised and started to be applied. In terms of power equipment, each Class 165 vehicle is fitted with a Perkins 2006-TWH engine of 350hp (260kW) driving a Voith T211rz hydraulic transmission with a Gmelinder final drive. Air brakes are fitted using the EP disc system, BSI fully automatic couplings are fitted. The sets operated on the Great Western route are usually referred to as ‘Thames Turbo’ stock, while those working on Chiltern are known as ‘Chiltern Turbos’. The Class 165s were some of the first to operate under driver only operation passenger (DOO-P) regulations and if required a guard on a train has to signal to the driver to operate and close doors as required. In September 2015, all first class seating was declassified to reduce overcrowding on Thames line services. Only one set has been withdrawn since introduction, No. 165115, this was involved in the catastrophic Ladbroke Grove accident on 5 October 1999, when it collided head-on with an HST. n

Class 165 ‘Networker Turbo’

Left Middle: The Managing Director of Network South East and his media team organised a number of high-profile launch and hand over events for the Class 165 fleet, ensuring the introduction of the new fleet was always not far from headline news. BREL, later ABB were also very supportive of the rail media and thus took part in several of these events. On 9 December 1992 the final Class 165 No. 165137 was handed over at the York site to the customer and is seen inside the works. CJM

Left Below: The Class 165 body shells used the latest welded aluminum technology, with the six main body sections, frame, ends, sides and roof, brought together in the 'Minster' jig to emerge as a vehicle shell. A Class 165 MS vehicle is seen taking shape in this 19 December 1991 picture. CJM

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Sub-class: 165/0 165/1 Number series: 165001-165039 165101-165137 Introduced: 1990-1992 1992-1993 Built by: BREL/ABB York BREL/ABB York Formation: 165001-165028 - DMSL+DMS 165101-165117 - DMCL+MS+DMS 165029-165039 - DMSL+MS+DMS 165118-165137 - DMCL+DMSVehicle numbers: 165001-165028: 165101-165117: DMSL - 58801-58822, 58873-58878 DMCL - 58953-58969 DMS - 58834-58855, 58867-58872 MS - 55415-55431 165029-165039: DMS - 58916-58932 DMSL - 58823-58833 165118-165137: MS - 55404-55414 DMCL - 58879-58898 DMS - 58856-58866 DMS - 58933-58952Vehicle length: DMSL - 75ft 2½in (22.92m) DMCL - 75ft 2½in (22.92m) MS - 74ft 6½in (22.72m) MS - 74ft 6½in (22.72m) DMS - 75ft 2½in (22.92m) DMS - 75ft 2½in (22.92m) Height: 12ft 5¼in (3.79m) 12ft 5¼in (3.79m)Width: 9ft 2½in (2.81m) 9ft 2½in (2.81m)Seating: 165001-165028 - Total - 176S + 7 tip up 165101-165117 - Total - 16F/270S DMSL - 82S + 7 tip up DMCL - 16F/66S DMS - 94S MS - 106S 165029-165039 - Total - 282S + 7 tip up DMS - 98S DMSL - 82S + 7 tip up 165118-165137 - Total - 16F/170S MS - 106S DMCL - 16F/72S DMS - 94S DMS - 98SInternal layout: 2+2/2+3 2+2F/2+3S Gangway: Within set Within set Toilets: DMSL - 1 DMCL - 1 Weight: 165001-165028 - Total - 79.5 tonnes 165101-165117 - Total - 112 tonnes DMSL - 40.1 tonnes DMCL - 38 tonnes DMS - 39.4 tonnes MS - 37 tonnes 165029-165039 - Total - 116.5 tonnes DMS - 37 tonnes DMSL - 40.1 tonnes 165118-165137 - Total - 75 tonnes MS - 37 tonnes DMCL - 38 tonnes DMS - 39.4 tonnes DMS - 37 tonnesBrake type: Air EP Air EP Bogie type: Powered - BREL P3-17 Powered - BREL P3-17 Trailer - BREL T3-17 Trailer - BREL T3-17 Power unit: 1 x Perkins 2006TWH of 350hp (260kW) 1 x Perkins 2006TWH of 350hp (260kW) per vehicle per vehicleTransmission: Hydraulic Hydraulic Transmission type: Voith T211rz Voith T211rz Horsepower (total): 165001-165028 - 700hp (520kW) 165101-165117 - 1,050hp (780kW) 165029-165039 - 1,050hp (780kW) 165118-165137 - 700hp (520kW)Max speed: 75mph (121km/h) 75mph (121km/h) Coupling type: BSI BSI Multiple restriction: Class 165, 166, 168, 172 only Class 165, 166, 168, 172 only Door type: Bi-parting swing plug Bi-parting swing plug Special features: Chiltern ATP/trip-cocks, air conditioningBody structure: Welded aluminium Welded aluminiumOwner: Angel Trains Angel TrainsOperator: Chiltern Railways Great Western Railway

Above: For a time during construction at York Works, the Network SouthEast 'Turbostar' and 'Electrostar' products shared the same assembly shop, with the body fabrication being very similar. In this 5 February 1991 view a Class 465 on the left and a Class 165 on the right, share space in the body assembly area before being taken on accommodation bogies to the respective assembly lines. CJM

Below: The BREL-produced brochure for the Class 165, using an image of the fi rst two sets No. 165001 and 165002 inside Aylesbury depot. CJM-C

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6 Modern Locomotives Illustrated : Issue 216

Above: Class 165 driving cab. 1: Notice board light switch, 2: Train recorder light, 3: Wheel slip protection light, 4: Battery charging light, 5: Transmission light, 6: Parking brake light, 7: Dragging brake light, 8: Track Circuit actuator light, 9: Cab vent, 10: Signal button, 11: Cab air con 'on', 12: Cab air con 'off', 13: Doors close button, 14/15: Left side door release, 16: Master switch, 17: Cab air con control, 18: Emergency brake plunger, 19: Drivers reminder appliance, 20: Engine start button, 21: Engine stop button, 22: Compressor speed up, 23: Sanding available, 24: Power/brake controller, 25: Brake hold button, 26: Wheel slip warning light, 27: Main reservoir and brake cylinder gauge, 28: General fault light, 29: Speedometer, 30: Speedometer dimmer switch, 31: Safety systems isolated warning, 32: Passenger alarm light, 33: AWS reset button, 34: AWS buzzer, 35: AWS sunflower indicator, 36: Right side door release, 37: Cab light switch, 38: Right side door close, 39: GSMR-P alarm. 40: CSR handset (left), GSMR-P handset (right), 41: Cab secure radio, 42: GSM- R cab radio, 43: Horn valve, 44: Communications panel, 45: Right side door release, 46: Hazard warning light switch. 47: Couple button, 48: Uncouple button, 49: DSD/ Vigilance pedal, 50: Passenger alarm hold over button, 51: GSM-R telephone handset, 52: Communications handset. Cab from set No. 165116 illustrated in 2014 condition. CJM

Left Middle: Class 165 interior showing the as delivered blue moquette with square top grab handles. Seating was mainly in the high-density 2+3 style with a mix of airline and facing seats. As these sets were not fitted with air conditioning, opening hopper windows were provided. A very small coffee cup table was provided by facing seats. Interior of set No. 165103 is illustrated. CJM

Left Below: In January 2003, Chiltern Railways commenced a refurbishment of the Class 165 interior with installation of a basic air conditioning system. This is the interior of the first upgraded set No. 165036, showing the 2+2 seating arrangement by the corridor bi-parting door. Note the revised 'knob' grab handles. CJM

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Above: The media debut for the Chiltern route Class 165s took place at the new Aylesbury depot on 14 May 1991, when the depot and its trains were shown off. Before entering passenger service, sets Nos. 165001 and 165002 pose outside the shed. The Aylesbury facility has now been enlarged. CJM

Right: Before hand-over to Network SouthEast, a limited amount of dynamic testing was carried out from York Works, traversing the East Coast route south to Peterborough On 13 July 1992, No. 165117 passes Holgate Bridge Junction, York, with a Peterborough bound test run. CJM

Below: Once working for Network SouthEast, the Thames area sets were based at modernised depot facilities at Reading, using both the lower and upper depots. Stabling and limited maintenance was also carried out at Old Oak Common and Oxford. On 11 May 1993, set No. 165103 leads a six-car formation away from Oxford as the 15.35 to Reading. CJM

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Above: The pioneer of the three-car Class 165/1 fleet No. 165101 pulls away from a West Ealing stop on 5 February 1994 with a Paddington to Slough all-stations service. The train is traversing the down relief tracks, with the two main lines located on the right. This view today is dominated by electrification masts rendering this picture almost impossible to recreate. The electrification was installed as part of the Heathrow Express project. Behind the train on the left is the former West Ealing yard which once handled milk traffic from the West Country and other goods, all long since passed into history. CJM

Below: With the incline from Acton Main Line and Acton Yard on the right heading to Acton Wells Junction, in the days before electrification when an open view existed, three-car Class 165/1 No. 165116 heads towards Old Oak Common and Paddington on 24 June 1994 forming the 10.54 Slough to Paddington all stations service. CJM

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Above: After privatisation and the formation of Thames Trains from 13 October 1996, owned by the GoAhead Group, a new livery soon appeared, based on white and blue, off-set by stylised green circles over the door positions. Set No. 165102 is seen in this livery at Oxford. www.colour-rail.com

Right & Below: From 1 April 2004 the Thames franchise was awarded to First who operated the Thames Valley routes under the First Great Western Link name. This saw the Thames Trains bodyside logo replaced by a First Great Western Link badge and the First emblem attached to the front end. On the right three-car Class 165/1 No. 165103 is seen at Reading with a terminating service from London, while below we see two-car set No. 165111 at Reading with empty stock bound for the depot. Both: CJM

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Above: A revised Chiltern Railways livery of white and blue, off-set by a red lower body band and the Chiltern logo in summer 2001. This work included tidying up the front end by fitting flush light clusters, which did away with separate marker and tail lights using one light able to show either white or red. The first set in the new colours, No. 165013 awaits departure from Aylesbury station on 27 July 2001 with the 13.08 to London Marylebone. CJM

Below: Presentation of the Chiltern Class 165s is always good, especially when considering how difficult it is to keep white looking at its best. On 20 May 2008, set No. 165037, one of the three-car sets, passes Claydon north of Banbury with the 08.10 Kidderminster to London Marylebone. After Class 168s and loco-hauled stock was introduced on Chiltern services, the longer distance Kidderminster services have tended not to be operated by Class 165s. Lindsay Atkinson

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Above: The installation of air conditioning to the Chiltern Class 165s altered the roof style and the removal of the opening hopper windows. Three-car set No. 165031 is seen at Quainton Road, north of Aylesbury on 2 September 2006 with a private charter bound for Marylebone. CJM

Right: Passing Holts Farm crossing between Bicester and Islip, two-car Class 165/0 No. 165012 formes the 11.30 Bicester Town to Oxford service on 30 April 2013. Lindsay Atkinson

Below: Resignalling work in the Banbury area was ongoing during 2015, and it will not be long before the remaining semaphore signals in the area will be replaced by colour lights. On 29 May 2014, No. 165036 departs from Banbury with the 13.13 Banbury to Marylebone. CJM

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Above: Following the re-franchising of the Greater Western services and the full operation of First Great Western, the Class 165s were quickly repainted in 'dynamic lines' colours, off-set by pink passenger doors. On 15 April 2010, two car set No. 165122 awaits a clear signal on the up through road at Reading, while like design Class 166 No. 166211 departs from the up platform. CJM

Left: Dynamic Lines No. 165137, one of the Reading two-car sets approaches West Ealing on 19 September 2013 with the 09.46 Greenford to Paddington service. In the future, these services will terminate in a new bay platform at West Ealing. CJM

Below: Even though the Class 165s operate mainly on suburban routes, first class seating is retained in one driving car, identified by the yellow cant rail height band. After arriving with a service from Paddington, set No. 165102 heads into the carriage sidings at Oxford on 29 May 2014, with its DMC vehicle nearest the camera. CJM

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Above: A total of 28 Class 165 Motor Standard (MS) vehicles were built, seating 106 standard class passengers. Today those operated by Chiltern do not have hopper windows as air conditioning is fitted. Vehicle No. 55431 from set No. 165117 is seen at Reading. CJM

Below: This view taken at Marylebone station clearly shows the evolution of BREL/ABB front end designs for medium-distance DMU stock, with the 1980s design Class 165 on the left and the 1990s Class 168 design on the right. One of the main changes is the provision of a high-level marker light on the newer design. CJM

Class 165 Fleet ListClass 165/0 - 2-carNumber Formation Year 2015 2015 Owner 2015 DMSL+DMS Introduced Depot Livery Operator165001 58801+58834 1991 AL Chiltern Angel Chiltern165002 58802+58835 1991 AL Chiltern Angel Chiltern165003 58803+58836 1991 AL Chiltern Angel Chiltern165004 58804+58837 1991 AL Chiltern Angel Chiltern165005 58805+58838 1991 AL Chiltern Angel Chiltern165006 58806+58839 1991 AL Chiltern Angel Chiltern165007 58807+58840 1991 AL Chiltern Angel Chiltern165008 58808+58841 1991 AL Chiltern Angel Chiltern165009 58809+58842 1991 AL Chiltern Angel Chiltern165010 58810+58843 1991 AL Chiltern Angel Chiltern165011 58811+58844 1991 AL Chiltern Angel Chiltern165012 58812+58845 1991 AL Chiltern Angel Chiltern165013 58813+58846 1991 AL Chiltern Angel Chiltern165014 58814+58847 1991 AL Chiltern Angel Chiltern165015 58815+58848 1991 AL Chiltern Angel Chiltern165016 58816+58849 1991 AL Chiltern Angel Chiltern165017 58817+58850 1991 AL Chiltern Angel Chiltern165018 58818+58851 1991 AL Chiltern Angel Chiltern165019 58819+58852 1992 AL Chiltern Angel Chiltern165020 58820+58853 1992 AL Chiltern Angel Chiltern165021 58821+58854 1992 AL Chiltern Angel Chiltern165022 58822+58855 1992 AL Chiltern Angel Chiltern165023 58873+58867 1992 AL Chiltern Angel Chiltern165024 58874+58868 1992 AL Chiltern Angel Chiltern165025 58875+58869 1992 AL Chiltern Angel Chiltern165026 58876+58870 1992 AL Chiltern Angel Chiltern165027 58877+58871 1992 AL Chiltern Angel Chiltern165028 58878+58872 1992 AL Chiltern Angel Chiltern

Class 165/0 - 3-carNumber Formation Year 2015 2015 Owner 2015 DMSL+MS+DMS Introduced Depot Livery Operator165029 58823+55404+58856 1992 AL Chiltern Angel Chiltern165030 58824+55405+58857 1992 AL Chiltern Angel Chiltern165031 58825+55406+58858 1992 AL Chiltern Angel Chiltern165032 58826+55407+58859 1992 AL Chiltern Angel Chiltern165033 58827+55408+58860 1992 AL Chiltern Angel Chiltern165034 58828+55409+58861 1992 AL Chiltern Angel Chiltern165035 58829+55410+58862 1992 AL Chiltern Angel Chiltern165036 58830+55411+58863 1992 AL Chiltern Angel Chiltern165037 58831+55412+58864 1992 AL Chiltern Angel Chiltern165038 58832+55413+58865 1992 AL Chiltern Angel Chiltern165039 58833+55414+58866 1992 AL Chiltern Angel Chiltern

Class 165/0 - 2-carNumber Formation Year 2015 2015 Owner 2015 DMSL+DMS Introduced Depot Livery Operator165118 58879+58933 1992 RG First GW Angel GWR165119 58880+58934 1992 RG First GW Angel GWR165120 58881+58935 1992 RG First GW Angel GWR165121 58882+58936 1992 RG First GW Angel GWR165122 58883+58937 1992 RG First GW Angel GWR165123 58884+58938 1992 RG First GW Angel GWR165124 58885+58939 1992 RG First GW Angel GWR165125 58886+58940 1993 RG First GW Angel GWR165126 58887+58941 1992 RG First GW Angel GWR165127 58888+58942 1992 RG First GW Angel GWR165128 58889+58943 1992 RG First GW Angel GWR165129 58890+58944 1992 RG First GW Angel GWR165130 58891+58945 1993 RG First GW Angel GWR165131 58892+58946 1993 RG First GW Angel GWR165132 58893+58947 1993 RG First GW Angel GWR165133 58894+58948 1993 RG First GW Angel GWR165134 58895+58949 1993 RG First GW Angel GWR165135 58896+58950 1993 RG First GW Angel GWR165136 58897+58951 1993 RG First GW Angel GWR165137 58898+58952 1993 RG First GW Angel GWR

Class 165/1 - 3-carNumber Formation Year 2015 2015 Owner 2015 DMCL+MS+DMS Introduced Depot Livery Operator165101 58953+55415+58916 1992 RG First GW Angel GWR165102 58954+55416+58917 1992 RG First GW Angel GWR165103 58955+55417+58918 1992 RG First GW Angel GWR165104 58956+55418+58919 1992 RG First GW Angel GWR165105 58957+55419+58920 1992 RG First GW Angel GWR165106 58958+55420+58921 1992 RG First GW Angel GWR165107 58959+55421+58922 1992 RG First GW Angel GWR165108 58960+55422+58923 1992 RG First GW Angel GWR165109 58961+55423+58924 1992 RG First GW Angel GWR165110 58962+55424+58925 1992 RG First GW Angel GWR165111 58963+55425+58926 1992 RG First GW Angel GWR165112 58964+55426+58927 1992 RG First GW Angel GWR165113 58965+55427+58928 1992 RG First GW Angel GWR165114 58966+55428+58929 1992 RG First GW Angel GWR165115* 58967+55429+58930 1992 Withdrawn 10/99 Ladbroke Grove165116 58968+55430+58931 1992 RG First GW Angel GWR165117 58969+55431+58932 1992 RG First GW Angel GWR

Above: After London was short listed to hold the 2012 Olympic Games, several train operating companies branded trains in 'Back the Bid' blue livery, One was First, who decorated two car set No. 165136 in London 2012 colours. The set is seen at Reading depot after the livery was applied in July 2006. Darren Ford

Below: With the High Wycombe route in the background, FGW No. 165131 heads south past the old station building at Aynho, with the 15.08 Banbury to Oxford on 2 August 2011. John Stretton

Key: AL - Aylesbury, GWR - Great Western Railway, RG - Reading.

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Class 166 ‘Networker Express’

Left: The 21 three-car main line Class 166 'Networker Turbo express' sets followed the Class 165s through the York construction facility. Already painted, but awaiting the fitting of underside equipment and seating, car No. 58123 from set No. 166202 is seen in the main erecting shop on 9 December 1992. CJM

Below Left: Class 166 front end equipment, also applicable to members of Class 165. 1: Destination/route indicator, 2: Forward facing camera, 3: White marker light, 4: Headlight, 5: Red tail light, 6: Emergency air connection, 7: BSI coupling, 8: Air warning horns, 9: Electrical connection box. CJM


Number series: 166201-166221Introduced: 1992-1993Built by: BREL/ABB York Formation: DMSL+MS+DMCL (now declassified)Vehicle numbers: DMSL - 58101-58121 MS - 58601-58621 DMCL - 58122-58142Vehicle length: DMSL, DMCL - 75ft 2½in (22.92m) MS - 74ft 6½in (22.72m)Height: 12ft 5¼in (3.79m)Width: 9ft 2½in (2.81m)Seating: Total - 16F/243S DMSL - 84S, MS - 91S DMCL - 16F/68SInternal layout: 2+2/2+3S, 2+1F Gangway: Within set Toilets: DMSL, DMCL - 1Weight: Total - 117.2 tonnes DMSL - 39.6 tonnes, MS - 38 tonnes DMCL - 39.6 tonnesBrake type: Air EP Bogie type: Powered - BREL P3-17, Trailer - BREL T3-17Power unit: 1 x Perkins 2006TWH of 350hp (260kW) per vehicleTransmission: HydraulicTransmission type: Voith T211r Horsepower (total): 1,050hp (780kW)Max speed: 90mph (145km/h)Coupling type: BSIMultiple restriction: Class 165, 166 and 168 onlyDoor type: Bi-parting swing plugSpecial features: Air conditioningBody structure: Welded aluminiumOwner: Angel TrainsOperator: Great Western Railway

Following the order for two and three-car Class 165 ‘Network Turbo’ units for use on Network SouthEast Chiltern and

Thames line services, came a follow-on order for 21 three-car sets. Classified as Class 166 and known as ‘Turbo Express’ for outer-suburban or main line use for deployment on the Thames routes working from Paddington to Oxford, Worcester and Newbury, as well as on the rapidly expanding Reading-Gatwick Airport ‘North Downs’ route. These Class 166 sets followed the same structural design as the Class 165s, they were again built at ABB York and were originally finished in Network SouthEast red, white and blue livery. Delivered in 1993, the ‘166s’ incorporated full air conditioning and thus the coaches incorporated only half the number of opening hopper windows. To allow for the provision of a catering service, a trolley point and stowage area was provided. Unlike the Class 165s which had lino floor covering, passenger areas on the ‘166s’ were carpeted. In first class areas seating was provided

in the 2+2 layout, while in standard class a mix of 2+2 and 2+3 was adopted, total train accommodation was originally provided for 32 first class and 243 standard class passengers. From 2014 the first class seating was reduced by 16 after the first class area on one DMCL vehicle was declassified due to the extra demand for standard class seats. Technically the Class 166s are the same as the Class 165 three-car units with all equipment being interchangeable. The Class 166 sets have always been allocated to Reading depot, originally the 1960s/70s facility on the west side of the main line near Reading West, moving to new accommodation on the ‘up’ side to the west of Reading station in 2014. After delivery and staff training at Reading, the first sets entered service from 11 May 1993, when a ‘166’ operated a special media and passenger user groups preview run from London Paddington (departing at 10.20) to Oxford. In Oxford, guests were taken to a local hotel for a full update on Thames ‘Turbo’ stock operations and deployment and given an overview of the new train.

Under privatisation from the mid-1990s, the Class 166s became the property of the Angel Trains leasing company. Originally sets retained their NSE red, white and blue livery. Repainting to Thames (Go Ahead) colours of white and mid blue commenced during classified overhauls at Ilford depot in 2000 and saw the same basic colour as applied to the Thames Class 165s used, however on these main line sets a stylised ‘S’ was applied in apple green over the door openings. After a few years GoAhead surrendered the franchise to First group, who operated the London area lines as First Great Western Link. From the April 2004 re-mapping of rail franchises, the former Thames routes were taken over fully by First Group and are operated as part of the First Great Western franchise, with sets repainted into FGW Dynamic Lines livery. This was revised in 2014 to a more basic all-over FGW blue livery. In summer 2015, the first set No. 166204 emerged from Wolverton Works painted in the new Great Western green livery, a livery which will become standard throughout the fleet. n

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Above: A Driving Motor Composite vehicle shell, complete with its GRP cab end stands in the main fabrication shop at York Works on 9 December 1992. This vehicle was shown as destined for set No. 166205. From this stage, before fitting out work commenced, the body would be de-greased, primed and painted, before being mounted on accommodation bogies and taken to the main fitting out bay. CJM

Right: Class 166 standard class interior showing the lower-density 2+2 area, with tables and a luggage stack to the left in the foreground. As the '166s' were for main line use, carpets were installed throughout. Above seat luggage racks were provided and at vehicle ends Edmund Pond murals were applied. CJM

Below Left & Below Right: First class seating was originally installed in both driving cars, directly behind the driving cab area, providing 16 first class seats at each end of the train. The image below left shows the original NSE red moquette, with grey carpets, dado panels and curtains. While the view below right shows the later First Great Western version following a refresh, now sporting blue/mauve seating, mauve carpets, dado panels, wall covering and curtains. The actual seats are the originals incorporating fixed arm rests and a switch for an overhead reading light. Both: CJM

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Above: The Class 166s were delivered under their own power from York Works to Reading depot, usually travelling in daylight hours via Church Fenton, Swinton, Sheffield, Derby, Birmingham and Oxford. In August 1992, set No. 166212 leads another of the fleet past Burton Salmon en route to Reading. www.colour-rail.com

Above: The 21 intermediate Motor Standards (MS) vehicles for the Class 166 fleet are recognisable from the Class 165 design by having only four hopper windows, these are used in an emergency if the air conditioning fails. Painted in NSE livery and virtually new, car No. 58602 from set No. 166202 is illustrated. Note the end of coach vertical exhaust pipe and the rubber button half way up the vehicle end, which when pressed would close the doors on that vehicle. CJM

Below: The official press and media launch for the Class 166 fleet took place on 11 May 1993 with a special run from Oxford to Worcester and return. Formed of set No. 166203 the special is seen arriving in one of the north bays at Oxford station. CJM

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Above: With the Royal Scotsman VIP train descending the bank between Acton Wells Junction and Acton Main Line on the left. Network Turbo Express set No. 166218 heads west over the down relief line on 24 June 1994 forming the 12.31 Paddington to Reading service. Although intended to work the longer distance services, in reality the three-car Class 165 and 166s sets tended to operate as a common pool and were frequently to be found on local duties. In the background behind the bridge is Old Oak Common depot. The bridge carries the North London Line over the Great Western tracks. CJM

Left: Traversing one of the routes which the '166s' were built to operate, that between London and Great Malvern, set No. 166204 approaches Moreton-in- Marsh on 20 July 2000 forming the 15.53 Great Malvern to Paddington service. The Cotswold line between Wolvercot Junction (Oxford) and Worcester has recently seen huge investment and has now been returned to double track from Charlbury East through to Evesham. CJM

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Above & Left: Thames Trains, part of the GoAhead Group commenced a major refresh of the Class 166 fleet in summer 2000, with the work being undertaken at Ilford Works. The first set to be overhauled was No. 166221, which emerged on 16 August 2000 displaying the new Thames Trains Express white and blue livery with a stylized 'S' over the passenger doors in apple green. The set is seen at Ilford before departure to Reading and return to service. Both: CJM

Below: During the course of the fleet overhaul, First Group took over the Greater Western franchise and the Class 166s quickly became branded with First Group decals, with the First name applied on the front and sides, the 'F' roundel on the cab side and the Great Western Link logo on the bodyside. Set No. 166213 is seen in Sonning Cutting. Darren Ford

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Above: After arriving at Oxford with a service from Paddington on 29 May 2014, the pioneer of the fleet set No. 166201 heads into Oxford carriage sidings before returning to London. CJM

Left: Those responsible for rostering the FGW 16x fleet from Reading try whenever possible to deploy Class 166 sets on the Paddington-Worcester route, where the slightly better interior is appreciated by the passengers. On 4 October 2010, set No. 166209 awaits the signal at Worcester with a service to Reading, while two Central Trains liveried Class 150s stable in the middle road. CJM

Below: When the Class 166s started to receive refurbishment at Wolverton Works in 2014, they were repainted in all-over First blue livery. This colour only lasted for a handful of sets as by summer 2015 the new Great Western green livery was adopted. No. 166221 is seen at Reading depot. Darren Ford

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Above: Working a service more suited to a two-car Class 165, Class 166 No. 166203 passes King's Sutton on 1 May 2013 forming the 16.23 Oxford to Banbury service. In the distance a Chiltern Railways Class 67 propelled service heads towards Marylebone. Lindsay Atkinson

Right: In the summer of 2015, the first Class 166, (166204) was outshopped from Wolverton Works after refurbishment, painted in Great Western Railway green livery, delivered initially without branding or decals. The second delivered GWR-liveried '166' No. 166205 was used for the official launch of the new branding at Paddington on 21 September 2015, where the set is seen alongside the GWR-liveried HST. Antony Christie

Below Right & Below: When the first of the refurbished First Great Western Class 166s No. 166221 was returned from Wolverton Works, finished in the latest allover FGW blue, authorities agreed to honour Reading depot by naming it after the new facility just opened to the west end of Reading station. Replacing the older depot on the down side on the opposite side of the line, which was demolished as part of the Reading flyover project. On the right is the blue Reading Train Care Depot shield and below is the red-back nameplate, these were produced in high-quality vinyl rather than in cast form. Both: Darren Ford

Class 166 Fleet ListNumber Formation Year 2015 2015 Owner 2015 DMSL+MS+DMS Introduced Depot Livery Operator166201 58101+58601+58122 1993 RG FGB Angel GWR166202 58102+58602+58123 1993 RG FGB Angel GWR166203 58103+58603+58124 1993 RG FGB Angel GWR166204 58104+58604+58125 1993 RG GWR Angel GWR166205 58105+58605+58126 1993 RG GWR Angel GWR166206 58106+58606+58127 1993 RG GWR Angel GWR166207 58107+58607+58128 1993 RG FGB Angel GWR166208 58108+58608+58129 1993 RG GWR Angel GWR166209 58109+58609+58130 1993 RG FGB Angel GWR166210 58110+58610+58131 1993 RG FGW Angel GWR166211 58111+58611+58132 1993 RG FGB Angel GWR166212 58112+58612+58133 1993 RG FGW Angel GWR166213 58113+58613+58134 1993 RG FGW Angel GWR166214 58114+58614+58135 1993 RG FGW Angel GWR166215 58115+58615+58136 1993 RG FGB Angel GWR166216 58116+58616+58137 1993 RG FGW Angel GWR166217 58117+58617+58138 1993 RG FGW Angel GWR166218 58118+58618+58139 1993 RG FGW Angel GWR166219 58119+58619+58140 1993 RG FGW Angel GWR166220 58120+58620+58141 1993 RG FGW Angel GWR166221 58121+58621+58142 1993 RG FGB Angel GWRNames applied: 166204 - Norman Topsom MBE, 166221 - Reading Train Care DepotRG - Reading, FGB - First blue, FGW - First dynamic lines, GWR - Great Western Railway

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Class 168 ‘Clubman’

Left: Class 168 front end equipment (as delivered), modifications on Class 168/0s now see a joint marker/tail light. 1: High level marker light, 2: Destination /route indicator, 3: White marker light, 4: Headlight, 5: Red tail light, 6: BSI coupling with electric connector box below.. CJM

Below: Bogie mounted trip-cock apparatus, used when operating over London Underground signalled tracks. CJM

Bottom: When released from ADtranz Derby Litchurch Lane in 1998, the five original Class 168s were three-car sets, being later strengthened to four-car units. The first of the build is seen stabled in the bay platform at Banbury on 18 May 1998, while driver training and 'shake-down' running was being undertaken. CJM

After the privatisation of the UK rail industry from the mid-1990s and the slightly earlier formation of rolling stock

lease companies, no new train orders were placed for a lengthy period. During this time most of the main manufacturers were hard at work refining train designs perceived for future ordering. Adtranz the original BREL operation, now owned by Bombardier, announced plans for its ‘Turbostar’ range, a modular design of multiple unit which was offered with either electric propulsion (Electrostar) or diesel propulsion (Turbostar). In the final period of NSE operation talks were ongoing about ordering a fleet of express style sets, classified as ‘168’ for Marylebone-Birmingham services, but no orders were placed prior to privatisation. Porterbrook Leasing was the first company to finalise negotiations with Adtranz for a small fleet of ‘Turbostar’ trains for lease to newly formed privatised operator Chiltern Railways, who were desperately in need of extra rolling stock for its London Marylebone to Birmingham route. On privatisation they inherited the Class 165/0 two and three car sets and needed a train compatible with these for flexibility. The first order placed was for five sets, this was

fulfilled at the Litchurch Lane plant in Derby and was the forerunner to the highly successful Class 170 ‘Turbostar’ product built in considerable numbers. The Chiltern stock was given the classification of 168 and named ‘Clubman’ sets. They were well received by passengers (and staff) and soon growth on the Chiltern route required extra trains. At first additional non-driving Motor Standards were ordered and eventually in small batches the fleet grew to 19 sets by 2008. A mix of three and four-car formations are operated, with sets based at Aylesbury. The first five sets were built to an earlier body profile with a rather rugged front end design. By the time follow on orders were placed, these used the standard Class 170 style body profile. Some minor detail differences exist on production 168/1 and 168/2 sets, mainly involving front light group designs. The vehicles are assembled of welded aluminium extrusions, a floor pan, body sides, a roof and inner-end, onto which a cab module is ‘bolted’, this being formed in steel with glass reinforced plastic covering. The interior layout uses 2+2 seating throughout, with bi-parting sliding plug doors at the one and two third positions, a separate sliding plug door is

provided for access to the driving cab. The cab is of full width design, with standard Turbostar cab controls, using a joint power and brake controller operated by the drivers left hand. Each vehicle is powered by an underfloor mounted MTU 6R183TD13H power unit set to deliver 422hp (315kW). This drives a Voith T211r hydraulic transmission. The sets top speed is 100mph (161km/h) and Chiltern route Alcatel Automatic Train Protection (ATP) is fitted. As the units operate over the London Underground Metropolitan Line for part of their route, LU style ‘trip cocks’ are fitted, carried by the leading bogie. This system applies the train brakes if an LU style signal is passed at danger. All sets were originally painted in Chiltern Railways white and blue livery, with passenger doors in a contrasting shade of the same colours. From 2013 a new grey and white Chiltern livery has been applied. Although Bombardier no longer offer the Class 168 in their product portfolio, only the Class 170 and 172, in 2015 nine extra Class 168s were added to stock, when Class 170 sets 170301-170309, previously used by South West Trains and First TransPennine were transferred to Chiltern Railways and renumbered following upgrading by Brush as Nos. 168321-168329. n

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Above: When the Class 168s were ordered by lease company Porterbrook, these were the fi rst new trains ordered since privatisation and were a major breakthrough for engineering company ADtranz, who had been touting their new 'Turbostar' product for a long time. The fi rst time the media saw the Class 168 was in a special roll-out of one driving car at Litchurch Lane on 19 November 1997. Little did anyone know, this was just the start of the many follow-on orders for the 'Turbostar' product built by ADtranz and subsequently Bombardier. In showroom condition one driving car from 168001 poses at Derby Works. CJM

Below: An early ADtranz brochure for the 'Turbostar'. CJM -C


Sub-class: 168/0 168/1 168/2 Design: 'Networker' outline 'Turbostar' outline 'Turbostar' outline Number series: 168001-168005 168106-168113 168214-168219 Introduced: 1998 2000-2002 2003-2006 Built by: Adtranz Derby Adtranz/Bombardier Derby Bombardier Derby Formation: DMSL(A)+MSL+MS+DMSL(B) 168106 - 168107: 168214, 168218-168219: DMSL(A)+MSL+MS+DMSL(B) DMSL(A)+MS+DMSL(B) 168108 - 168113: 168215 - 168217: DMSL(A)+MS+DMSL(B) DMSL(A)+MS+MS+DMSL(B)Vehicle numbers: DMSL(A) - 58151-58155 DMSL(A) - 58156-58163 DMSL(A) - 58164 - 58169 MSL - 58651-58655 MSL - 58756-58757 MS - 58365-58367 MS - 58451-58455 MS - 58456-58463 MS - 58464-58469 DMSL(B) - 58251-58255 DMSL(B) - 58256-58263 DMSL(B) - 58264 - 58269 Vehicle length: 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) Height: 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m) Width: 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) Seating: Total - 275S 168106-168107 - Total - 275S 168214/218/219 - Total 202S DMSL(A) - 57S 168108-168113 - Total - 202S 168215-168217 - Total 278S MSL - 73S DMSL(A) - 57S DMSL(A) - 57S MS - 77S MSL - 73S MS - 76S DMSL(B) - 68S MS - 76S MS - 76S DMSL(B) - 69S DMSL(B) - 69S Internal layout: 2+2 2+2 2+2 GAngelway: Within set Within set Within set Toilets: DMSL, MSL - 1 DMSL, MSL - 1 DMSL, MSL - 1 Weight: 168.8 tonnes 168106-107 - 175.1 tonnes 168214/218/219 - 134.9 tonnes DMSL(A) - 43.7 tonnes 168108-113 - 132.2 tonnes 168215-168217 - 178.2 tonnes MSL - 41 tonnes DMSL(A) - 45.2 tonnes DMSL(A) - 45.4 tonnes MS - 40.5 tonnes MSL - 42.9 tonnes MSL - 43.3 tonnes DMSL(B) - 43.6 tonnes MS - 41.8 tonnes MS - 44 tonnes DMSL(B) - 45.2 tonnes DMSL(B) - 45.5 tonnes Brake type: Air EP Air EP Air EP Bogie type: Powered - P3-23 Powered - P3-23 Powered - P3-23 Trailer - T3-23 Trailer - T3-23 Trailer - T3-23 Power unit: 1 x MTU 6R183TD13H 1 x MTU 6R183TD13H 1 x MTU 6R183TD13H of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car Transmission: Hydraulic Hydraulic Hydraulic Transmission type: Voith T211r Voith T211r Voith T211r Horsepower (total): 1,688hp (1,260kW) 168106-107 - 1,688hp (1,260kW) 168214/18/19 - 1,266hp (945kW) 168108-113 - 1,266hp (945kW) 168215-217 - 1,688hp (1,260kW) Max speed: 100mph (160km/h) 100mph (160km/h) 100mph (160km/h) Coupling type: Outer - BSI Outer - BSI Outer - BSI Inner - Bar Inner - Bar Inner - BarMultiple restriction: Class 165, 166, 168, 172 Class 165, 166, 168, 172 Class 165, 166, 168, 172 Door type: Bi-parting swing plug Bi-parting swing plug Bi-parting swing plug Special features: Chiltern ATP, trip-cocks Chiltern ATP, trip-cocks Chiltern ATP, trip-cocksBody structure: Welded aluminium, Welded aluminium, Welded aluminium, bolt-on steel ends bolt-on steel ends bolt-on steel ends Owner: Porterbrook Porterbrook, Eversholt PorterbrookOperator: Chiltern Railways Chiltern Railways Chiltern Railways

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Above: Class 168 driving cab. 1: Foot warmer switch, 2: Windscreen demister switch, 3: Marker light display, 4: Notice board light, 5: Signal buzzer switch, 6: Destination display input, 7: Cab fan switch, 8: Cab heat switch, 9: Cab temperature switch, 10: Door close button, 11/12: Door release buttons, 13: Door de-select button, 14: Local fault indicators - train recorder, tripcock, local fault, dragging brakes, transmission, parking brake applied, track circuit actuator, 15: Engines start, 16: Engines stop, 17: Door interlock light, 18: Train fault light, 19: No train fault light, 20: AWS sunflower indicator, 21: Wheel slip protection active light, 22: Clock, 23: AWS alarm, 24: Master key socket, 25: Master switch, 26: Combined power/brake controller, 27: Desk display brightness, 28: Speedometer, 29: Automatic Train Protection system, 30: Safety systems isolated light, 31: Passenger communication activated, 32: AWS reset button, 33: Main reservoir and brake cylinder gauge, 34: Drivers reminder appliance, 35: Cab light left side, 37: Door close button right side, 38/39: Door release button right side, 40: Door de-select button, 41: Couple button, 42: Uncouple button, 43: Hazard warning lights switch, 44: Emergency brake plunger, 45: Horn valve, 46: Windscreen wipe/wash controls, 47: Drivers safety device peddle, 48: Cab radio, 49: Train announcement panel, 50: Cab radio handset, 51: Cab-Cab handset. Cab illustrated is from set No. 168001. CJM

Left Middle: Clubman style seats, one style of seating was installed throughout the train. These were of the original design when first delivered. CJM

Left Below: Gleaming in the mid-day sun at Banbury on 18 May 1998, the first of the Turbostar sets No. 168001 poses in the south facing bay platform during a Midlands press and media review of the train. At this time the set had yet to carry fare paying passengers. CJM

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Above: Stabled in sidings adjacent to Marylebone station, which have now been rebuilt as part of the station, Class 168/0 No. 168002 and two Class 165s await their next duties on 27 July 2001. CJM

Right: Due to the ordering, financing and production delays some of the second batch of Class 168/1s were built as two-car sets with the MS added later. Here a pair of MS vehicles with No. 58460 nearest the camera, await delivery from Derby on 16 May 2002. CJM

Below: The first of the second batch of Class 168s, No. 168106, built to the by then standard 'Turbostar' shape' is seen at Marylebone on 5 June 2000 , during its hand over ceremony to Chiltern. CJM

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Left: The eight members of the Class 168/1 sub-class are identifiable from the later Class 168/2 sets in having individual marker, tail and headlights, as well as having a much deeper front valance. This is clearly demonstrated in this view of set No. 168112 departing from Banbury on 29 May 2014 forming the 12.12 Birmingham Snow Hill to Marylebone service. CJM

Left: Showing the final front end design of the Chiltern Class 168 fleet as fitted to the six members of Class 168/2, showing the combined tail/marker light and larger headlights, together with the standard 'Turbostar' shallow valance. Painted in original Chiltern Railways white and blue livery, set No. 168214 stands under the roof at Marylebone station on 2 September 2006. CJM

Left: From mid-2013 the Class 168s started to pass through Brush-Wabtec for classified overhaul and as part of this the fleet emerged in a new silver, white and grey colour scheme, which seems to suit the body profile of the 'Turbostar' fleet well. On 29 May 2014, Class 168/2 No. 168215 slows for the Banbury stop forming the 12.15 Marylebone to Birmingham. CJM

Left: The final member of the original batch of Class 168/0s No. 168005, showing a revised style of light cluster with a joint marker/tail light calls at Banbury on 29 May 2014 forming the 13.55 Birmingham Moor Street to Marylebone service. CJM

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Right: With the church of St Peter & St Paul in Kings Sutton dominating the skyline, three-car Class 168/2 No. 168219 heads north on 10 November 2014 forming the 13.45 Marylebone to Birmingham Snow Hill service. Antony Christie

Below: The nine Class 170/3s previously used by South West Trains and First TransPennine Express started to move to Chiltern Railways in mid-2015, with sets modified to '168' standards by Wabtec of Loughborough. Units emerged reclassified as 168/3, sporting standard Chiltern interiors and exterior finish. Set No. 168329 is seen at Marylebone on 4 November 2015. Antony Christie

Class 168 Fleet ListClass 168/0Number Formation Year 2015 2015 Owner 2015 Note DMSL(A)+MSL+MS+DMSL(B) Introduced Depot Livery Operator168001 58151+58651+58451+58251 1998 AL CRG PTR CRW168002 58152+58652+58452+58252 1998 AL CRG PTR CRW168003 58153+58653+58453+58253 1998 AL CRG PTR CRW168004 58154+58654+58454+58254 1998 AL CRG PTR CRW168005 58155+58655+58455+58255 1998 AL CRG PTR CRW

Class 168/1168106 58156+58756§+58456+58256 2000 AL CRG PTR CRW § is a MSL vehicle168107 58157+58457+58757§+58257 2000 AL CRG PTR CRW § is a MSL vehicle168108 58158+58458+58258 2000 AL CRG PTR CRW168109 58159+58459+58259 2000 AL CRG PTR CRW168110 58160+58460+58260 2000 AL CRG PTR CRW168111 58161+58461+58261 2002 AL CRG EVL CRW 58461 was originally 58661168112 58162+58462+58262 2002 AL CRG EVL CRW 58462 was originally 58662168113 58163+58463+58263 2002 AL CRG EVL CRW 58463 was originally 58663

Class 168/2168214 58164+58464+58264 2003 AL CRG PTR CRW 168215 58165+58465+58365+58265 2003 AL CRG PTR CRW 168216 58166+58466+58366+58266 2003 AL CRG PTR CRW168217 58167+58467+58367+58267 2003 AL CRG PTR CRW168218 58168+58468+58268 2003 AL CRG PTR CRW168219 58169+58469+58269 2003 AL CRG PTR CRW

Class 168/3 (ex Class 170/3) Some sets still awaiting transfer at end of 2015 168321* 50301+79301 As 168 - 2015 AL CRG PTR CRW Previously 170301168322 50302+79302 As 168 - 2015 AL CRG PTR CRW Previously 170302168323* 50303+79303 As 168 - 2015 AL CRG PTR CRW Previously 170303168324 50304+79304 As 168 - 2015 AL CRG PTR CRW Previously 170304168325 50305+79305 As 168 - 2015 AL CRG PTR CRW Previously 170305168326* 50306+79306 As 168 - 2015 AL CRG PTR CRW Previously 170306168327* 50307+79307 As 168 - 2015 AL CRG PTR CRW Previously 170307168328* 50308+79308 As 168 - 2015 AL CRG PTR CRW Previously 170308168329 50399+79399 As 168 - 2015 AL CRG PTR CRW Previously 170309 / 170399

Key:AL - Aylesbury, CRG - Chiltern Railways Grey, EVL - Eversholt Leasing, PTR ~Porterbrook Leasing.* Awaiting 168 conversion in Nov-15

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Class 170 ‘Turbostar’

Below: For several years from 1998 the workshop space at Bombardier Derby Litchurch Lane was never empty of Class 170 production, with a total of 122 sets constructed for various operators. In this view one of the vehicles of Class 170/2 No. 170272 takes shape in the body assembly area, with the floor, sides and roof already formed and the bolt-on cab section awaited. On the right two side body sections can be seen hanging on a transporter trolley after having arrived from the aluminium fabrication bay. CJM

Following on from the BREL/Adtranz success with the ‘Clubman’ Class 168 design for Chiltern Railways, the ‘Turbostar’

product range was born. After a short period of operation, the privatised railway were seeking new trains for medium and long distance use. The Turbostar platform, now offered in a slightly refined form from the ‘168s’ with a new cab design, was the obvious choice, the design had UK ‘type test’ approval and could be built quickly, going straight into traffic. From 1998, much of the workshop space at the Derby Litchurch Lane facility was handed over to the ‘Turbostar’ production line, using welded aluminium technology derived from the Class 158 build a few years prior. A total of 122 Class 170s were built. The first train operator to opt for the ‘Turbostar’ was Midland Mainline, the then operator of services from London St Pancras to Derby, Sheffield and Nottingham, who, through Porterbrook Leasing, procured a fleet of 17 two-car Class 170/1 sets, 10 sets were later augmented to three-car formation. After a period these sets were replaced and were then transferred to Central Trains, later London Midland and CrossCountry. Scottish operator ScotRail became the largest user of the design with at one time a fleet of 59 three-car sets being on their books, delivered between 1999 and 2005. The original sets were decked out for both first and standard class occupancy, but different interiors on some later sets saw an all-standard class interior, on sets dedicated to the Glasgow commuter belt and delivered in Strathclyde PTE livery. Central Trains took delivery of 33 sets in 1999-2000 formed as either two-car (Class 170/5) or

three-car (Class 170/6) for use in the Midlands. After subsequent franchise changes, these sets are now split between the Cross Country and London Midland franchises. In late 2004 Central Trains also took delivery of three Class 170/3 sets (170397-398 three-car sets and 170399 a two car which had previously been a development train). Central Trains also became the operator of the ex Midland MainLine Class 170s in 2004 following the introduction of Class 222 stock. The rail lines in Anglia, then operated by Anglia Railways, ordered two batches of Class 170/2s, eight units formed as three cars for use on the London Liverpool Street to Norwich and Lowestoft/Bury routes. These were later supplemented by four 2-car sets for Norwich-area branch line and cross-country. When Hull Trains first commenced operation, Class 170s were sub-leased from Anglia until purpose hired sets in the 1703xx series were made available in 2004. The following year these sets were moved to Scotland when purpose-built Class 222s started operation for Hull Trains. As part of the strengthening of the South West Trains diesel fleet, a batch of eight sets were delivered in 2000, firstly to augment the Class 159s and provide a local diesel service in the Salisbury area. However, following the acquisition of additional 159s in 2006, the Class 170s, were transferred to First TransPennine Express. An interesting note to the SWT fleet is that an additional ninth set was obtained when set No. 170392, delivered to Southern was immediately moved to Salisbury and repainted as set No. 170309. Upon the move to First TransPennine, set No. 170309 was returned to Southern and rebuilt as a Class 171, while development set No. 170399, then working for Central Trains, was transferred

to First TransPennine. A small batch of seven sets were funded and built for Porterbrook Leasing and used for spot or short term hire, four sets were originally leased to Hull Trains to take over from Anglia sets, with the others operating spot hire, these were numbered in the 17039x series. Today, these units are operated by Scottish Railways and CrossCountry. Being a modular train, numerous interior styles have been carried by this design, using 2+2 and 2+3 for standard class, and in the main, 2+1 for first class. Some units designed for longer distance work operated on Midland Main Line and Anglia, were equipped from new with buffet facilities but these have now been removed to satisfy increased passenger traffic. All Class 170s were built to a common structural design, with two pairs of bi-parting sliding plug doors on each side of each vehicle at the one and two third point. A separate plug door is provided for the driving cab. Passenger doors feed a transverse walkway from where bi-parting doors lead into the passenger saloons. Full air conditioning is provided, as is a passenger information system. All Turbostar stock is powered by one MTU 6R 183TD of 422hp (315kW), this being an underfloor engine driving a Voith gearbox and ZF final drive. The maximum speed is 100mph (161 km/h) and all sets are fitted with BSI autocouplers, allowing multiple working with members of the same class and 14x and 15x types. They can not operate in multiple with 16x classes. Ownership of the entire Class 170 design rests with Porterbrook Leasing, except for a small batch No. 170416-170424 which are owned by Eversholt Leasing. n

MLI 216 - Class 165-185.indd 28 07/11/2015 09:17


Above: The fi rst of the ScotRail sets, No. 170401 emerges from the assembly shop at Derby on 24 August 1999 during the offi cial handover of the fi rst '170' of the build, showing the somewhat colourful livery adopted. CJM

Below: The fi rst order for Class 170s was placed by Porterbrook for 17 two and three-car sets for Midland Mainline, painted in beige, teal green and orange. One of the driving cars for set No. 170106 stands in the works yard at Bombardier, Derby on 9 February 1999 before entering service. CJM

Left: Two ADtranz/brochures produced for the Turbostar product range before the trains had been built, one for ScotRail and the other for Anglia. In the middle is a drawing of the then proposed buff et arrangement for the Anglia sets. CJM-C

Bottom: In Scotland the Class 170s took over from the Class 158s on longer distance operations such as Edinburgh/Glasgow to Inverness/Aberdeen as well as on the Edinburgh-Glasgow route. On 12 August 2003, set No. 170411 approaches Montrose with the 07.42 Glasgow Queen Street to Aberdeen. CJM


MLI 216 - Class 165-185.indd 29 07/11/2015 09:17


Sub-class: 170/1 170/2 170/3 170/3 170/4 170/5 170/6Number range: 170101-170117 170201-170208 and 170301-170309 170393-170398, 170401-170434 170501-170523 170630-170639 170270-170273 170450-170478Introduced: 1998-1999 (2001 MS) 170201-170208 - 1999 2000-2001 2002-2004 1999-2005 1999-2000 2000 170270-170273 - 2002Built by: Adtranz Derby 170201-170208: Adtranz Derby Bombardier Derby Adtranz Derby/ Adtranz Derby Adtranz Derby Adtranz Derby Bombardier Derby 170270-170273: Bombardier Derby Formation: 170101-170110: 170201-170208: DMCL+DMSL 170393-170396: 170401-170424: 170501-170517: 170630-170635: DMSL+MS+DMCL DMCL+MSL+DMSL DMCL+MSLRB+DMSL DMCL(A)+MS+DMCL(B) DMSL(A)+DMSL(B) DMSL(A)+MS+DMSL(B) 170111-170117: 170270-170273: 170397-170398: 170425-170434: 170518-170523: 170636-170639: DMSL+DMCL DMSL+DMCL DMSL+MS+DMCL DMCL(A)+MS+DMSL(B) DMSL+DMCL DMSL+MS+DMCL 170450-170461: DMSL(A)+MS+DMSL(B) 170470-170478: DMSL(A)+MS+DMSL(B)Vehicle Nos.: 170101-170110: 170201-170208: DMCL - 50301-50308/399 170393 - 170396: 170401-170424: 170501-170517: 170630-170635: DMSL - 50101-110 DMCL - 50201-50208 DMSL - 79301-79308/399 DMCL - 50393-50396 DMCL(A) - 50401-50424 DMSL(A) 50501-50517 DMSL(A) - 50630-50635 MS - 55101-55110 MSL - 56201-56208 MSLRB - 56393-56396 MS - 56401-56424 DMSL(B) 79501-79517 MS - 56630-56635 DMCL - 79101-110 DMSL - 79201-79208 DMSL - 79393-79396 DMCL(B) - 79401-79424 170518-170523: DMSL(B) - 79630-79635 170111-170117: 170270-170273: 170397-170398: 170425-170434: DMSL 50518-50523 170636-170639: DMSL - 50111-50117 DMSL - 50270-50273 DMSL - 50397-50398 DMCL(A) - 50425-50434 DMCL 79518-79523 DMSL - 50636-50639 DMCL - 79111-79117 DMCL - 79270-79273 MS - 56397-56398 MS - 56425-56434 MS - 56636-56639 DMCL - 79397-79398 DMCL(B) - 79425-79434 DMCL - 79636-79639 170450-170478: DMSL(A) - 50450-50478 MS - 56450-56478 DMSL(B) - 79450-79478Vehicle length: 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) Height: 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m)Width: 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) Seating: 170101-170110: 170201-170208: Total - 8F/108S 170393-170396: 170401-170434: 170501-170517: 170630-170635: Total - 9F/191S Total - 7F/173S DMCL - 8F/43S Total: 7F/161S 18F/168S Total - 122S Total - 196S 170111-170117: 170270-170273: DMSL - 65S DMCL - 7F/41S 170450-170461: DMSL(A) - 55S DMSL(A) - 55S Total - 9F/111S Total - 9F/110S MSLRB - 53S Total - 198S DMSL(B) - 67S MS - 74S 170101-170110: 170201-170208: DMSL - 67S 170470-170478: 170518-170523: DMSL(B) - 67S DMSL - 59S DMCL - 7F/39S 170397-170398: Total - 200S Total - 9F/111S 170636 - 170639: MS - 80S MSL - 68S Total: 9F/191S 170401-170434: DMSL - 59S Total - 9F/191S DMCL - 9F/52S DMSL - 66S DMSL - 59S DMC(A) - 9F/43S DMCL - 9F/52S DMSL - 55S 170111-170117: 170270-170273: MS - 80S MS - 76S, DMC(B) - 9F/49S MS - 80S DMSL - 59S DMSL - 57S DMCL - 9F/52S 170450-170461: DMCL - 9F/52S DMCL - 9F/52S DMCL - 9F/53S DMSL(A) - 55S, MS - 76S DMSL(B) - 67S 170470-170478: DMS(A) - 57S, MS - 76S DMSL(B) - 67SInternal layout: 2+2F, 2+2S 2+1F, 2+2S 2+1F/2+2 2+1F, 2+2S 2+1F, 2+2S 2+1F/2+2S 2+1F/2+2S Gangway: Within set Within set Within set Within set Within set Within set Within set Toilets: DMSL - 1, DMCL - 1 One per vehicle One per vehicle One per vehicle One per vehicle One per vehicle One per vehicle Weight: 170101-170110: 170201-170208: Total - 91.6 tonnes Total - 137.5 tonnes Total - 133.2 tonnes Total - 91.7 tonnes Total - 134.1 tonnes Total - 132.8 tonnes Total - 133.7 tonnes DMCL - 45.8 tonnes DMCL - 46.5 tonnes DMCL(A) - 45.8 tonnes DMSL(A) - 45.8 tonnes DMSL(A) - 45.8 tonnes 170111-170117: 170270-170273: DMSL - 45.8 tonnes MSLRB/MS - 44.7 tonnes DMSL - 46.3 tonnes DMSL(B) - 45.9 tonnes MS - 42.4 tonnes Total - 89.8 tonnes Total - 88.4 tonnes DMSL - 46.3 tonnes MS - 41.4 tonnes DMCL - 45.9 tonnes DMSL(B) - 45.9 tonnes DMSL - 45 tonnes DMCL- 45 tonnes DMCL - 45.9 tonnes MS - 43.0 tonnes MSL - 45.3 tonnes DMCL - 44.8 tonnes DMSL – 43.4 tonnes Brake type: Air Air Air Air Air Air Air Bogie type: One P3-23c and One P3-23c and One P3-23c and One P3-23c and One P3-23c and One P3-23c and One P3-23c and one T3-23c per car one T3-23c per car one T3-23c per car one T3-23c per car one T3-23c per car one T3-23c per car one T3-23c per car Power unit: 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car Transmission: Hydraulic Voith T211r Hydraulic Voith T211r Hydraulic Voith T211r Hydraulic Voith T211r Hydraulic Voith T211r Hydraulic Voith T211r Hydraulic Voith T211rHorsepower: 3-car - 1,266hp (945kW) 3-car - 1,266hp (945kW) 844hp (630kW) 1,266hp (945kW) 1,266hp (945kW) 844hp (630kW) 1,266hp (945kW) 2-car - 844hp (630kW) 2-car - 844hp (630kW)Max speed: 100mph (161km/h) 100mph (161km/h) 100mph (161km/h) 100mph (161km/h) 100mph (161km/h) 100mph (161km/h) 100mph (161km/h)Coupling type: BSI BSI BSI BSI BSI BSI BSI Multiple working: Class 15x, 170-172 Class 15x, 170-172 Class 15x, 170-172 Class 15x, 170-172 Class 15x, 170-172 Class 15x, 170-172 Door type: Bi-parting slide plug Bi-parting slide plug Bi-parting slide plug Bi-parting slide plug Bi-parting slide plug Bi-parting slide plug Bi-parting slide plugSpecial features: Air conditioned Air conditioned Air conditioned Air conditioned Air conditioned Air conditioned Air conditioned RETB Some RETB RETB Some RETB Some RETBBody structure: Welded aluminium Welded aluminium Welded aluminium Welded aluminium Welded aluminium Welded aluminium Welded aluminiumOwner: Porterbrook Porterbrook Porterbrook Porterbrook Porterbrook, Eversholt Porterbrook Porterbrook

MLI 216 - Class 165-185.indd 30 07/11/2015 09:17


Above: Class 170 front end equipment. 1: High level marker light, 2: Destination/route indicator, 3: Headlight, 4: White marker light, 5: Red tail light, 6:.Emergency lamp bracket, 7: Emergency main reservoir air connection, 8: Main reservoir pipe isolating cock, 9: BSI coupling, 10: Air warning horns. CJM

Below Far Left: The majority of Class 170 'Turbostar' sets have been built as three car formations with a middle Motor Standard MS vehicle, these are basically a driving car without a cab. Passenger access is by two pairs of bi-parting sliding plug doors on either side. One of the original Midland Mainline vehicles No. 55107, now operating for CrossCountry is shown. CJM

Below: Class 170 equipment positions. 1: Windscreen washer filler port, 2: Mechanical cab door release, 3: Cab door, 4: Vehicle lifting point, 5: Passenger bi-parting doors, 6: Passenger saloon air conditioning unit, 7: Fuel tank and filler port, 8: Battery box, 9: Electrical connections, 10: Equipment box, 11: Fire system activation handle, 12: Local engine controls, 13: Engine and transmission unit, 14: Emergency passenger door release handle, 15: Toilet tank, 16: Exhaust system, 17: Door release and warning light, 18: Saloon ventilation grilles. All breeds of Class 170 and 171 have equipment in the same positions. DMS No. 50110 from set 170110 is illustrated, painted in CrossCountry livery. CJM

Above: Spes. CJM

Cover: Two brand . CJM

Sub-class: 170/1 170/2 170/3 170/3 170/4 170/5 170/6Number range: 170101-170117 170201-170208 and 170301-170309 170393-170398, 170401-170434 170501-170523 170630-170639 170270-170273 170450-170478Introduced: 1998-1999 (2001 MS) 170201-170208 - 1999 2000-2001 2002-2004 1999-2005 1999-2000 2000 170270-170273 - 2002Built by: Adtranz Derby 170201-170208: Adtranz Derby Bombardier Derby Adtranz Derby/ Adtranz Derby Adtranz Derby Adtranz Derby Bombardier Derby 170270-170273: Bombardier Derby Formation: 170101-170110: 170201-170208: DMCL+DMSL 170393-170396: 170401-170424: 170501-170517: 170630-170635: DMSL+MS+DMCL DMCL+MSL+DMSL DMCL+MSLRB+DMSL DMCL(A)+MS+DMCL(B) DMSL(A)+DMSL(B) DMSL(A)+MS+DMSL(B) 170111-170117: 170270-170273: 170397-170398: 170425-170434: 170518-170523: 170636-170639: DMSL+DMCL DMSL+DMCL DMSL+MS+DMCL DMCL(A)+MS+DMSL(B) DMSL+DMCL DMSL+MS+DMCL 170450-170461: DMSL(A)+MS+DMSL(B) 170470-170478: DMSL(A)+MS+DMSL(B)Vehicle Nos.: 170101-170110: 170201-170208: DMCL - 50301-50308/399 170393 - 170396: 170401-170424: 170501-170517: 170630-170635: DMSL - 50101-110 DMCL - 50201-50208 DMSL - 79301-79308/399 DMCL - 50393-50396 DMCL(A) - 50401-50424 DMSL(A) 50501-50517 DMSL(A) - 50630-50635 MS - 55101-55110 MSL - 56201-56208 MSLRB - 56393-56396 MS - 56401-56424 DMSL(B) 79501-79517 MS - 56630-56635 DMCL - 79101-110 DMSL - 79201-79208 DMSL - 79393-79396 DMCL(B) - 79401-79424 170518-170523: DMSL(B) - 79630-79635 170111-170117: 170270-170273: 170397-170398: 170425-170434: DMSL 50518-50523 170636-170639: DMSL - 50111-50117 DMSL - 50270-50273 DMSL - 50397-50398 DMCL(A) - 50425-50434 DMCL 79518-79523 DMSL - 50636-50639 DMCL - 79111-79117 DMCL - 79270-79273 MS - 56397-56398 MS - 56425-56434 MS - 56636-56639 DMCL - 79397-79398 DMCL(B) - 79425-79434 DMCL - 79636-79639 170450-170478: DMSL(A) - 50450-50478 MS - 56450-56478 DMSL(B) - 79450-79478Vehicle length: 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) 77ft 6in (23.62m) Height: 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m)Width: 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) 8ft 10in (2.69m) Seating: 170101-170110: 170201-170208: Total - 8F/108S 170393-170396: 170401-170434: 170501-170517: 170630-170635: Total - 9F/191S Total - 7F/173S DMCL - 8F/43S Total: 7F/161S 18F/168S Total - 122S Total - 196S 170111-170117: 170270-170273: DMSL - 65S DMCL - 7F/41S 170450-170461: DMSL(A) - 55S DMSL(A) - 55S Total - 9F/111S Total - 9F/110S MSLRB - 53S Total - 198S DMSL(B) - 67S MS - 74S 170101-170110: 170201-170208: DMSL - 67S 170470-170478: 170518-170523: DMSL(B) - 67S DMSL - 59S DMCL - 7F/39S 170397-170398: Total - 200S Total - 9F/111S 170636 - 170639: MS - 80S MSL - 68S Total: 9F/191S 170401-170434: DMSL - 59S Total - 9F/191S DMCL - 9F/52S DMSL - 66S DMSL - 59S DMC(A) - 9F/43S DMCL - 9F/52S DMSL - 55S 170111-170117: 170270-170273: MS - 80S MS - 76S, DMC(B) - 9F/49S MS - 80S DMSL - 59S DMSL - 57S DMCL - 9F/52S 170450-170461: DMCL - 9F/52S DMCL - 9F/52S DMCL - 9F/53S DMSL(A) - 55S, MS - 76S DMSL(B) - 67S 170470-170478: DMS(A) - 57S, MS - 76S DMSL(B) - 67SInternal layout: 2+2F, 2+2S 2+1F, 2+2S 2+1F/2+2 2+1F, 2+2S 2+1F, 2+2S 2+1F/2+2S 2+1F/2+2S Gangway: Within set Within set Within set Within set Within set Within set Within set Toilets: DMSL - 1, DMCL - 1 One per vehicle One per vehicle One per vehicle One per vehicle One per vehicle One per vehicle Weight: 170101-170110: 170201-170208: Total - 91.6 tonnes Total - 137.5 tonnes Total - 133.2 tonnes Total - 91.7 tonnes Total - 134.1 tonnes Total - 132.8 tonnes Total - 133.7 tonnes DMCL - 45.8 tonnes DMCL - 46.5 tonnes DMCL(A) - 45.8 tonnes DMSL(A) - 45.8 tonnes DMSL(A) - 45.8 tonnes 170111-170117: 170270-170273: DMSL - 45.8 tonnes MSLRB/MS - 44.7 tonnes DMSL - 46.3 tonnes DMSL(B) - 45.9 tonnes MS - 42.4 tonnes Total - 89.8 tonnes Total - 88.4 tonnes DMSL - 46.3 tonnes MS - 41.4 tonnes DMCL - 45.9 tonnes DMSL(B) - 45.9 tonnes DMSL - 45 tonnes DMCL- 45 tonnes DMCL - 45.9 tonnes MS - 43.0 tonnes MSL - 45.3 tonnes DMCL - 44.8 tonnes DMSL – 43.4 tonnes Brake type: Air Air Air Air Air Air Air Bogie type: One P3-23c and One P3-23c and One P3-23c and One P3-23c and One P3-23c and One P3-23c and One P3-23c and one T3-23c per car one T3-23c per car one T3-23c per car one T3-23c per car one T3-23c per car one T3-23c per car one T3-23c per car Power unit: 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H 1 x MTU 6R 183TD 13H of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car of 422hp (315kW) per car Transmission: Hydraulic Voith T211r Hydraulic Voith T211r Hydraulic Voith T211r Hydraulic Voith T211r Hydraulic Voith T211r Hydraulic Voith T211r Hydraulic Voith T211rHorsepower: 3-car - 1,266hp (945kW) 3-car - 1,266hp (945kW) 844hp (630kW) 1,266hp (945kW) 1,266hp (945kW) 844hp (630kW) 1,266hp (945kW) 2-car - 844hp (630kW) 2-car - 844hp (630kW)Max speed: 100mph (161km/h) 100mph (161km/h) 100mph (161km/h) 100mph (161km/h) 100mph (161km/h) 100mph (161km/h) 100mph (161km/h)Coupling type: BSI BSI BSI BSI BSI BSI BSI Multiple working: Class 15x, 170-172 Class 15x, 170-172 Class 15x, 170-172 Class 15x, 170-172 Class 15x, 170-172 Class 15x, 170-172 Door type: Bi-parting slide plug Bi-parting slide plug Bi-parting slide plug Bi-parting slide plug Bi-parting slide plug Bi-parting slide plug Bi-parting slide plugSpecial features: Air conditioned Air conditioned Air conditioned Air conditioned Air conditioned Air conditioned Air conditioned RETB Some RETB RETB Some RETB Some RETBBody structure: Welded aluminium Welded aluminium Welded aluminium Welded aluminium Welded aluminium Welded aluminium Welded aluminiumOwner: Porterbrook Porterbrook Porterbrook Porterbrook Porterbrook, Eversholt Porterbrook Porterbrook

MLI 216 - Class 165-185.indd 31 07/11/2015 09:17


Above: Class 170 driving cab layout, applicable with some minor variation for all sub classes. 1: Electronic Token Block equipment, 2: Signal button, 3: Local fault indicators - Train recorder, Local fault, Dragging brakes, Transmission, Parking brake applied, Track circuit actuator, 4: Footwarmer switch, 5: Master key socket, 6: Master switch, 7: Combined power/brake controller, 8: Engine stop button, 9: Engine start button, 10: Left side door de-select, 11: Left side door release buttons, 12: Door power controls, 13: Train fault light, 14; No train fault light, 15: AWS sunflower indicator, 16: WSP activity light, 17: Door close interlock light, 18: Apply sand button, 19: AWS alarm, 20: Drivers reminder appliance, 21: Speedometer, 22: Main reservoir and brake cylinder gauge, 23: Door interlock lost light, 24: Passenger communication alarm light, 25: TPWS panel, 26: Safety systems isolated, 27: AWS reset button, 28: Cab light left side, 29: DSD pedal, 30: Passenger communication hold-over button, 31: Cab telephone, 32: Emergency brake plunger, 33: Right side door de-select, 34: Right side door release buttons, 35: Door close button, 36: Hazard warning light button, 37: Couple button, 38: Uncouple button, 39: Horn valve, 40: Windscreen wash/wipe switch, 41: Cab radio, 42: Destination indicator control panel, 43: Cab radio, 44: Public address, cab to cab communication controls. Cab of Anglia Class 170/2 illustrated. CJM

Left Middle: The Class 170 interior is a very flexible design with virtually any design and style of seating possible. This view shows the interior of an Anglia Class 170/2 set in as built condition. CJM

Left Below: While the same basic configuration of 2+2 seats is retained, several different types of seats can be found on different operators trains. This is a ScotRail version, showing the passenger controlled bi-parting doors at the far end separating standard from first class seating. CJM

MLI 216 - Class 165-185.indd 32 07/11/2015 09:17


Above: Originally the ScotRail franchise was operated by National Express who adopted this livery for the Class 170 fleet, which certainly brightened up the image of Scotland's railways. Set No. 170420 is seen at Aberdeen with the 13.23 service to Edinburgh on 23 August 2001. CJM

Right: Like many operators, National Express Scotrail seized the opportunity to sell advertising on their Class 170 fleet in summer 2000 when the MS vehicle of sets 170414 and 170415 advertised the The Herald and Sunday Herald newspapers. The branding on set No. 170415 is illustrated. The effectiveness of such huge billboards is dubious. People on a station cannot read it as its too close while from a viewing distance its too small. CJM

During the livery transition period from National Express to First a number of Class 170s appeared in part undress. Here Class 170/4 No. 170460 devoid of its bodyside branding but still with mauve doors and National Express livery cab fronts, pulls off the Forth Bridge at Dalmeny working an inward Fife Circle service on 4 April 2005. www.dieselimagegallery.com / Jim Binnie

MLI 216 - Class 165-185.indd 33 07/11/2015 09:17


Above: The final Porterbrook Class 170 order for Midland Mainline consisted of seven two-car and 10 three-car sets to operate medium distance and main line services. On 7 September 1999, sets Nos. 170105 and 170107 (still running as two-car sets before the MS was added) approach Loughborough forming the 11.56 Nottingham to St Pancras. CJM

Left: In original Midland Mainline livery MS No. 55109 from set 170109 is seen at Derby, note the differential door colouring to meet the legal requirements of the day. CJM

Below: Midland-based Central Trains originally took delivery of 23 two-car Class 170/5 and 10 three-car Class 170/6 units based at Tyseley. In green and blue Central Trains livery, with a call center number of the side, set No. 170503 arrives at Loughborough on 26 September 2000 with a Liverpool to Stansted Airport service. CJM

MLI 216 - Class 165-185.indd 34 07/11/2015 09:17

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Above: Under the Central Trains franchise, operated by National Express from March 1997 until November 2007, the Class 170 fleet had a wide operating area ranging from Merseyside in the north, Anglia in the east and South Wales.. On 29 June 2007, set No. 170511 pauses at Newport (Gwent) while forming the 07.00 Nottingham to Cardiff service. Under franchise changes this route is now operated by CrossCountry, but still uses the Class 170 fleet. CJM

Left Middle & Left Below: Open Access operator Hull Trains was formed in 1999 when two ex BR managers Mike Jones and John Nelson together with GB Railways launched a new business to operate services between Hull and London King's Cross. Originally Hull Trains hired-in Class 170s from GB Railways, but following rule changes Hull Trains was required to obtain its own stock. A fleet of four Class 222s were ordered from Bombardier, but as the lead-in delivery time was protracted, four spot hire Class 170s were hired as an interim measure Nos. 170393-170396. Delivered to Hull Trains in March 2004 painted in their livery, the sets only operated for about a year before Class 222s took over and the Class 170s were transferred to Scotland. The two views on the left show set No. 170393 at London King's Cross on the official launch into traffic special on 25 February 2004. Both: CJM

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Above: The success of Class 170 operation, especially in Scotland, was huge, and soon extra sets were needed to fulfill the aspirations of both rail operator, the Passenger Transport Executive and above all the public. From the original order for 24 sets, follow-on orders for 12, 2 and 9 sets were placed, with the final nine painted in SPT carmine and cream livery. By the time these were delivered, forward facing cameras were the norm, appearing as a 'black dot' on the front end below the running number. Class 170/4 No. 170474 in SPT livery works train 2N42 the 10.32 Dunblane to Glasgow Queen Street passing Larbert Junction on 3 June 2006. www.dieselimagegallery.com / Jim Binnie

Below: Many of the follow-on Class 170 orders were set out for standard class occupancy only, however in more recent years first class seating has been installed in some sets to meet demand. Today, the original SPT-liveried sets have been repainted into the latest Scottish Railways blue and white colours. Set No. 170478 is seen forming train 2K41 the 12.42 Edinburgh Waverley inward Fife Circle service at North Queensferry on 4 September 2006. www.dieselimagegallery.com / Jim Binnie

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Right: After the eight purpose-built sets were delivered to South West Trains a ninth unit was leased, this was built as part of the Southern order and was delivered to Selhurst carrying the number 170392, it was quickly modified for SWT use and renumbered as 170309. At the end of 2005 changes in rolling stock deployment saw South West Trains obtain extra Class 159s, this saw the end of the Class 170s with sets 170301-308 being transferred to First TransPennine Express, while No. 170309 was taken over by Southern and modified as a Class 171. Set No. 170301 is seen arriving at Salisbury station from the adjacent depot before operating a London bound service. CJM

Left: In 2000 Porterbrook supplied eight Class 170/3s to South West Trains, based at Salisbury for use on London to Salisbury stopping services, the Reading to Brighton route and on Southampton local services. The sets were supplied with both first and standard class seating and were finished in full South West Trains main line white-based livery. On 22 November 2000, sets Nos. 170302 and 170301 stand in the bay at Southampton forming the 11.47 driver training special to Salisbury. CJM

Left: Once allocated to First TransPennine Express the eight ex SWT units, plus one from Central Trains were upgraded to First Group standards and given 'dynamic lines' livery. Allocated to Crofton depot the sets mainly operate on the Manchester to Hull route. On 22 April 2014, set No. 170304 awaits time at Selby while working train 1K17, the 13.40 Hull to Manchester Piccadilly. CJM

Right: With changes in franchise funding and the need for extra 'Turbostar' type units on Chiltern Railways, it was agreed that from 2015 the Class 170s would be removed from First TransPennine use and via refurbishment transfer to Aylesbury depot. This caused major outrage with both First Group and passengers, as the routes already suffered serious overcrowding. As a slight softener, five sets were moved to Chiltern in May 2015 and the remaining four scheduled to move in February 2016. On 24 April 2014, No. 170301 arrives at Doncaster forming train 1B68, the 07.53 Manchester Airport to Cleethorpes. CJM

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Above: Anglia Railways received two batches of Class 170s, eight three-car sets in 1999 and four two-car units in 2002. Painted in Anglia white and green livery, the sets were officially introduced on 25 June 1999 in an event involving set No. 170203 at Norwich station. At the time the sets were deployed on London to Ipswich/Norwich services as well as some branch line work. For use on the London route, the middle MS was built to include a buffet, these were quickly withdrawn from service and later removed to provide extra seating. On launch day set No. 170203 is seen at Norwich. CJM

Right Middle: Between 2000-04, the Anglia operator GB Railways sub-hired four of their Class 170/2s to Hull Trains, of which they were an 80% stake holder. The sets remained allocated to Norwich and operated on the King's Cross main line for several days before returning home. Complete with a Hull Trains cast headboard, set No. 170203 is seen at London King's Cross on 12 September 2000 during the official launch of the Hull Trains operation. CJM

Right Bottom: Anglia (GB Railways) operated, with funding from the SRA a novel London Crosslink service from 22 May 2000 until 28 September 2002 linking Norwich/Ipswich/Chelmsford with Woking/Basingstoke travelling via the North London Line and Kew. Trains were formed of Class 170 stock but sadly did not attract a huge customer base. On 17 May 2000 a high-profile launch train was operated from Ipswich to Basingstoke formed of set No. 170208, which is seen in the down slow line platform at Basingstoke. CJM

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Above: From 1 April 2004 the Anglia franchise was taken over by National Express who traded as 'one railway' repainting stock into a turquoise livery with multi-coloured 'flash' strips on vehicle ends. The Class 170 fleet were soon dressed in these colours, operating main line and branch line services. Deployment on main line trains was totally inadequate considering the number of passengers. On 8 September 2006, No. 170203 is seen departing from Colchester forming the 11.38 London Liverpool Street to Lowestoft service. Since 2010 the Class 170s have not been rostered for regular duties to Liverpool Street. CJM

Left Middle: Eventually National Express dropped its use of the 'one railway' tag and concentrated on its National Express title. As few of the Class 170s were due for paint, the sets remained in the turquoise colours with suitable National Express branding. Set No. 170206 is seen arriving at Norwich on 15 August 2014 forming train 1K72, the 13.12 service from Cambridge. CJM

Left Bottom: In 2004 two Porterbrook 'spot hire' three-car Class 170/3s Nos. 170397/398 were leased to Central Trains. These were in unbranded white livery with purple doors, the house colours of Porterbrook. These sets had first class accommodation in one driving car which was of the Midland Mainline style, while the standard class seating was in keeping with the Central Trains fleet. Based at Tyseley the sets remained with Central Trains until the end of the franchise and then passed to CrossCountry. On 20 April 2004, set No. 170397 approaches Stenson Junction, north of Burton-on-Trent with a Birmingham to Nottingham service. CJM

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Above: The major franchise changes introduced in November 2007 saw the original CrossCountry franchise transferred from Virgin Trains to Arriva UK Trains (now part of German operator DB). In addition to the historic cross country routes, the new franchise took on the Cardiff to Nottingham, Birmingham to Nottingham stopping services, Birmingham to Stansted services and the Birmingham to Leicester stopping trains. This resulted in a number of Class 170s from the subclasses 170/1, 170/3, 170/5 and 170/6 moving to the new franchise. Sets soon started to appear in the silver and dark red/brown livery. With bodyside company advertising, Class 170/1 No. 170114 departs from Cambridge on a service to Stansted Airport. CJM

Right: On 15 May 2014, three-car Class 170/6 No. 170639 approaches Stenson Junction, with the 09.19 Birmingham New Street to Nottingham. CJM

Below: Two of the original 'spot hire' Class 170/3 sets were transferred to the new CrossCountry franchise and operate in the core three-car pool. On 11 April 2011, No. 170397 departs from Gloucester, with the 11.08 Nottingham to Cardiff. CJM

MLI 216 - Class 165-185.indd 41 07/11/2015 09:17

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Right Top: The largest operator of Class 170s is Scottish Railways, currently operated by Abellio. In 2015 sets are painted in a mix of previous-operator First Groups colours with Abellio branding or the new Scottish Railway blue. All Scottish sets are allocated to Haymarket depot, Edinburgh. The main line sets still retain first class seating. On 2 July 2014, set No. 170420 departs from Haymarket with the 15.00 Edinburgh Waverley to Glasgow Queen Street. CJM

Right Middle: Painted in the Scottish Railways or Saltire colours, No. 170476 passes Haymarket on the approaches to Edinburgh on 2 July 2014 with the 13.09 Aberdeen to Edinburgh Waverley service. This is one of the standard class only sets originally painted in SPT carmine and cream livery. CJM

Below: With its first class yellow band above the passenger area directly behind the cab position, Set No. 170451 departs from Edinburgh Waverley on 2 July 2014 with the 11.00 Edinburgh Waverley to Glasgow Queen Street service. CJM

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Above: A number of Class 170s have over the years carried advertising liveries. First ScotRail No. 170421 in 'Backing the Bid' (Olympic Games 2012) livery forms the 10.30 Glasgow Queen Street to Edinburgh Waverley passing Polmont on 31 March 2007. www.dieselimagegallery.com / Jim Binnie

Left: In 2004 Porterbrook 'spot hire' two-car No. 170399 was hired to Central Trains and branded in an Explore Derwent Valley Mills - World Heritage Site livery. On 15 July 2004 the set is seen at Derby. Brian Morrison

Below: In summer 2015, leading up to the re-opening of the Borders Rail project between Edinburgh and Tweedbank, Class 170 No. 170414 was dressed in a striking route promotional livery. On 27 July 2015 the set approaches Dundee, forming the 11.41 Glasgow Queen Street to Aberdeen. CJM

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Right: The 'Turbostar Traveller' vehicle on display at the NEC Birmingham on 21 November 2000 as part of the Railtex trade show. This vehicle shell was later rebuilt as Class 170 No. 170399. CJM

Below: The ADtranz brochure for the Turbostar Traveller. CJM-C


CJM-C

Turbostar Traveller

Above: The formation of the London Midland franchise in 2007 saw the operator take on Class 170/5 two-car and 170/6 three-car sets. These are allocated to Tyseley and operate the longer distance domestic services in the west Midlands. Two car set No. 170512 is seen at Worcester Foregate Street on 10 July 2013 forming the 11.46 Dorridge to Great Malvern. CJM

Right: Three-car London Midland Class 170/6 set No. 170635 arrives at Worcester Shrub Hill on 22 August 2012, passing the wonderful semaphore signal gantry at the north end of the station. Antony Christie

On 21 November 2000, ADtranz unveiled a demonstration ‘Turbostar’ vehicle at Railtex 2000, named the ‘Turbostar

Traveller’. Based on a standard ‘Turbostar’, the project was aimed at providing operators of urban and rural routes with a lower-cost alternative train. The plan was to use a MAN 453hp (338kW) engine under each vehicle giving a top speed of 75mph (121km/h). The interior was finished to a lower specification than the production Class 170s and used a 2+2

seating. However, the interior could be tailored to any operators specific needs. Although the ‘Turbostar Traveller’ used just one driving car of

set No. 170399, no takers came forward and the project was abandoned, following the take over of ADtranz by Bombardier Transportation. n

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Class 170 Fleet ListClass 170/1 (3-car)Number Formation Year 2015 2015 Owner 2015 Notes DMS+MS+DMCL Introduced Depot Livery Operator170101 50101+55101+79101 1998 TS AXC PTR AXC170102 50102+55102+79102 1998 TS AXC PTR AXC170103 50103+55103+79103 1998 TS AXC PTR AXC170104 50104+55104+79104 1999 TS AXC PTR AXC170105 50105+55105+79105 1999 TS AXC PTR AXC170106 50106+55106+79106 1999 TS AXC PTR AXC170107 50107+55107+79107 1999 TS AXC PTR AXC170108 50108+55108+79108 1999 TS AXC PTR AXC170109 50109+55109+79109 1999 TS AXC PTR AXC170110 50110+55110+79110 1999 TS AXC PTR AXC

Class 170/1 (2-car)Number Formation Year 2015 2015 Owner 2015 Notes DMS+DMCL Introduced Depot Livery Operator170111 50111+79111 1999 TS AXC PTR AXC170112 50112+79112 1999 TS AXC PTR AXC170113 50113+79113 1999 TS AXC PTR AXC170114 50114+79114 1999 TS AXC PTR AXC170115 50115+79115 1999 TS AXC PTR AXC170116 50116+79116 1999 TS AXC PTR AXC170117 50117+79117 1999 TS AXC PTR AXC

Class 170/2 (3-car)Number Formation Year 2015 2015 Owner 2015 Notes DMCL+MSL+DMSL Introduced Depot Livery Operator170201 50201+56201+79201 1999 NC ORA PTR GAR170202 50202+56202+79202 1999 NC ORA PTR GAR170203 50203+56203+79203 1999 NC ORA PTR GAR170204 50204+56204+79204 1999 NC ORA PTR GAR170205 50205+56205+79205 1999 NC ORA PTR GAR170206 50206+56206+79206 1999 NC ORA PTR GAR170207 50207+56207+79207 1999 NC ORA PTR GAR170208 50208+56208+79208 1999 NC ADV PTR GAR

Class 170/2 (2-car)Number Formation Year 2015 2015 Owner 2015 Notes DMSL+DMCL Introduced Depot Livery Operator170270 50270+79270 2002 NC ORA PTR GAR170271 50271+79271 2002 NC ANN PTR GAR170272 50272+79272 2002 NC ANN PTR GAR170273 50273+79273 2002 NC ANN PTR GAR

Class 170/3 (2-car) nNumber Formation Year 2015 2015 Owner 2015 Notes DMCL+DMS Introduced Depot Livery Operator170301 50301+79301 2000 XW FTP PTR FTP Now 168321170302 50302+79302 2000 XW FTP PTR FTP Now 168322170303 50303+79303 2000 XW FTP PTR FTP Now 168323170304 50304+79304 2000 XW FTP PTR FTP Now 168324170305 50305+79305 2000 XW FTP PTR FTP Now 168325170306 50306+79306 2000 XW FTP PTR FTP Now 168326170307 50307+79307 2000 XW FTP PTR FTP Now 168327170308 50308+79308 2000 XW FTP PTR FTP Now 168328170309 50399+79399 2000 XW FTP PTR FTP Now 168329

Class 170/3 (3-car)Number Formation Year 2015 2015 Owner 2015 Notes DMSL+MS+DMSL Introduced Depot Livery Operator170393 50393+56393+79393 2003 HA SCR PTR ASR170394 50394+56394+79394 2003 HA SCR PTR ASR170395 50395+56395+79395 2004 HA SCR PTR ASR170396 50396+56396+79396 2004 HA SRB PTR ASR

Number Formation Year 2015 2015 Owner 2015 Notes DMSL+MS+DMCL Introduced Depot Livery Operator170397 50397+56397+79397 2004 TS AXC PTR AXC170398 50398+56398+79398 2004 TS AXC PTR AXC

Class 170/4 (3-car)Number Formation Year 2015 2015 Owner 2015 Notes DMCL+MS+DMCL Introduced Depot Livery Operator170401 50401+56401+79401 1999 HA SRB PTR ASR170402 50402+56402+79402 1999 HA SCR PTR ASR170403 50403+56403+79403 1999 HA SRB PTR ASR170404 50404+56404+79404 1999 HA SRB PTR ASR170405 50405+56405+79405 1999 HA SRB PTR ASR170406 50406+56406+79406 1999 HA SRB PTR ASR170407 50407+56407+79407 1999 HA SRB PTR ASR170408 50408+56408+79408 1999 HA SRB PTR ASR170409 50409+56409+79409 1999 HA SRB PTR ASR170410 50410+56410+79410 1999 HA SRB PTR ASR170411 50411+56411+79411 1999 HA SRB PTR ASR170412 50412+56412+79412 1999 HA SCR PTR ASR170413 50413+56413+79413 1999 HA SRB PTR ASR170414 50414+56414+79414 1999 HA ADV PTR ASR170415 50415+56415+79415 1999 HA SCR PTR ASR170416 50416+56416+79416 2000 SL SRB EVL ASR170417 50417+56417+79417 2000 SL SRB EVL ASR170418 50418+56418+79418 2000 SL SCR EVL ASR170419 50419+56419+79419 2000 SL SRB EVL ASR

Table key

NC NorwichHA HaymarketSL Stewarts LaneTS TyseleyXW Crofton

ADV Advertising liveryANN Anglia with Abellio brandingASR Abellio ScotRailAXC Arriva CrossCountryEVL Eversholt LeasingFTP First TransPennineGAR Greater AngliaLMI London MidlandORA One Railway with Abellio bandingPTR PorterbrookSCR ScotRail coloursSRB ScotRail Saltire colours

n Class 170/3 to 168/3 conversions were ongoing at time of going to press. By mid-November four sets Nos. 168322/324/325/329 were in traffic with the remainder scheduled to transfer to Aylesbury via overhaul in early 2016.

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Below Left: Only a few nameplates have been carried by Class 170 stock, mainly in Scotland. However, the first to be officially 'named' was Porterbrook 'spot hire' set No. 170398 Turbostar Partnership 300, named at Birmingham International station during the afternoon of 27 November 2002 to mark the delivery of the 300th Turbostar vehicle. CJM

Below Right: A small number of ScotRail-operated Class 170s have received transfer nameplates on the bodyside banding. Set No. 170407 carries the name University of Aberdeen, unveiled in a ceremony at Aberdeen on 11 November 2010 by Professor Ian Diamond, Principal of the University. Antony Christie

170420 50420+56420+79420 2000 SL SRB EVL ASR170421 50421+56421+79421 2000 SL SRB EVL ASR170422 50422+56422+79422 2000 SL SRB EVL ASR170423 50423+56423+79423 2000 SL SRB EVL ASR170424 50424+56424+79424 2000 SL SRB EVL ASR170425 50425+56425+79425 2000 HA SCR PTR ASR170426 50426+56426+79426 2000 HA SCR PTR ASR170427 50427+56427+79427 2000 HA SCR PTR ASR170428 50428+56428+79428 2000 HA SCR PTR ASR170429 50429+56429+79429 2000 HA SCR PTR ASR170430 50430+56430+79430 2000 HA SCR PTR ASR170431 50431+56431+79431 2000 HA SCR PTR ASR170432 50432+56432+79432 2000 HA SCR PTR ASR170433 50433+56433+79433 2000 HA SCR PTR ASR170434 50434+56434+79434 2000 HA SCR PTR ASR

Number Formation Year 2015 2015 Owner 2015 Notes DMSL+MS+DMSL/DMCL§ Introduced Depot Livery Operator170450 50450+56450+79450§ 2005 HA SCR PTR ASR170451 50451+56451+79451§ 2005 HA SCR PTR ASR170452 50452+56452+79452§ 2005 HA SCR PTR ASR170453 50453+56453+79453§ 2005 HA SCR PTR ASR170454 50454+56454+79454§ 2005 HA SCR PTR ASR170455 50455+56455+79455§ 2005 HA SCR PTR ASR170456 50456+56456+79456§ 2005 HA SCR PTR ASR170457 50457+56457+79457§ 2005 HA SCR PTR ASR170458 50458+56458+79458 2005 HA SCR PTR ASR170459 50459+56459+79459 2005 HA SCR PTR ASR170460 50460+56460+79460 2005 HA SCR PTR ASR170461 50461+56461+79461 2005 HA SCR PTR ASR170470 50470+56470+79470 2005 HA SCR PTR ASR170471 50471+56471+79471 2005 HA SCR PTR ASR170472 50472+56472+79472 2005 HA SCR PTR ASR170473 50473+56473+79473 2005 HA SCR PTR ASR170474 50474+56474+79474 2005 HA SCR PTR ASR170475 50475+56475+79475 2005 HA SCR PTR ASR170476 50476+56476+79476 2005 HA SCR PTR ASR170477 50477+56477+79477 2005 HA SCR PTR ASR170478 50478+56478+79478 2005 HA SCR PTR ASR

Class 170/5 (2-car)Number Formation Year 2015 2015 Owner 2015 Notes DMSL+DMSL Introduced Depot Livery Operator170501 50501+79501 1999 TS LMI PTR LMI170502 50502+79502 1999 TS LMI PTR LMI170503 50503+79503 1999 TS LMI PTR LMI170504 50504+79504 1999 TS LMI PTR LMI170505 50505+79505 1999 TS LMI PTR LMI170506 50506+79506 1999 TS LMI PTR LMI170507 50507+79507 1999 TS LMI PTR LMI170508 50508+79508 1999 TS LMI PTR LMI170509 50509+79509 1999 TS LMI PTR LMI170510 50510+79510 1999 TS LMI PTR LMI170511 50511+79511 1999 TS LMI PTR LMI170512 50512+79512 1999 TS LMI PTR LMI170513 50513+79513 1999 TS LMI PTR LMI170514 50514+79514 2000 TS LMI PTR LMI170515 50515+79515 2000 TS LMI PTR LMI170516 50516+79516 2000 TS LMI PTR LMI170517 50517+79517 2000 TS LMI PTR LMI

Class 170/5 (2-car)Number Formation Year 2015 2015 Owner 2015 Notes DMSL+DMCL Introduced Depot Livery Operator170518 50518+79518 2000 TS AXC PTR AXC170519 50519+79519 2000 TS AXC PTR AXC170520 50520+79520 2000 TS AXC PTR AXC170521 50521+79521 2000 TS AXC PTR AXC170522 50522+79522 2000 TS AXC PTR AXC170523 50523+79523 2000 TS AXC PTR AXC

Class 170/6 (3-car)Number Formation Year 2015 2015 Owner 2015 Notes DMSL+MS+DMSL Introduced Depot Livery Operator170630 50630+56630+79630 2000 TS LMI PTR LMI170631 50631+56631+79631 2000 TS LMI PTR LMI170632 50632+56632+79632 2000 TS LMI PTR LMI170633 50633+56633+79633 2000 TS LMI PTR LMI170634 50634+56634+79634 2000 TS LMI PTR LMI170635 50635+56635+79635 2000 TS LMI PTR LMI170636 50636+56636+79636 2000 TS AXC PTR AXC170637 50637+56637+79637 2000 TS AXC PTR AXC170638 50638+56638+79638 2000 TS AXC PTR AXC170639 50639+56639+79639 2000 TS AXC PTR AXC

MLI 216 - Class 165-185.indd 47 07/11/2015 09:17




Left: When first delivered the original six 'Turbostar' set for Southern were conventional sets and numbered n the Class 170 series as 170721-170726. However, it was only a very short time before the sets were modified and renumbered as Class 171s. Set No. 170723 approaches Lewes on 23 April 2004 working the 15.14 Eastbourne to Brighton crew training special. Chris Wilson

Below: Devoid of any bodyside branding, apart from coach numbers, set No. 170723 approaches Moulescombe on 23 April 2004 forming the 15.14 Eastbourne to Brighton crew training run. Chris Wilson

When the South Central, later Southern franchise came to modernise their non-electric services on the Ashford-

Hastings-Brighton, Oxted and Uckfield lines and replace slam door diesel-electric stock from the 1950s, Porterbrook leasing were contracted to supply a fleet of Turbostar units. Originally an order for six two-car and six four-car sets was placed, the two-car units were built first and delivered to Selhurst depot in 2003 as Class 170/7 carrying the identity of 170721-170726, soon after delivery of the first units, it was agreed that to provide a form of coupling standardisation, the trains BSI couplers should be replaced with Dellner 12 couplings, allowing emergency attachment to the operators core fleet of ‘Electrostar’ Class 377s, multiple operation was however not possible. This conversion work was carried out at Selhurst depot by Bombardier. To avoid confusion with Class 170 stock, the sets were reclassified as Class 171, apart from this,

the sets conform to a Class 170. By the time the four-car sets were delivered in 2004, Dellner couplers were fitted from new and thus these sets were delivered numbered in the 171 series. The original order for six units (170721-726) was extended by one, given the identity of 170727, this was intended for South West Trains, but it was easier for Porterbrook to supply this as a Southern unit to Selhurst and then contract Chart Leacon to modify the set for SWT, where it was renumbered as 170392 as one of the Porterbrook spot hire sets. Fleet expansion came in 2004 when three extra two-car sets were ordered, again built at Derby, and a fourth was obtained from South West Trains when they dispensed with Class 170s. The three new-built sets were constructed as Nos. 171727-171729. The fourth set was No. 170392, which after a period on South West Trains was transferred to Southern, modified and repainted

as a ‘171’ and numbered as 171730. The Class 171 fleet is set to expand again in 2015-16 when six sets of Class 170 from Scottish Railways move south. Two-car Class 171 sets are formed Driving Motor Composite and Driving Motor Standard, the first class seating area being directly behind the driving position. The four car sets are formed of two DMC cars and two intermediate Motor Seconds (MS), these each seat 74. All seating is provided in the 2+2 style in standard class and 2+1 in first class. From new, the livery applied was Southern green and white with dark green contrasting passenger doors. Sets are allocated to purpose-built accommodation at Selhurst depot and operate specifically on the Ashford-Hastings-Brighton and London to Uckfield/Oxted lines. Traction equipment is the same as on Class 170 sets. n

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Above: Once modified with Dellner 12 couplings the Southern 'Turbostar' sets became Class 171. Allocated to Selhurst, the sets operate over the last remaining non-electrified sections of the Southern (now Govia Thameslink) network. On 19 September 2013, set No. 171722 passes Honor Oak Park, with empty stock from Selhurst to London Bridge. CJM

Right: The six Class 171/8 four-car sets each have two 74 seat Motor Standard coaches, car No. 54803 is illustrated from set No. 171803. Antony Christie

Below: The first class seating area of the Class 171s is laid out in the 2+1 low-density style. Antony Christie

Bottom: With its DMC vehicle nearest the camera, set No. 171725 departs from Brighton on 28 November 2008 with the, 11.32 service to Ashford International. CJM

Sub-class: 171/7 171/8Number series: 171721-171730 171801-171806Original Nos. 170721-170727*Introduced: 2003-2005 2004Built by: Bombardier Derby Bombardier DerbyFormation: DMCL+DMSL DMCL(A)+MS+MS+DMCL(B)Vehicle numbers: DMCL - 50721-729/392 DMCL(A) - 50801 - 50806 DMSL - 79721-729/392 MS - 54801 - 54806 MS - 56801 - 56806 DMCL(B) - 79801 - 79806Vehicle length: 77ft 6in (23.62m) 77ft 6in (23.62m)Height: 12ft 4½in (3.77m) 12ft 4½in (3.77m)Width: 8ft 10in (2.69m) 8ft 10in (2.69m)Seating: Total - 9F/107S Total - 18F/241S DMCL 9F/43S DMCL(A) 9F/43S DMSL 64S MS 74S, MS 74S DMCL(B) 9F/50SInternal layout: 2+1F, 2+2S 2+1F, 2+2S Gangwayed: Within set Within set Toilets: DMCL, DMSL - 1 DMCL - 1Weight: Total - 95.4 tonnes Total - 180.4 tonnes DMCL - 47.6 tonnes DMCL(A) - 46.5 tonnes DMSL - 47.8 tonnes MS - 43.7 tonnes MS - 43.7 tonnes DMCL(B) - 46.5 tonnesBrake type: Air AirBogie type: One P3-23c and one One P3-23c and one T3-23c per car T3-23c per carPower unit: 1 x MTU 6R 183TD of 1 x MTU 6R 183TD of 422hp (315kW) per car 422hp (315kW) per carTransmission: Hydraulic HydraulicTransmission type: Voith T211r to Voith T211r to ZF final drive ZF final driveHorsepower: 844hp (630kW) Total 1,688hp (1,260kW)Max speed: 100mph (161km/h) 100mph (161km/h)Coupling type: Dellner 12 Dellner 12Multiple restriction: Class 171 Class 171Door type: Bi-parting slide plug Bi-parting slide plugSpecial features: Air conditioned Air conditionedBody structure: Aluminium Aluminium* 170721-726 renumbered on fitting Dellner couplings. 170727 renumbered as 170392 for SWT

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Above: On 19 September 2013, four-car Class 171/8 No. 171801 passes Honor Oak Park on the fast middle track with train 1E36, the 13.34 Uckfield to London Bridge. Even though these sets have Dellner couplings they are only compatible with Class 377s for emergency movements to clear the line. CJM

Left: The two-car Class 171 sets have seating for 9 first and 107 standard class passengers, while the four-car sets accommodate 18 first and 241 standard. Set No. 171726 hurries south through Honor Oak Park on 10 May 2015. Antony Christie

Below: Passing beneath the East London Line flyover on the approaches to New Cross Gate, the 09.08 Southern service from London Bridge to Uckfield on 1 April 2010 is formed of four-car Class 171/8 Turbostar No. 171804. The pathway and buildings on the right are the London Overground Class 378 depot.Brian Morrison

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Class 171 Fleet ListClass 171/7 (2-car)Number Formation Year 2015 2015 Owner 2015 Notes DMCL+DMSL Introduced Depot Livery Operator171721 50721+79721 2003 SU SOU PTR TSG Originally No. 170721171722 50722+79722 2003 SU SOU PTR TSG Originally No. 170722171723 50723+79723 2003 SU SOU PTR TSG Originally No. 170723171724 50724+79724 2003 SU SOU PTR TSG Originally No. 170724171725 50725+79725 2003 SU SOU PTR TSG Originally No. 170725171726 50726+79726 2003 SU SOU PTR TSG Originally No. 170726171727 50727+79727 2003 SU SOU PTR TSG171728 50728+79728 2003 SU SOU PTR TSG171729 50729+79729 2003 SU SOU PTR TSG171730 50392+79392 2005 SU SOU PTR TSG Previously 170727, then 170392

Class 171/8 (4-car)Number Formation Year 2015 2015 Owner 2015 Notes DMCL(A)+MS+MS+DMCL(B) Introduced Depot Livery Operator171801 50801+54801+56801+79801 2004 SU SOU PTR TSG171802 50802+54802+56802+79802 2004 SU SOU PTR TSG171803 50803+54803+56803+79803 2004 SU SOU PTR TSG171804 50804+54804+56804+79804 2004 SU SOU PTR TSG171805 50805+54805+56805+79805 2004 SU SOU PTR TSG171806 50806+54806+56806+79806 2004 SU SOU PTR TSG

Above: Passenger figures on the Uckfield line usually require one of the four-car sets to operate peak hour services on the 1hr 15min run from Uckfield to London Bridge. On 2 February 2008, set No. 171806 calls at Crowborough with the 13.44 Uckfield to London Bridge service. Antony Christie

Right: Delivered to Southern as Class 170 No. 170727 and then immediately transferred to South West Trains as set No. 170392, this two-car set operated on SWT services alongside the SWT sets 170301-308 until the fleet was transferred north to First TransPennine Express. Set No. 170392 was then transferred to Southern and modified as a Class 171, taking the identity 171730 and is thus the only Class 170 or 171 where the set number (730) does not link up with the carriage numbers, which end in 392. The set in SWT colours is seen approaching Mount Pleasant level crossing, Northam forming the 1400 Romsey to Totton service on 26 January 2005. Chris Wilson

Key: PTR - Porterbrook Leasing, SOU - Southerm, SU - Selhusrt, TSG - Thameslink, Southerm and Great Northern.

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Below: The three-car London Midland Class 172s, fitted with 'Electrostar' front end gangways commenced delivery later than planned in early 2011, to enable dynamic testing and staff training to take place. In out the box condition, devoid of any bodyside branding, set No. 172332 is seen on the Stratford-upon-Avon line on 17 March 2011. Both sub-classes of London Midland Class 172 are allocated to Tyseley depot and can be found throughout the West Midlands area, where they replaced the Class 150 stock. Matt Wilson

Between 2010-2011 Bombardier Transportation of Derby built a fleet of 39 Class 172 sets for three regional operators

London Overground, London Midland and Chiltern Railways. Designated Class 172, the sets are part of the of the long running ‘Turbostar’ family, similar to the Class 170 design. The sets were ordered in the 2007-08 financial year Two distinct body designs exist within the class. Sets for London Overground (Class 172/0) and for Chiltern Railways (Class 172/1), owned by Angel Trains are non-gangwayed and thus have a traditional Class 170 style front end. The sets built for London Midland operation, owned by Porterbrook have a gangway cab end, and use a cab style in keeping with the Class 37x ‘Electrostar’ builds. The four Class 172 sub-classes are -Class 172/0 - two-car, non-gangway units currently working on the London Overground Gospel Oak to Barking Line.Class 172/1 - two-car, non-gangway units operating with Chiltern Railways and used on the London-Birmingham main line.Class 172/2 - two-car, gangway units operating on London Midland in the Birmingham area.Class 172/3 - three-car, gangway units operating on London Midland in the Birmingham area. The Class 172 design is based on a 23m long aluminium body with passenger doors at the one and two-third positions. It has a maximum speed of 100mph (160 km/h). They feature BSI couplers, which permits multiple working with Class 170 units and other breeds with the same coupler design. The ‘172’ is lighter in weight than other Turbostar designs as it uses the Bombardier FLEXX-ECO bogie

a derivative of the B5000 used on other stock including the Class 220 Voyager sets, in place of the older design 'Series 3' bogies. Full air conditioning is provided. The most significant difference to the previous Turbostar builds is the use of a mechanical transmission rather than hydraulic. On both London Overground and London Midland the Class 172s replaced Class 150s and had a lot fewer seats but greater overall capacity due to the increased standing room with wider aisles, this was adopted to reduce boarding and alighting times and cut station dwell times. On London Overground eight two-car sets are based at Willesden, operating on the Gospel Oak to Barking Line. Originally they were scheduled to enter service in February 2010, but major construction issues, including perceived problems with the exhaust system, did not see the sets go into service until July 2010, with full squadron service commencing in December 2010. After a period of testing at Derby, dynamic testing of the first ‘172/0’ sets commenced in March 2010, when two sets operated on the Old Dalby Test Track. Passenger growth on the cross-London Gospel Oak to Barking Line soon saw the ‘172s’ inadequate. Plans were drawn up to replace them with four-car units, but this was overtaken by the Government announcement of electrifying the route and ordering a fleet of four-car EMUs for use on both this route and the inner suburban routes from Liverpool Street, taken over by London Overground from 2015. Chiltern Railways through Angel Leasing, obtained four two-car sets (172/1), ordered alongside the London Overground order.

These sets supplemented the Chiltern stock on routes from London Marylebone. At the time of ordering, these sets were due to enter service from late 2010, but in fact did not enter service until summer 2011. These sets have an operating restriction on Chiltern, as they are not fitted with London Underground style ‘trip-cocks’ due to their bogie design. Thus, they are not able to operate over the Aylesbury via Amersham route unless marshalled between two ‘trip-cock’ fitted sets. The Chiltern sets are based at Aylesbury depot and were delivered in Chiltern white and blue livery. The London Midland franchise operates 27 Class 172s, 12 two-car and 15 three-car sets. Original planning saw this stock scheduled for introduction in late 2010, but this was not achieved due to late construction, and the sets arrived in the Birmingham area from September 2011. Based at Tyseley, these units replaced the majority of Class 150s working in the Birmingham Snow Hill area. Introduction was not without problems, one of the more serious being vibration from the power unit transmission These sets, classified as Class 172/2 and 172/3 have revised front end styling with end gangways. As part of the order contract for the London Midland sets, an option existed for an extra 26 Class 172 coaches, which at the time of writing has not been taken up. Although the Class 172 remains in the Bombardier catalogue, no further orders have been received. According to Northern Ireland Railways, Bombardier offered them a derivative of the UK Class 172 Turbostar for its "New Trains Two" project in 2010, but lost out to builder CAF. n

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Above: The eight London Overground Class 172s started to appear in 2010, several months behind the original schedule. The sets are only used on the Gospel Oak to Barking route, where their capacity of just 124 seats was totally inadequate for the passenger figures. On 8 December 2010 set No. 172006 arrives at Gospel Oak from Barking. It looks from the number of staff in the cab that it was being used as a training run. CJM

Right: Only 15 intermediate Class 172 Motor Standard (MS) vehicles have been built, all in use with London Midland. Car No. 56341 is seen from its exhaust end, note the complex exhaust pipe arrangement around the bogie. CJM

Sub-class: 172/0 172/1 172/2 172/3Number series: 172001-172008 172101-172104 172211-172222 172331-172345Introduced: 2010 2011 2011 2011 Built by: Bombardier Derby Bombardier Derby Bombardier Derby Bombardier DerbyFormation: DMS+DMS DMSL+DMS DMSL+DMS DMSL+MS+DMSVehicle numbers: DMS - 59311-59318 DMSL - 59111-59114 DMSL - 50211-50222 DMSL - 50331-50345 DMS - 59411-59418 DMS - 59211-59214 DMS - 79211-79222 MS - 56331-56345 - - - DMS - 79331-79345Vehicle lengths: DMS - 76ft 3 in (23.27m) DMSL - 76ft 3 in (23.27m) DMSL - 76ft 3 in (23.27m) DMSL - 76ft 3 in (23.27m) DMS - 76ft 3 in (23.27m) DMS - 76ft 3 in (23.27m) DMS - 76ft 3 in (23.27m) MS - 76ft 6in (23.36m) DMS - 76ft 3 in (23.27m)Height: 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m) 12ft 4½in (3.77m)Width: 8ft 8 in (2.69m) 8ft 8 in (2.69m) 8ft 8 in (2.69m) 8ft 8 in (2.69m)Seating: Total - 124S Total - 145S Total - 121S + 7 tip up Total - 193S + 7 tip up DMS - 60S DMSL - 65S DMSL - 53S + 4 tip up DMSL - 53S + 4 tip up DMS - 64S DMS - 80S DMS - 68S + 3 tip up MS - 72S - - - DMS - 68S + 3 tip upInternal layout: 2+2 2+2 2+2 2+2Gangway: Within set Within set Throughout ThroughoutToilets: None DMSL - 1 DMSL - 1 DMSL - 1Weight: Total - 83.1 tonnes Total - 82.2 tonnes Total - 83.2 tonnes Total - 121.3 tonnes DMS - 41.5 tonnes DMSL - 41.4 tonnes DMSL - 41.9 tonnes DMSL - 41.9 tonnes DMS - 41.6 tonnes DMS - 40.8 tonnes DMS - 41.3 tonnes MS - 38.1 tonnes DML - 41.3 tonnesBrake type: Air EP Air EP Air EP Air EP Bogie type: B5006 B5006 B5006 B5006Power unit: 1 x MTU 6H1800R83 of 1 x MTU 6H1800R83 of 1 x MTU 6H1800R83 of 1 x MTU 6H1800R83 of 484hp (360kW) per vehicle 484hp (360kW) per vehicle 484hp (360kW) per vehicle 484hp (360kW) per vehicle Transmission: Mechanical Mechanical Mechanical MechanicalTransmission type: ZG ZG ZG ZG Horsepower: 968hp (720kW) 968hp (720kW) 968hp (720kW) 1,452hp (1,080kW)Max speed: 100mph (161km/h) 100mph (161km/h) 100mph (161km/h) 100mph (161km/h)Coupling type: BSI BSI BSI BSI Multiple restriction: Class 14x, 15x, 170, 172 Class 14x, 15x, 170, 172 Class 14x, 15x, 170, 172 Class 14x, 15x, 170, 172Door type: Twin-leaf swing plug Twin-leaf swing plug Twin-leaf swing plug Twin-leaf swing plug Body structure: Aluminium Aluminium Aluminium Aluminium

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Above Left & Above Right: Both designs of Class 172 front end, showing equipment positions. 1: High level marker light, 2: Route/destination display, 3: Light cluster housing headlight and a joint red tail and white marker light, 4: Forward facing camera, 5: Front communicating door, 6: Lamp bracket, 7: BSI coupling, 8: Air warning horns. CJM

Left: To provide extra standing room, the London Overground '172s' have 2+2 group seating which is well spaced. The moquette used on these sets is in London Underground brown and orange. Interior of set No. 172007 is shown. CJM

Below: The open plan bogies used for the Class 172 fleet are a Bombardier derivative of the B5000 series, designated B5006. This view of two Class 172/3s coupled shows the rubber folding gangways in the attached position together with the cab doors housing a drop down upper glazed panel and the emergency door release handles. On the right set, the round screen wash filler port can be seen. CJM

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Above: The London Midland Class 172s displaced the Class 150s on most LM local services in the West Midlands, with the '150s' being overhauled and transferred to other areas. Passenger and staff reaction to the LM Class 172s was good and few on line failures were reported. Each three-car Class 172 can seat 193 standard class passengers with an additional seven tip-up seats by door positions. On 10 July 2013, set No. 172337 approaches Worcester Foregate Street with the 11.46 Dorridge to Great Malvern. CJM

Below: The two-car LM Class 172s seat 121 in the 2+2 style. On 31 May 2014, two-car set No. 172218 arrives at Kidderminster with the 09.19 Whitlocks End to Worcester Shrub Hill service. CJM

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Top: The eight Class 172/0 sets operated by London Overground are based at Willesden depot and are not used on any other route. The sets will be transferred to another operator, likely Chiltern Railways following electrification of the route. On 28 June 2013, set No. 172006 arrives at Crouch Hill station with train 2J38, the 11.18 Barking to Gospel Oak. CJM

Above: On 19 March 2014, Class 172s pass at Harringay Green Lanes, set No. 172008 on the right is bound for Barking, while set No. 172004 on the left is on route to Gospel Oak. Antony Christie

Below: On 28 May 2011 a special event was staged at the Didcot Railway Centre where a line up of old and new passenger stock was arranged, including GW Railway auto trailer, a Class 121 'Bubble' No. W55034, First Great Western Class 166 No. 166215 and brand new Chiltern Railways Class 172 No. 172104. The three 'modern traction' exhibits are shown below in this quite amazing line up of multiple unit traction. Darren Ford

Class 172 Fleet ListClass 172/0- 2-carNumber Formation Year 2015 2015 Owner 2015 DMS+DMS Introduced Depot Livery Operator172001 59311+59411 2010 WN LOG ANG LOG172002 59312+59412 2010 WN LOG ANG LOG172003 59313+59413 2010 WN LOG ANG LOG172004 59314+59414 2010 WN LOG ANG LOG172005 59315+59415 2010 WN LOG ANG LOG172006 59316+59416 2010 WN LOG ANG LOG172007 59317+59417 2010 WN LOG ANG LOG172008 59318+59418 2010 WN LOG ANG LOG

Class 172/1- 2-carNumber Formation Year 2015 2015 Owner 2015 DMS+DMS Introduced Depot Livery Operator172101 59111+59211 2011 AL CRW ANG CRW172102 59112+59212 2011 AL CRW ANG CRW172103 59113+59213 2011 AL CRW ANG CRW172104 59114+59214 2011 AL CRW ANG CRW

Class 172/2- 2-carNumber Formation Year 2015 2015 Owner 2015 DMS+DMS Introduced Depot Livery Operator172211 50211+79211 2011 TS LMI PTR LMI172212 50212+79212 2011 TS LMI PTR LMI172213 50213+79213 2011 TS LMI PTR LMI172214 50214+79214 2011 TS LMI PTR LMI172215 50215+79215 2011 TS LMI PTR LMI172216 50216+79216 2011 TS LMI PTR LMI172217 50217+79217 2011 TS LMI PTR LMI172218 50218+79218 2011 TS LMI PTR LMI172219 50219+59219 2011 TS LMI PTR LMI172220 50220+79220 2011 TS LMI PTR LMI172221 50221+79221 2011 TS LMI PTR LMI172222 50222+79222 2011 TS LMI PTR LMI

Class 172/2- 3-carNumber Formation Year 2015 2015 Owner 2015 DMSO+MS+DMSO Introduced Depot Livery Operator172331 50331+56331+79331 2011 TS LMI PTR LMI172332 50332+56332+79332 2011 TS LMI PTR LMI172333 50333+56333+79333 2011 TS LMI PTR LMI172334 50334+56334+79334 2011 TS LMI PTR LMI172335 50335+56335+79335 2011 TS LMI PTR LMI172336 50336+56336+79336 2011 TS LMI PTR LMI172337 50337+56337+79337 2011 TS LMI PTR LMI172338 50338+56338+79338 2011 TS LMI PTR LMI172339 50339+56339+79339 2011 TS LMI PTR LMI172340 50340+56340+79340 2011 TS LMI PTR LMI172341 50341+56341+79341 2011 TS LMI PTR LMI172342 50342+56342+79342 2011 TS LMI PTR LMI172343 50343+56343+79343 2011 TS LMI PTR LMI172344 50344+56344+79344 2011 TS LMI PTR LMI172345 50345+56345+79345 2011 TS LMI PTR LMI

Key: AL - Aylesbury, ANG - Angel Trains Leasing, CRW - Chiltern Railways, LMI - London Midland, LOG - London Overground, PTR - Porterbrook Leasing, TS - Tyseley, WN - Willesden.

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Above: The Chiltern Railways Class 172 sets are restricted on which routes they can operate, as they are not fitted with bogie mounted 'trip-cock' apparatus, meaning they are unable to work over the section from south of Harrow-on-the Hill to just north of Amersham, which is controlled by LUL with their signalling system. On 4 June 2015, set No. 172102 departs from Marylebone with a Class 165 attached to the rear forming the 17.15 service to Kidderminster. Antony Christie

Below: With the village of Kings Sutton in the background, Class 172 No. 172101 heads north on 30 April 2013 forming the 15.18 Marylebone to Stratford-upon-Avon service. The Chiltern '172' have 2+2 low-density seating, with each set seating 145 standard class passengers. Lindsay Atkinson

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Class 175 ‘Coradia 1000’

Above: The Alstom produced publicity brochure for the Coradia 1000 First North Western product range, showing a slight variation to the applied livery. CJM-C

Left: For most of 1999-2000 the main erecting shop at Alstom, Washwood Heath was full of Class 175 and 180 bodyshells, delivered in part painted condition from Alstom factories in mainland Europe. It is understood that a number of issues surround the quality of these structures. On 15 July 1999, one of the vehicles for set No. 175007 is supported on works stands during the fi tting out process. CJM

Above: The Alstom produced publicity brochure

In the immediate period of post privatisation of UK railways in the mid-1990s, a number of operators were required

by franchise commitment to modernise their railway, and order new rolling stock. All of the principal rolling stock builders put together detailed plans of possible designs and touted their products to the newly formed rolling stock lease companies who in turn would supply the train operators. First Group, who operated both the North Western and Great Western franchises opted to enter a commercial deal through Angel Trains Leasing for an Alstom product for their DMU needs. The train offered was part of the ‘Coradia 1000’ family and was offered in a number of different configurations and body styles. The First North Western operation placed an order valued at £78million in September 1997, at the time this consisted of 11 two-car sets and seven three-car sets with a top speed of 100mph (161km/h) and nine streamlined three-car sets with a top speed of 125mph (201km/h). Soon after the order was placed it was amended to 11 two-car and 16 three-car sets all with a top speed of 100mph (161km/h). These were given the classification of 175 and the number ranges 175001-011 for the two-car sets and 175101-116 for the three-car sets. The fulfilment of this order would allow the remaining first generation DMUs and loco-hauled stock to be withdrawn. The design was based on 75ft (23m) vehicles with a single sliding plug passenger door at each end, feeding a transverse corridor into the passenger saloons. These were set out in the low-density style using a mix of airline and group seats in the 2+2 configuration, all seating was for standard class occupancy. Toilets were provided in each vehicle. A full width driving cab was provided, with the driver occupying the left side. Controls were based on the single power/brake controller style operated by the drivers left hand. No provision was made for end corridors, and body structures were formed of

steel with a glass reinforced plastic front end covering. The ‘175’ used one underfloor mounted Cummins N14 engine of 450hp (335kW) under each vehicle driving a Voith T211 transmission and ZF final drive. End couplings were of the fully automatic Scharfenberg type, while between coaches a bar system was used. Each two car set had seating for 118, while the three-car variant seated 186. Construction of the stock was carried out at Alstoms plant (the former Metro-Cammell Works) in Washwood Heath, Birmingham, with body structures sourced from Alstoms mainland Europe factories. Fitting out commenced in early 1999 with the first complete set, No. 175101 rolling off the production line for an official launch on 15 July 1999, before passenger introduction from 20 June 2000. Between assembly and introduction some early testing was carried out on the Severn Valley Railway and the Old Dalby test track. The sets were originally painted in First group ‘swirl’ or ‘Barbie’ livery, with the First name and logo on the cab side doors and the North Western name in the mid-body position. Sets were allocated to a new shed complex constructed at Chester, roughly mid-position in their intended operating range on the North Wales Coast, Blackpool and northwards to Cumbria and as far south as Birmingham and eastwards to Manchester. The facility was operated by Alstom being purpose built for the Class 175s. With re-mapping of the various franchises in 2003, saw the Class 175s and the routes on which they operated transferred to Wales and Borders, subsequently Arriva Trains Wales. For a short time during the franchise transition period, 11 sets were sub-leased to First North Western, later TransPennine Express until December 2006, after which all sets were operated by Arriva Trains Wales. Under the 2003 franchise changes the sets expanded their operating range to work the north-south Wales corridor, linking Holyhead

with Cardiff. As time progressed, Arriva Trains Wales turquoise and cream livery was applied. Today, with part of the Arriva Trains Wales system equipped with the European Train Control System (ETCS), the ‘175s’ are unable to operate over all routes, as to date no Class 175s have been so modified. n

Name Fact FileSome Class 175 sets have carried names at various times since introduction

175003 - Eisteddfod Genedlaethol Cymru175004 - Mencap - Pengwern College175006 - Brondyffryn Trust175008 - Valhalla Blackpool Pleasure Beach175103 - Mum175107 - Coronation St. Rovers Return175111 - Brief Encounter175112 - South Lakes Wild Animal Park - Sumatran Tiger175114 - Manchester 2002 - Commonwealth Cruiser175116 - Peter V. L. Jones, Community Rail Officer Conwy Valley Line

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Above: One of the coaches for set No. 175010 awaits fitting out in the main assembly hall at Washwood Heath in July 1999. The shells arrived in the UK pre-glazed and in base blue. This shell awaits all internal fittings, cab equipment and underframe modules. The Dellner coupling has been installed as have the anti-climber bars on the cab end. CJM

Right: To maintain the Class 175 fleet in service Alstom took over and rebuilt the depot facilities at Chester, which became the home for the fleet when introduced and is still their home base today. Painted in full First North western colours, set No. 175001, with white front running numbers stands inside the lifting shop at Chester depot on 4 February 2000. CJM

Below: All Class 175 vehicles have a toilet compartment. This view shows the disabled access facility, with a sensible easy to use layout, a manual soap dispenser and fold down vanity table. CJM

Sub class: 175/0 175/1Number range: 175001-175011 175101-175116Introduced: 1999-2001 1999-2001Built by: Alstom, Birmingham Alstom, BirminghamFormation: DMSL(A)+DMSL(B) DMSL(A)+MSL+DMSL(B)Vehicle numbers: DMSL(A) - 50701-50711 DMSL(A) - 50751-50766 DMSL(B) - 79701-79711 MSL - 56751-56766 DMSL(B) - 79751-79766Vehicle length: 75ft 7in (23.03m) DMSL - 75ft 7in (23.03m) MSL - 75ft 5in (22.98m)Height: 12ft 4in (3.75m) 12ft 4in (3.75m)Width: 9ft 2in (2.79m) 9ft 2in (2.79m)Seating: Total - 118S Total - 186S DMSL(A) - 54S DMSL(A) - 54S DMSL(B) - 64S MSL - 68S DMSL(B) - 64S Internal layout: 2+2 2+2Gangway: Within set Within set Toilets: DMSL(A), DMSL(B) - 1 DMSL(A), MSL, DMSL(B) - 1Weight: Total - 99.5 tonnes Total - 147.7 tonnes DMSL(A) - 48.8 tonnes DMSL(A) - 50.7 tonnes DMSL(B) - 50.7 tonnes MSL - 47.5 tonnes DMSL(B) - 49.5 tonnesBrake type: Air AirBogie type: Alstom FBO Alstom FBO LTB-MBS1, TB-MB1, MBS1-LTB LTB-MBS1, TB-MB1, MBS1-LTBPower unit: One Cummins N14 of One Cummins N14 of 450hp (335kW) per car 450hp (335kW) per carTransmission: Hydraulic HydraulicTransmission type: Voith T211rzze to ZF final drive Voith T211rzze to ZF final driveHorsepower (total): 900hp (670kW) 1,350hp (1,005kW)Max speed: 100mph (161km/h) 100mph (161km/h)Coupling type: Outer - Scharfenberg, Inner - Bar Outer - Scharfenberg, Inner - BarMultiple restriction: Within type and Class 180 Within type and Class 180Door type: Single-leaf sliding plug Single-leaf sliding plugSpecial features: Air conditioned Air conditionedBody structure: Steel Steel

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Above: Class 175 driving cab. 1: Diagnostic screen, 2: Clipboard light, 3: Indicator dimmer, 4: Safety system isolated warning light, 5: Parking brake on indicator, 6: Other control indicator, 7: Cab buzzer, 8: Master key socket, 9: Master switch, 10: Combined power and brake controller, 11: Emergency brake plunger, 12: Engine start/stop buttons, 13: Vehicle overspeed light, 14: Left door release buttons, 15: Door close and lock button, 16: Door interlock light, 17: Obstacle close and lock, 18: Signal bell, 19: Main reservoir and brake cylinder gauge, 20: Speedometer, 21: Drivers reminder appliance, 22: AWS reset button, 23: Speed pre-set, 24: Couple button, 25: Uncouple button, 26: Drivers safety device and vigilance pedal, 27: Cab radio, 28: Communications panel, 29: Pass comm override warning light, 30: Pass comm override button, 31: Cab-cab and communication handsets, 32: AWS buzzer, 33: AWS sunflower indicator, 34: Door release right side, 35: Door close and lock button, 36: Obstacle close and lock, 37: Cab light switch, 38: Horn valve, 39: Door interlock light, 40: Signal bell, 41: Cab air temperature, 42: Cab air control, 43: Cab fan speed, 44: Windscreen wiper control, 45: Windscreen washer, 46: Windscreen demist switch. CJM

Left Middle & Left Bottom: The Class 175 interior is based on the 2+2 low-density style with predominately airline style seating, some seats are grouped around tables. Although 'refreshed' the same basic seating is still installed today as when the sets were delivered. The middle view shows the 'as delivered' style with mauve and blue moquette, with small elliptical tables. The bottom view shows the refreshed Arriva Trains Wales moquette with full size tables. Both: CJM

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Right Top: When introduced the Class 175s were used on the North Wales Coast route to Manchester and the Midlands, replacing older DMU classes and some loco-hauled formations. On 5 March 2001, three-car set No. 175106 arrives at Wolverhampton with the 11.28 Bangor to Birmingham New Street. CJM

Right Middle: Two-car Class 175/0 set No. 175009 departs from Crewe on 23 March 2001 after reversing direction with a Chester to Manchester Airport through service. A two-car Class 175 could accommodate 118 seated passengers, whereas a three-car set could seat 186. No first class provision was made on any of the Class 175s. CJM

Below: A small number of Class 175s have been named over the years. These have been to various designs and applied in stick-on or transfer form. Originally just letters were applied to the white body-band, but later some more adventurous 'plates', shaped to look more like a proper nameplate with outline pictures were applied. The basic plate Valhalla (named after a ride at Blackpool Pleasure Beach), as applied to set No. 175008 is shown together with the more elaborate names Brief Encounter and Brondyffryn Trust as applied to set Nos. 175111 and 175006. All: CJM

Bottom: In immaculate condition just after delivery from Alstom Washwood Heath to Chester depot, set No. 175005 displays the full First North Western livery on 4 February 2000. CJM

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Above: It was announced in 2000 that the First North Western franchise would cease to exist with parts transferred to Northern Rail, Wales & Borders and TransPennine. The Class 175s were transferred to Wales and Borders, which later became Arriva Trains Wales. Carrying unbranded FNW livery, set No. 175108 approaches Rhyl on 29 July 2004 with a Holyhead to Crewe working. CJM

Left: Carrying Arriva Trains Wales branded First livery, three-car set No. 175107 stops at Newport (Gwent) on 29 June 2007 forming the 07.28 Manchester Piccadilly to Carmarthen. CJM

Below: Before the current Arriva Trains Wales livery was finalised, several versions were tried, this one with fading colours being particularly attractive. No. 175110 departs from Crewe on 23 March 2009 with the 13.30 Manchester Piccadilly to Carmarthen. John Stretton

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Top: Carrying the adopted Arriva Trains Wales livery, based on the livery used on Arriva buses, two-car set No. 175002 awaits departure from Newport (Gwent) on 24 July 2013 with the 07.30 Manchester Piccadilly to Carmarthen service. CJM

Above: It is attempted to roster the three-car Class 175s to the longer-distance and the more busy services, but frequently the two and three car sets seem to operate as a common pool. On 31 July 2013, set No. 175109 awaits time at Hereford forming train 1W19, the 08.04 Fishguard Harbour to Manchester Piccadilly. CJM

Below: The 16 Class 175 Motor Standard Lavatory (MSL) coaches are almost identical to the intermediate vehicles of the Class 180s, except that these have top speed of 100mph (161km/h) while the '180' stock has a top speed of 125mph (201km/h). Vehicle No. 56759 from set No. 175109 is illustrated. CJM

Class 175 Fleet ListClass 175/0- 2-carNumber Formation Year 2015 2015 Owner 2015 DMSL+DMSL Introduced Depot Livery Operator175001 50701+79701 1999 CH ATW ANG ATW175002 50702+79702 1999 CH ATW ANG ATW175003 50703+79703 1999 CH ATW ANG ATW175004 50704+79704 1999 CH ATW ANG ATW175005 50705+79705 1999 CH ATW ANG ATW175006 50706+79706 2000 CH ATW ANG ATW175007 50707+79707 2000 CH ATW ANG ATW175008 50708+79708 2000 CH ATW ANG ATW175009 50709+79709 2000 CH ATW ANG ATW175010 50710+79710 2000 CH ATW ANG ATW175011 50711+79711 2000 CH ATW ANG ATW

Class 175/2- 3-carNumber Formation Year 2015 2015 Owner 2015 DMSL+MS+DMSL Introduced Depot Livery Operator175101 50751+56751+79751 1999 CH ATW ANG ATW175102 50752+56752+79752 2000 CH ATW ANG ATW175103 50753+56753+79753 2000 CH ATW ANG ATW175104 50754+56754+79754 2000 CH ATW ANG ATW175105 50755+56755+79755 2000 CH ATW ANG ATW175106 50756+56756+79756 2000 CH ATW ANG ATW175107 50757+56757+79757 2000 CH ATW ANG ATW175108 50758+56758+79758 2000 CH ATW ANG ATW175109 50759+56759+79759 2000 CH ATW ANG ATW175110 50760+56760+79760 2000 CH ATW ANG ATW175111 50761+56761+79761 2000 CH ATW ANG ATW175112 50762+56762+79762 2000 CH ATW ANG ATW175113 50763+56763+79763 2000 CH ATW ANG ATW175114 50764+56764+79764 2000 CH ATW ANG ATW175115 50765+56765+79765 2000 CH ATW ANG ATW175116 50766+56766+79766 2000 CH ATW ANG ATW

Key: CH - Chester, ATW - Arriva Trains Wales, ANG - Angel Trains Leasing

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Class 180 ‘Coradia 1000’

Above: The stylized 'Adelante' name, Spanish for 'ahead or forward', as adopted by First Group. Darren Ford

Left: The body shells for the 14 Class 180s were fabricated in steel by Alstom in Spain and shipped to the Washwood Heath plant in Birmingham pre-painted. The fifth driving car to arrive for set No. 180103 is seen in the main erecting shop on 8 June 2000 soon after its glass reinforced plastic front end had been installed and just before underframe rafts were fitted. In the background a Class 390 Pendolino vehicle can be seen under assembly. CJM

Right Bottom: The official rollout of the first Class 180 to the media was on 10 August 2000, probably well before it should have actually taken place, as by that time no safety case had been issued and the set had to be propelled into the station, using an emergency coupling adaptor between the '180' and a Class 47. The train was stopped well short in the platform in the hope people would not see! CJM


Concurrent with the First Group order for ‘Coradia 1000’ units for its North West franchise, the company placed

a further order through Angel Trains for 14 five-car express High Speed DMUs with streamlined cab ends classified as 180 and given the trading name of Adelante. This order, was to assist with the HST fleet on semi-fast Paddington to Bristol, Cardiff, Oxford and Cotswold line services and to allow a long held aspiration of introducing a half hourly service between London and Cardiff. The 14 sets, given the numeric identity of Class 180 and identity 180101-180114 cost £74.5 million and were funded by Wiltshire Leasing, a subsidiary of First Group. In keeping with the Class 175 build, the body shells were produced at the Alstom plant in Spain and delivered by road to the Alstom factory in Washwood Heath, Birmingham for fitting out. The most complex part of this build was the assembly of the pre-formed glass fibre streamlined front end, which was attached to the steel body assembly after arrival in the UK. Passenger accommodation in four vehicles, (two driving cars and two intermediates) was set out for standard class occupancy in the 2+2 open layout, using a mix of airline and group seats. One of the intermediate vehicles (coupled behind a driving car) was set out for first class travel, using 2+1 seating, with a mix of airline and group. Toilets were provided in each vehicle with a small buffet in one intermediate motor standard. A small drink and food preparation area was also located at one end of the first class coach. Passenger access was by one single leaf sliding plug door at either end of each coach, feeding a transverse walkway, entry to passenger saloons was by bi-parting local operated sliding doors. Traction power was provided by one Cummins QSK19 engine below each vehicle, rated at 750hp (560kW) driving a Voith T312br hydraulic transmission. The top speed of sets was 125mph (201km/h) and full GW route Automatic Train Protection (ATP) was installed. Delivered in April 2000, the sets were a major headache for the owners and operators with numerous problems preventing them

from entering service. The national and transport media together with stakeholders were first shown a set in a high-profile roll-out at London Paddington on 10 August 2000 when set No. 180101 was propelled into platform one by Class 47 No. 47815. At the time the sets were not allowed to operate under their own power. The first time a Class 180 operated a passenger train was on 25 July 2001, when set No. 180103 formed a media special from Bristol St Philips Marsh depot to Bristol Temple Meads station. However the sets did not go into passenger service fully until December 2001 operating on Paddington to Cardiff, Bristol, Oxford and Worcester routes. By 2004 Exeter and Plymouth was added to the operating area, but serious problems were still apparent and with the revised First Great Western franchise from April 2006 it was announced that the sets would be phased out of service at the earliest opportunity and replaced by additional HST sets, displaced by other operators. Problems experienced included power units, transmissions, equipment fires and even parts of the bodywork falling off. The sets continued operating in reduced numbers until mid-2008 when all were taken out of traffic and stored at Alstom, Oxley by 30 March 2009 pending owners Angel Trains finding another customer. After being in store for a short period new operators emerged. Hull Trains took over two sets to replace a damaged Class 222 and in 2008 the Department for Transport decided that the Hull Trains Class 222s should be transferred to East Midlands Trains and that four Class 180s should be deployed on First Hull services, with sets 180109/110/111/113 transferred. All were refurbished into the latest First ‘dynamic lines’ colours and maintained alongside the FGW fleet at Old Oak Common. Open Access operator Grand Central commenced operating Class 180s in 2009 when two sets were leased to operate a Sunderland-London King’s Cross service. The following year three further sets were taken over. All were fully refurbished and emerged in black and orange livery. Based at Newcastle Heaton depot the sets can

be found operating on the North East and Yorkshire services to and from London via the East Coast. The Grand Central sets are Nos. 180101/105/107/112/114. It is planned that following the electrification of the Great Western main line, the FGW Class 180s will be transferred to Grand Central, allowing them to withdraw their HST fleet. In July 2012 First Great Western announced that to release Class 165 and 166s sets to strengthen suburban services, they would re-lease the remaining five Class 180s (Nos. 180102/103/104/106/108), refurbish them and place them into service on the Paddington to Worcester route. These five sets were originally destined for use on the East Coast, but when this fell through the sets became available to FGW. In October 2008 three Class 180s were transferred to Northern Rail, entering service in December on the Hazel Grove-Manchester Victoria-Preston-Blackpool route, working until the end of 2012, these sets were obtained on a sub-lease from East Coast. An interesting twist to the Class 180 story came in 2008 when Virgin Trains entered into a deal to hire two sets as ‘standby’ trains on the West Coast following the loss of a Class 390 at Grayrigg, however although the sets went to Virgin on paper they never turned a wheel and were returned to Angel Trains soon after. A company trading as Platinum Trains emerged in 2009 and had plans to hire a pair of Class 180s to operate a daytime service between London and Aberdeen, when pathing was refused the plan was dropped. n

Name Fact File180105 - The Yorkshire Artist Ashley Jackson180107 - Hart of the North180112 - James Herriot

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Above: The first vehicles of the Class 180 built arrived at the Washwood Heath factory in summer 1999 for a very protracted assembly period. Recorded on 15 July 1999 the GRP cab end is seen being offered up for the first time onto the first driving car. In the background various Class 175 vehicles can be seen. CJM

Below: A trumpeter heralds the arrival of the first Class 180 into London Paddington for a high profile media event on 10 August 2000, when set No. 180101 was propelled into platform 1 at Paddington. For this event a temporary number was applied to the yellow front. CJM

Number range: 180101-180114Introduced: 2000-2001Built by: Alstom, BirminghamFormation: DMSL(A)+MFL+MSL+MSLRB+DMSL(B)Vehicle numbers: DMSL(A) - 50901-50914 MFL - 54901-54914 MSL - 55901-55914 MSLRB - 56901-56914 DMSL(B) - 59901-59914Vehicle length: DMSL(A), DMSL(B) - 77ft 7in (23.71m) MFL, MSL, MSLRB - 75ft 5in (23.03m)Height: 12ft 4in (3.75m)Width: 9ft 2in (2.79m)Seating: Total - 42F/226S DMSL(A) - 46S MFL - 42F MSL - 68S MSLRB - 56S DMSL(B) - 56S Internal layout: 2+1F, 2+2SGangway: Within set Toilets: DMSL(A), MFL, MSL, MSLRB, DMSL(B) - 1Weight: Total - 252.5 tonnes DMSL(A) - 51.7 tonnes MFL - 49.6 tonnes MSL - 49.5 tonnes MSLRB - 50.3 tonnes DMSL(B) - 51.4 tonnesBrake type: AirBogie type: Alstom MB2Power unit: One Cummins QSK19 of 750hp (560kW) per carTransmission: HydraulicTransmission type: Voith T312br to ZF final driveHorsepower (total): 3,750hp (2,800kW)Max speed: 125mph (201km/h)Coupling type: Outer - Scharfenberg, Inner - BarMultiple restriction: Within type and Class 175Door type: Single-leaf swing plugBody structure: SteelSpecial features: Air conditionedOwner: Angel TrainsOperator: Great Western Railway, First Hull Trains, Grand Central Railway

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Above: Class 180 driving cab. 1: Diagnostic screen, 2: Marker light on, 3: Night headlight on, 4: Day headlight on, 5: Tail light 'A' on, 6: Tail light 'B' on. 7: Hazard warning light button, 8: Head/marker light switch, 9: Safety system isolated light, 10: Parking brake on light, 11: Other control on light, 12: Cab buzzer, 13: Engine start button, 14: Engine stop button, 15: Emergency brake plunger, 16: Master switch, 17: Master key, 18: Combined power and brake controller, 19: Vehicle overspeed warning, 20: Cab vent, 21: Left door release buttons, 22: Door close and lock button, 23: Door interlock light, 24: Obstacle close and lock, 25: Signal bell, 26: Main reservoir and brake cylinder gauge, 27: Coupler door open, 28: Coupler door close, 29: Speedometer, 30 Automatic Train Protection (ATP) panel, 31: Drivers reminder appliance, 32: Speed set switch, 33: AWS reset button, 34: Couple button, 35: Selective door control, 36: Couple button, 37: Cab radio, 38: Communications panel, 39: Passenger communication override light, 40: Passenger communication override button, 41: Speaker, 42: Drivers safety and vigilance pedal, 43: Telephone handsets, 44: Warning horn, 45: Right side door release buttons, 46: Door close and lock button, 47: Obstacle close and lock, 48: Cab light switch, 49: Door interlock light, 50: Signal bell, 51: Cab air temperature, 52: Cab heat control, 53: Cab fan speed, 54: Windscreen wiper control, 55: Windscreen demist, 56: Windscreen washer switch. 57: AWS sounder, 58: AWS 'sunflower' indicator. Cab shown from set No. 180103. CJM

Left Middle: External detail of Motor Standard Lavatory Refreshment Buffet (MSLRB) No. 56901 from set No. 180101. CJM

Left Bottom: External detail of Motor First Lavatory (MFL) No. 54901 from set No. 180101. CJM


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Modern Locomotives Illustrated : Issue 216 67Modern Locomotives Illustrated : Issue 216

Above: The body style of the Class 180 fl eet was very impressive, especially when seen travelling at speed and providing the end coupling door covers were intact. Complete with small stick on running numbers 180101, the pioneer of the fl eet arrives at Paddington for its offi cial launch on 10 August 2000, little did anyone know then how many months it would be before the class entered daily timetabled service. CJM

Right Middle: First Great Western attempted to put the disappointment of the delayed introduction of the '180s' on the back burner by holding several media events which included a class member. During the roll-out of the new FGW swirl livery on an HST power car at Bristol St Philips Marsh on 25 July 2001, set No. 180103 was used to transport guests back to Bristol Temple Meads and was thus the fi rst Class 180 formed passenger train. CJM

Right Bottom: First Class interior showing the 2+1 low-density seating with leather seat covering and folding arm rests. CJM

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Above: When finally introduced the 14 Class 180s, based at London Old Oak Common operated on the Paddington to Bristol and Cardiff routes, where performance was good and the trains were well accepted by the travelling public. The staff, especially the drivers were not so impressed. It was very rare to find a Class 180 stray off its booked route as train crew knowledge was limited to the core London -Bristol/Cardiff depots. However, on 22 May 2004, following major disruption to services a morning Paddington to Paignton service was formed of set No. 180113 throughout, making this the first 180 west of Exeter St Davids. The return 14.46 Paignton to Paddington is seen approaching Newton Abbot at Aller. This was the only ever recorded working of a '180' over the Paignton branch. CJM

Below: In the peak time for Class 180s to be found working on the Great Western main line, set No. 180107 is seen forming a Hereford to London Paddington service approaching Didcot and passing the now demolished Didcot Power station on 23 April 2004. On the right, EWS Class 66/0 No. 66214 awaits the signal with an empty high-capacity coal train from Didcot power station to South Wales. www.dieselimagegallery.com / Stan Withers

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Top & Above: Following the 2008/09 demise of the Class 180s on FGW services. In December 2008, Northern took on the lease of three sets for use on the Hazel Grove-Manchester Victoria-Preston-Blackpool route, working until the end of 2012. In the top view, set No. 180103 passes Kirkham & Wesham on 26 January 2009 with a Blackpool North bound train. The view above, set No. 180106 is seen crossing Stockport viaduct. The three Northern sets were re-liveried with mauve replacing the pink and gold body bands. Both: John Binch

Right: After First Hull Trains took over four off-lease Class 180s to replace the Class 222s on London-Hull services it was non uncommon to find other sets working the route while overhauls took place. One of the sets now back on FGW No. 180102 is seen departing from Hull on 26 February 2012 with a King's Cross service in unbranded First swirl colours. Once overhauls were complete the sets remained route captive. John Binch

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Above: The overhaul work on the four Hull Trains Class 180s, Nos. 180109/110/111/113, saw First swirl livery applied to an all blue body with pink passenger doors. To reduce problems with the opening coupling door, these were removed and the Dellner locked in the extended position. On 22 April 2014, No. 180111 arrives at Selby with the 15.10 Hull to King's Cross CJM

Left: Set No. 180113 approaches Doncaster on 1 June 2009 with a service bound for Hull. Darren Ford

Below: The four Hull Trains Class 180s are officially based at the First Great Western depot at Old Oak Common, having to work from King's Cross to Old Oak via the North London Line. On 26 September 2013, No. 180109 pass Harringay with the 08.25 Hull to King's Cross. CJM

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Above & Left: In July 2012 FGW re-leased Nos. 180102/103/ 104/106/108 for use on the Cotswold line. The sets were 'refreshed' and painted in dynamic lines livery. Set No. 180106 departs from Oxford on 29 May 2014 with the 09.21 Paddington to Worcester Foregate Street. The left insert shows how the FGW dynamic lines colours have been applied to the intermediate vehicles. Both: CJM

Below: With its Dellner coupling fixed in the extended position and the original doors removed, set No. 180108 passes through the Thames Valley between Didcot and Reading on 4 November 2013 with the 09.54 Great Malvern to Paddington, which crosses from the relief to the main lines at Didcot to enable 125mph (201km/h) running towards London. Nathan Williamson

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Above: Probably the most surprising development with the Class 180s, was the take over of five sets Nos. 180101/105/107/112/114, progressively from 2009 by Grand Central Railway. The sets were refurbished with revised interiors and painted in a stunning black and orange livery. On 22 September 2009 set No. 180112 passes Claypole with the 16.50 King's Cross to Sunderland. Lindsay Atkinson

Left: The Grand Central Class 180s have the doors on first class vehicles painted in gold, while the standard class cars have silver doors. Each vehicle carries the Grand Central 'wings' logo adjacent to each passenger plug door. Car No. 54905 is illustrated. CJM

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Class 180 Fleet ListNumber Formation Year 2015 2015 Owner 2015 DMSL(A)+MFL+MSL+MSLRB+DMSL(B) Introduced Depot Livery Operator180101 50901+54901+55901+56901+59901 2000 HT GTO ANG GTL180102 50902+54902+55902+56902+59902 2000 OO FGW ANG GWR180103 50903+54903+55903+56903+59903 2000 OO FGW ANG FGW180104 50904+54904+55904+56904+59904 2000 OO FGW ANG GWR180105 50905+54905+55905+56905+59905 2000 HT GTO ANG GTL180106 50906+54906+55906+56906+59906 2001 OO FGW ANG GWR180107 50907+54907+55907+56907+59907 2001 HT GTO ANG GTL180108 50908+54908+55908+56908+59908 2001 OO FGW ANG GWR180109 50909+54909+55909+56909+59909 2001 OO/XW FHT ANG FHT180110 50910+54910+55910+56910+59910 2001 OO/XW FHT ANG FHT180111 50911+54911+55911+56911+59911 2001 OO/XW FHT ANG FHT180112 50912+54912+55912+56912+59912 2001 HT GTO ANG GTL180113 50913+54913+55913+56913+59913 2001 OO/XW FHT ANG FHT180114 50914+54914+55914+56914+59914 2001 HT GTO ANG GTL

Above: Sporting some slight front valance damage, set No. 180105 passes Knottingley West Junction and joins the route to Bradford on 22 April 2014 with the 10.48 London King's Cross to Bradford. CJM

Left: On 26 September 2013, Grand Central set No. 180112 hurries north through Harringay on the East Coast Main Line with train, 1D71, the 10.48 London King's Cross to Bradford Interchange. CJM

Above: The five Grand Central Class 180s are based at Heaton depot in Newcastle and can be found operating on the GC services from Sunderland and Bradford to London King's Cross, operating at speeds of up to 125mph (201km/h) on the East Coast Main Line. In the future it is planned to transfer the existing Great Western sets to Grand Central, allowing GC to withdraw their existing HST stock. On 23 April 2014, No. 180107 departs from Doncaster with the 07.52 Bradford Interchange to King's Cross. CJM

Key: ANG - Angel Trains, HT - Heaton, OO - Old Oak Common, XW - Crofton, GTO - Grand Central black/orange, FGW - First Great Western, GWR - Great Western Railway, FHT - First Hull Trains, GTL - Grand Central.

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Class 185 ‘Desiro’

Above: The First TransPennine customer brochure handed out to passengers using the route in the days leading up to '185' introduction. CJM-C

Left Upper: On 24 November 2005 the transport press were invited to inspect and travel on a Class 185 for First TransPennine on the Siemens test track at Wildenrath, Germany and travel on the UK train operating over DB tracks. The set used for the demonstration was No. 185103 and is seen being put through its paces on the large ring of the Wildenrath test track. This was the fi rst set to be adorned in the First 'swirl' livery, the fi rst two sets were painted just in blue base colours. Richard Tuplin

Left Below: As part of the press preview of the Class 185 in Germany on 24 November 2005, an event sponsored jointly by Siemens and First Group, set No. 185103 was used on the German main line, taking participants from the test track to Monchengladbach Rheydt station. Here, the British train was posed alongside a German DB Siemens-built Class 425 No. 425 595-6 on a service bound for Koblenz. Richard Tuplin

Above: The First TransPennine customer brochure

By the early years of the 21st century Siemens had made an impressive mark in the UK rail industry, with its

high-quality ‘Desiro’ product range, supplied in both ac and dc electric forms to several operators. The company also offered the same basic modular product in an underfloor diesel powered version. Following the formation of the First TransPennine Express franchise, owned by First and Keolis, the operator was required to seek and procure new 100mph (161km/h) trains for use on the North East to Manchester via the Pennine corridor, as well as in the North West to such locations as Blackpool and the Cumbrian Coast. Some quite strict restrictions were placed on the new train design, they had to be of a ‘like type/design’ to the existing Class 180/220 designs, but have door openings at the one and two third positions, a top speed of 100mph (161km/h), have full disabled persons access, luggage and cycle stowage, CCTV, an interior passenger information system and facilities for first class travel. Various products were examined, including the ever-popular Bombardier ‘Turbostar’, but the winner of a competitive tender process was Siemens, who were contracted to supply 56 three-car non-gangwayed sets at a cost of £260million, in a contract issued in September 2003. Funding for the project came from HSBC Rail. During the early course of the contractual deal being signed off, the Strategic Rail Authority reduced the fleet size requirement from 56 to 51 sets.

Built at the Siemens factory in Uerdingen, Krefeld, Germany and tested on the Wildenrath test track, the first set arrived in December 2005. The sets provide a low-density 2+2 interior for standard class and a 2+1 travelling environment for first class passengers. Toilets being provided in two of the three vehicles. Full air conditioning was installed. The sets are corridor fitted within each train, and provide accommodation for 15 first and 154 standard class passengers per three-car set. Traction is provided by an underslung Cummins OSK19 engine set to deliver 750hp (560kW) under each coach, driving a Voith T312bre hydraulic transmission to a Voith SK-485 final drive. The top speed of sets is 100mph (161km/h). The bogies are a derivative of the Siemens SF5000. Passenger accommodation is fed by two pairs of sliding plug doors on each side of each vehicle, a separate crew sliding door is provided in the cab section. Delivered to the UK via the Channel Tunnel in 2005-06 the units are allocated to purpose-built Siemens-operated depot at Ardwick, Manchester. Additional servicing facilities were built at York and existing facilities were upgraded at Cleethorpes to deal with fueling and the emptying of chemical toilets, the depots are operated by Siemens on a train life maintenance contract. The Class 185s entered service progressively from 14 March 2006 and were well accepted by both passengers and staff, the final sets entered

service in January 2007. On delivery to the UK, original trains were painted in First Group blue swirl or Barbie livery, later deliveries were delivered is base First blue onto which standard First Group ‘dynamic lines’ branding was applied at Ardwick depot. A major expansion to the Class 185 network occurred with the franchise changes of December 2007, when First TransPennine took over the Manchester Airport to Edinburgh/Glasgow service from Virgin Trains. The Class 185s were used on this until purpose-built Class 350 ‘Desiro’ electric sets were introduced in 2014. The Class 185s were designed for undulating routes and as a result have a higher installed power than would usually be required. This led to low fuel efficiency relative to other second generation DMU stock. In 2007 a joint project by Siemens and First Group began an ‘Eco-Mode’ project, to improve the efficiency of the fleet. This involved providing driver information giving route ‘advice’ hopefully providing more efficient driving, this included information on when it was possible to shut down one engine, allowing the train to continue and keep time on just two engines. In addition, it was authorized to carry out shunting operations using just one engine. An automatic engine shutdown system was also installed. The SRA claim these modifications caused a seven percent fuel saving. Also by shutting down power units the overall service life between exams could be increased by 15 percent. n

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Above: The first few Class 185s were delivered to the UK, by rail and via the Channel Tunnel, painted in full First Group 'Swirl' livery, later examples were in base blue onto which the new First Group branding was applied. In 'swirl' livery, set No. 185107 crosses Stainforth Junction during a test run to North Lincolnshire on 27 April 2006. www.dieselimagegallery.com / Stan Withers

Left: Class 185 front end equipment. 1: Cab air conditioning unit, 2: High level marker light, 3: Destination indicator, 4: Light cluster with one joint tail/marker light and a headlight, 5: Lamp bracket, 6: Anti-climber plate, 7: Air warning horns, 8: Dellner 12 coupling. Brian Morrison

Left Below: Class 185 Motor Standard Lavatory (MSL). These vehicles accommodate 72 passengers with one normal access toilet. CJM

Number range: 185101-185151Introduced: 2005-2007Built by: Siemens Transportation, GermanyFormation: DMCL+MSL+DMSVehicle numbers: DMCL - 51101-51151 MSL - 53101-53151 DMS - 54101-54151Vehicle length: DMCL, DMS - (77ft 11in) (23.76m) MSL - 77ft 10in (23.75m)Height: 12ft 4in (3.75m)Width: 9ft 3in (2.84m)Seating: Total - 15F/154S + 12 tip up DMCL - 15F/18S + 8 tip up MSL - 72S DMS - 64S + 4 tip upInternal layout: 2+2S, 2+1F Gangway: Within set Toilets: MSL - 1, DMCL - 1Weight: Total - 163.1 tonnes DMCL - 55.4 tonnes MSL - 52.7 tonnes DMS - 55 tonnesBrake type: AirBogie type: SiemensPower unit: One Cummins OSK19 of 750hp (560kW) per carTransmission: HydraulicTransmission type: Voith Turbopack T312 and SK-485 final driveHorsepower (total): 2,250hp (1,680kW)Max speed: 100mph (161km/h)Coupling type: Dellner 12Multiple restriction: Within class onlyDoor type: Bi-parting sliding plugBody structure: AluminiumSpecial features: Air conditioned, power points, CCTVOwner: EversholtOperator: First TransPennine

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Above: Class 185 diesel Desiro driving cab. 1: Left side door release buttons, 2: Door close button, 3: Signal bell, 4: TPWS panel, 5: Windscreen washer switch, 6: Windscreen washer control, 7: Screen demist switch, 8: Master key socket, 9: Master switch, 10: Joint power/brake controller, 11: Main reservoir and brake cylinder gauge, 12: Speedometer, 13: Brake performance gauge, 14: Emergency brake plunger, 15: Cab fan control, 16: Cab heat control, 17: Drivers reminder appliance, 18: Warning horn valve, 19: AWS sunflower indicator, 20: Right side door release buttons, 21: Doors locked light, 22: Door close button, 23: AWS buzzer, 24: AWS reset button, 25: Desk light dimmer switch, 26: Cab light switch, 27: Headlight switch, 28: Engine start/stop switch, 29: Tail light indicator, 30: Hazard warning light switch, 31: Uncouple button, 32: Low speed button, 33: Shut down, 34: Sanding control, 35: Passenger alarm light, 36: Saloon lighting control, 37: Safety system isolated light, 38: Low cooling water temperature, 39: Drivers safety/vigilance pedal, 40: Communications panel, 41: Telephone hand set, 42: Cab radio, 43: Train management system, 44: Pass Comm override foot button. Richard Tuplin

Left Middle: Seating for the Class 185s was provided by Grammer, with 2+2 seating in standard and 2+1 in first class. All passenger saloons were carpeted and an on-board passenger information system installed. Richard Tuplin

Left Below: Even though the Class 185s were put through their paces on the Wildenrath test track in Germany, a number of dynamic runs were performed in the UK to obtain full certification for passenger carrying. On 19 January 2006, set No. 185103, the set used on the media demonstration in Germany, is seen at York Station after working high speed test runs between York and Darlington over the ECML. Ron Cover

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Right: The body structure of the two driving cars on the '185s' are different. The DMC vehicles have no windows in the area directly behind the cab, where a disabled access toilet is located. The first class seating is in the middle of the vehicle and standard class at the inner end. With its DMC vehicle closest to the camera, set No. 185147 departs from Selby on 22 April 2014 with the 13.42 Manchester Piccadilly to Hull service. CJM

Below: The final member of the 51-strong fleet, set No. 185151 arrives at Doncaster on 23 April 2014 forming train 1B68, the 07.53 Manchester Airport to Cleethorpes. A three-car Class 185 has accommodation for 15 first and 154 standard class passengers. CJM

Soon after introduction, the Class 185s were given the First dynamic lines livery, with pink passenger doors. In perfect weather conditions on 24 October 2008, set No. 185123 passes Melton Ross with its DMS vehicle nearest the camera. Lindsay Atkinson

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Above: Until the introduction of 10 Siemens electric Desiro sets of Class 350 to operate Manchester to Edinburgh/Glasgow services, the Class 185s operated under the wires over both Shap and Beattock banks on a regular basis. Set No. 185117 forms the 18.14 Edinburgh Waverley to Manchester Airport on 4 June 2013 and is seen approaching Elvanfoot. www.dieselimagegallery.com / Jim Binnie

Left Middle: With its DMC vehicle leading, Class 185 No. 185147 crosses the River Clyde at Crawford on 15 April 2014 while working train 1S61, the 13.00 Manchester Airport to Glasgow Central. www.dieselimagegallery.com / Jim Binnie

Left Below: With the First TransPennine services operating predominately on an east-west corridor, the services form an excellent link between the West Coast, Midland Mainline and East Coast routes and are thus usually very well loaded. At times a three-car set has insufficient seats to cope with demand and at one time consideration was given to strengthening the sets to four vehicles. However, with long term proposed electrification of the entire route this was deferred. Announcements in mid-2015 putting this project on hold might see a rethink on accommodation levels on the TransPennine route. On 30 August 2006, set No. 185104 is seen near Gascoigne Wood bound for Manchester. Darren Ford

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Above: An area which always attracts photographic interest is around Barnetby, where a large number of passenger and freight trains can be seen, at present still operating under semaphore signals. On 23 April 2014, No. 185111 departs from Barnetby forming the 09.55 Manchester Airport to Cleethorpes service. CJM

Below: In 2008 Liverpool was awarded the status of European Capital of Culture and to mark this achievement FTPE branded Class 185 No. 185108 is a revised livery with pink 'blotches' on the bodyside and a detail inscription on each coach. From a distance it looked as if someone had thrown paint at the train. The set, with its additional embellishments is seen south of York on 23 May 2008. Richard Tuplin

Class 185 Fleet ListNumber Formation Year 2015 2015 Owner 2015 DMCL+MSL+DMS Introduced Depot Livery Operator185101 51101+53101+54101 2005 AK FTP EVL FTP185102 51102+53102+54102 2005 AK FTP EVL FTP185103 51103+53103+54103 2005 AK FTP EVL FTP185104 51104+53104+54104 2005 AK FTP EVL FTP185105 51105+53105+54105 2005 AK FTP EVL FTP185106 51106+53106+54106 2005 AK FTP EVL FTP185107 51107+53107+54107 2005 AK FTP EVL FTP185108 51108+53108+54108 2005 AK FTP EVL FTP185109 51109+53109+54109 2005 AK FTP EVL FTP185110 51110+53110+54110 2005 AK FTP EVL FTP185111 51111+53111+54111 2005 AK FTP EVL FTP185112 51112+53112+54112 2005 AK FTP EVL FTP185113 51113+53113+54113 2006 AK FTP EVL FTP185114 51114+53114+54114 2006 AK FTP EVL FTP185115 51115+53115+54115 2006 AK FTP EVL FTP185116 51116+53116+54116 2006 AK FTP EVL FTP185117 51117+53117+54117 2006 AK FTP EVL FTP185118 51118+53118+54118 2006 AK FTP EVL FTP185119 51119+53119+54119 2006 AK FTP EVL FTP185120 51120+53120+54120 2006 AK FTP EVL FTP185121 51121+53121+54121 2006 AK FTP EVL FTP185122 51122+53122+54122 2006 AK FTP EVL FTP185123 51123+53123+54123 2006 AK FTP EVL FTP185124 51124+53124+54124 2006 AK FTP EVL FTP185125 51125+53125+54125 2006 AK FTP EVL FTP185126 51126+53126+54126 2006 AK FTP EVL FTP185127 51127+53127+54127 2006 AK FTP EVL FTP185128 51128+53128+54128 2006 AK FTP EVL FTP185129 51129+53129+54129 2006 AK FTP EVL FTP185130 51130+53130+54130 2006 AK FTP EVL FTP185131 51131+53131+54131 2006 AK FTP EVL FTP185132 51132+53132+54132 2006 AK FTP EVL FTP185133 51133+53133+54133 2006 AK FTP EVL FTP185134 51134+53134+54134 2006 AK FTP EVL FTP185135 51135+53135+54135 2006 AK FTP EVL FTP185136 51136+53136+54136 2006 AK FTP EVL FTP185137 51137+53137+54137 2006 AK FTP EVL FTP185138 51138+53138+54138 2007 AK FTP EVL FTP185139 51139+53139+54139 2007 AK FTP EVL FTP185140 51140+53140+54140 2007 AK FTP EVL FTP185141 51141+53141+54141 2007 AK FTP EVL FTP185142 51142+53142+54142 2007 AK FTP EVL FTP185143 51143+53143+54143 2007 AK FTP EVL FTP185144 51144+53144+54144 2007 AK FTP EVL FTP185145 51145+53145+54145 2007 AK FTP EVL FTP185146 51146+53146+54146 2007 AK FTP EVL FTP185147 51147+53147+54147 2007 AK FTP EVL FTP185148 51148+53148+54148 2007 AK FTP EVL FTP185149 51149+53149+54149 2007 AK FTP EVL FTP185150 51150+53150+54150 2007 AK FTP EVL FTP185151 51151+53151+54151 2007 AK FTP EVL FTPKey: AK - Ardwick, FTP - First Trans Pennine, EVL - Eversholt Leasing.

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OR

TechniquesCovering the bare baseboards requires TechniquesCovering the bare baseboards requires Techniquesvegetation as well as structures. NIGEL BURKIN shows how easily it can be achieved on any layout using a variety of products and techniques.

GROUND COVER MODELLINGconsisting of grasses, bushes, scrub, weeds and flowering plants is the first of several layers of scenery that

starts bringing a layout to life. Covering plaster hard shell or carved foam terrain with vegetation is some of the most satisfying layout work you will ever do and some of the most forgiving too.

But it isn’t all about fresh green grasses and bushes. There is another side to ground cover and that is soil, earth, gravel and sand which may be exposed in dirt tracks, gravel roads, beaches along the course of rivers and where the plants have been eroded away. In fact almost anything you apply to the surface of your terrain could be called ‘ground cover’, including water, rail ballast, rocks, paved roads, garden modelling, trees and snow.

Before reaching for packets of turf and a bottle of scenery glue, take a look at some reference photographs to see how the landscape appears in your chosen area of modelling. Consider the time of the year in which your layout is set because colours change with the seasons and the same grasses, weeds and bushes will look different. Look at factors which affect the growth of ground cover including how livestock affects the growth of grasses in pasture compared to the less manicured environment of railway embankments. How do weeds and grasses grow in urban and industrial areas? What trees and plants are the first to populate brown field sites such as old railway yards? Photographs will help you with determining how much ground cover looks right.

Choosing ground cover ‘vegetation’Scenery materials have developed dramatically in recent times with the traditional dyed sawdust giving way to considerably more refined and better-coloured products for ground cover vegetation. Ground foam is now giving way to static grass which has seen its use grow in the last ten years particularly as the price of static grass applicators has fallen.

Scenery material suppliers such as Noch and Mininatur offer ground cover materials to

represent specific features including cereal crops, meadow grasses, cattle and livestock pasture, rough ground and wild ground cover. The seasons are also taken into consideration with products coloured to suit, making ground cover modelling a satisfyingly precise area of landscape modelling in its own right.

Whatever lengths you plan to go to, the majority of experienced modellers choose to use static grass as the main component of green ground cover now, the idea is to achieve the correct colouring for your chosen season and a variety of textures. The real landscape has a variety of colours and textures which, when replicated on a layout, will make it appear more realistic.

For example, livestock will eat pasture grasses down, sometimes leaving the tougher broadleaf weeds alone. Bracken will grow pretty well unchecked in upland areas where acid soil dominates – it is rarely eaten by anything, being

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relatively toxic to livestock and will grow

to the exclusion of other plants. Lineside locations such

as embankments and cuttings will see longer grasses and bushes growing together

with weeds. All of these features have their own textures and cannot be created with just one or two applications of ground cover material.

Colour is another factor to consider. I prefer

late Summer as a modelling season as

grasses and weeds reach their maximum height. Whilst the

underlying colour of grass will be green, the longer strands and flower stalks will likely

be dry and straw-coloured. Winter grasses will be dead and dried to a straw colour, together with what is left of Summer weeds which may be dark brown. Not all grasses stand tall – they can be beaten down by rain and wind and early summer grasses will be a lovely fresh green but not very tall. Areas of good drainage will result in prematurely dry grasses, such as the area immediately adjacent to the permanent way and dirt roads. Creating these textures is the route to making your landscape modelling appear convincing.

Static grass has done much for realistic

landscaping, but like any mechanically applied material, can appear too uniform in appearance. There are several ways of avoiding the artificial appearance and one simple method involves mixing different sizes of static grass in the applicator and applying them at the same time. Another technique is to drift a second layer of straw-coloured grass over the first in selected areas to vary the height of the grasses. Push some over to flatten the grass in one or two areas. Add a smattering of ground foam material in places to represent weeds, particularly in areas where hedging and bushes will be planted. Choose darker colours to represent broadleaf weeds and wild flowers. Remember: texture and colour is important when selecting ‘green’ ground cover materials and always choose those advertised as colour-fast.

HardstandingNot all ground cover consists of vegetation Not all ground cover consists of vegetation

and not all ground is covered by grasses and not all ground is covered by grasses and weeds. Dirt tracks and roads and weeds. Dirt tracks and roads

together with hardstanding and together with hardstanding and areas of bare ground are areas of bare ground are

just as important just as important features to features to

Experimenting with a small diorama allows you to make mistakes and try new modelling materials

before applying them to a layout where corrections may be harder to do. This diorama was built to test

some dirt road ideas and to demonstrate basic ground

cover techniques.

model. On the practice

diorama featured in this article, the semi-

abandoned industrial scene features areas of hardstanding and

little used dirt road. Areas of bare soil, tracks and dirt roads

are not easy to create convincingly and some modellers go to extraordinary lengths to achieve an acceptable result. A simple technique involves the use of earth coloured acrylic paint or powder paint mixed with water and a quantity of fine sand. The use of fast-drying PVA glue is the key ingredient, binding the sand together in the road surface. It is brushed on and various markings can be introduced into it to represent ploughing, tyre tracks and other features. Colouring can be dark for industrial areas and dark or peaty soils. Choose lighter colouring for dry sandy soils and dry gravel tracks. Remember that water will make gravel, sand and soil appear darker.

Other options include the use of landscaping plaster for creating dirt roads and areas of bare earth. Woodland Scenics Hydrocal plaster is easily dyed with pigments and acrylic paints to achieve a good colour before it is applied to the layout. Air drying clays are also popular materials for making effective dirt tracks and roads, being soft enough to introduce tyre tracks and ruts. Once hardened, they may be painted and treated »

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MIKE WILD shows how he went about adding lights to Bachmann’s ‘OO’ gauge inspection saloon.

CARRIAGE LIGHTINGmade simpleAdding interior lights couldn’t be simpler with Train-made simpleAdding interior lights couldn’t be simpler with Train-Tech’s easy to install battery powered lighting strips.

made simpleTech’s easy to install battery powered lighting strips.MIKE WILD

made simpleMIKE WILD shows how he went about adding lights

made simple shows how he went about adding lights

LIGHTINGmade simpleLIGHTING

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NTERIOR LIGHTS can make a huge difference to a model – and especially if you enjoy running trains after dark. However, lighting projects tend to be left to those with soldering skills as most vehicles will require electrical pick-ups as well as lights.

Thankfully that isn’t the only way to go about adding interior lighting. Specialist supplier Train-Tech has produced a range of

LED lighting strips which require absolutely no soldering at all. They are self powered with small circular batteries and can be installed in very little time in the majority of current ready-to-run rolling stock.

Train-Tech’s three strip pack for ‘N’ gauge carriages (Cat No. CN200) is the source of materials for this quick workbench project to install interior lighting in the Bachmann London Midland & Scottish Railway inspection saloon. Adding lights is a straightforward process requiring removal of

the body – a clip fit to the chassis – and careful positioning of two of the ‘N’ gauge lighting strips on the underside of the roof. The only other modification was to create clearance space in the internal walls to make sure the body still fitted comfortably onto the chassis.

The simplicity of Train-Tech’s lighting strips makes them a joy to install and they have a self timer feature which turns the lights off if the vehicle has been stationary for more than four minutes. Turning the lights back on is handled by a motion sensor so once installed, apart from an occasional battery change, there is no maintenance required either.

The result is a carriage which looks all the better for the addition of interior lights – all this one needs now is a collection of management ‘passengers’ to complete the picture! n

Lighting brings great atmosphere to a model railway. With the station building lit with Woodland Scenics Just-Plug system and station lamps by DCC Concepts, the newly kitted out inspection saloon looks at home.

USEFUL LINKS

Bachmann www.bachmann.co.ukTrain-Tech www.train-tech.com

WHAT WE USED

PRODUCT MANUFACTURER CAT NO.LMS 50ft inspection saloon, BR maroonLMS 50ft inspection saloon, BR maroon Bachmann 39-779‘N’ gauge carriage lighting kit Train-Tech CN200

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PLEASE TURN FOR STEP BY STEP GUIDE

Keeping trains Keeping trains movıngA smooth running railway is an enjoyable model.movıngA smooth running railway is an enjoyable model.movıng

NIGEL BURKIN

movıngreveals his

movıngtop tips to get the best performance from ready-to-run locomotives and rolling stock.top tips to get the best performance from ready-to-run locomotives and rolling stock.

When the time comes for a layout operating session you want everything to run as smoothly as possible without derailments, stalling or jerky running. Keeping the layout in tip-top condition requires maintenance and periodic checks to see that track, turnouts, wiring, controls and locomotives are all working satisfactorily.

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THERE IS NOTHING MORE frustrating than a poorly running layout. Derailments, jerky running and stalling on points will make any modeller ask if the investment in wood,

track, wiring, control system and scenery – and above all, effort - was really worth it. Problems inevitably arise because model railways are complex animals made of a number of different and sometimes incompatible materials.

It does not have to be that way – maintenance and making small but effective improvements can bring many benefits to a less than reliable layout. Here we will look at some of the causes of poor performance, how they can be avoided and how to maintain a model railway so it runs well.

The design stageWhen starting a model railway you have the opportunity to design your layout for reliability as well as realism. One thing I have learned not to do is skimp on quality materials or apply small but ultimately meaningless economies. Experienced modellers will use dowels on portable layouts for accurate baseboard alignment every time the layout is assembled. They are worth every penny!

The box of recovered telephony wire under one of the layouts at the club will not provide reliable electrical supply in the long term. Spend some of your budget on quality equipment wire, no matter if it is a Digital Command Control (DCC) or analogue layout. Use 7/0.2mm grade for accessories and a heavier grade of wire such as 16/0.2mm is perfect for most analogue control applications. DCC control will require wire capable of carrying up to 5amps for some distance without voltage drop, so choose a grade as beefy as 24/0.2mm. That way, you will avoid voltage drop and wiring faults!

Timber for baseboards is another key choice which can make or break a layout. Heavier baseboard design will be more durable, so do not hesitate to upgrade from 9mm to 12mm plywood for box frames and baseboard tops for

A great deal of cleaning work to track, structures and scenery can be prevented by using dust sheets to cover the layout between running sessions. The best material for protecting the layout from dust is the lightweight plastic sheet sold by DIY retailers. It is light enough to avoid damaging delicate structures and scenery and will not pull rolling stock off the layout during removal.

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HORNBY MAGAZINE YEARBOOK 2016 NO.8

COLLECTORS’ EDITION HARDBACK

Hornby Magazine Yearbook No. 8 is brand new this autumn. It features the latest layout build by the Hornby Magazine team focusing on a 1980s period power station.In this Yearbook we guide you through the process of building a model railway showing how this layout - West Riding Power - has been developed using Bachmann’s new set of Scenecraft buildings as the basis. Features include landscaping, weathering, detailing, how to install digital sound and much more including historical features and step by step guides.Each feature is fully illustrated with detailed construction photographs and includes work by well known Hornby Magazine contributors Tim Shackleton, Paul Chetter and Nigel Burkin.FULL COLOUR • HARDBACK • 128 PAGES

FEATURES INCLUDE:• Ground cover techniques.• Weathering steam locomotives.• The history of the British 4-6-0.• Review of the year - 2014-2015.• Building a power station in 6ft x 4ft.• Installing DCC sound and smoke in a

‘Black Five.’• Preview to 2016 model releases.AND MUCH MORE!

This Yearbook is also available as a softback bookazine for just £6.99!

Visit website or call to order.

Alternatively, Order Direct

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YEARBOOK YEARBOOK 20162016

Hornby Magazine new this autumn. It features the latest layout build by the on a 1980s period power station.In this Yearbook we guide you through the process of building a model railway showing how this layout - West Riding Power - has been developed using Bachmann’s new set of Scenecraft buildings as the basis. Features include landscaping, weathering, detailing, how to install digital sound and much more including historical features and step by step guides.Each feature is fully illustrated with detailed construction photographs and includes work by well known Tim Shackleton, Paul Chetter and Nigel Burkin.FULL COLOUR • HARDBACK • 128 PAGES

FEATURES INCLUDE:• Ground cover techniques.• Weathering steam locomotives.• The history of the British 4-6-0.• Review of the year - 2014-2015.• Building a power station in 6ft x 4ft.• Installing DCC sound and smoke in a

‘Black Five.’• Preview to 2016 model releases.AND MUCH MORE!

as a softback bookazine

Hornby Magazine new this autumn. It features the latest layout build by the on a 1980s period power station.In this Yearbook we guide you through the process of building a model railway showing how this layout - West Riding Power - has been developed using Bachmann’s new set of Scenecraft buildings as the basis. Features include landscaping, weathering, detailing, how to install digital sound and much more including historical features and step by step guides.Each feature is fully illustrated with detailed construction photographs and includes work by well known Tim Shackleton, Paul Chetter and Nigel Burkin.FULL COLOUR • HARDBACK • 128 PAGES

FEATURES INCLUDE:• Ground cover techniques.•• The history of the British 4-6-0.•• Building a power station in 6ft x 4ft.•

• Preview to 2016 model releases.AND MUCH MORE!

HORNBY MAGAZINE HORNBY MAGAZINE YEARBOOK YEARBOOK

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JUST£17.99*

modern locomotives illustrated - january...

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