British Rail Class 501

British Rail Class 501
A northbound Class 501 train calls at Harrow and Wealdstone. The B2 headcode signifies that this train worked the Broad Street-Watford via Primrose Hill (and vice versa) service.
In service	1957-1985
Manufacturer	British Railways
Number built	57 trainsets
Formation	power car + trailer + driving trailer
Operators	British Rail
Specifications
Car length	57 ft (17,000 mm)
Width	9 ft 6 in (2,900 mm)
Height	12 ft 8 in (3,860 mm)
Maximum speed	60 mph (97 km/h)
Weight	Total - 106 tonnes
Power output	4 x 185 hp traction motors total 740 hp (552 kW)
Electric system(s)	630 V DC third and fourth rail
Track gauge	standard gauge

A London-bound Class 501 train calls at Harrow and Wealdstone. The B1 headcode signifies that this train worked the Euston-Watford (and vice versa) service.

A refurbished Class 501 train awaits departure time at Broad Street station, shortly before the latter's closure. The B4 headcode signifies that this train worked the Broad Street—Richmond (and vice versa) service.

The British Rail Class 501 electric multiple units were built in 1957/58 for use on the former LNWR/LMS suburban electric network of the London Midland Region. A total of 57 three-car units were built.

Services

The services worked by the Class 501 units consisted of a small self-contained group of lines, which were electrified at 650V DC on the 3rd and 4th rail principle, linking London Euston to Watford, Broad Street with both Richmond and Watford plus the Croxley Green branch — which was mostly served by shuttle trains from Watford. Some of these services were partially jointly operated with London Underground's Bakerloo and District Lines. In 1970 the trains were converted to 3rd rail only operation, although the 4th rail was retained on sections of line which are shared with London Underground trains.

Description

The Class 501 units were built by British Railways in its own workshops at Eastleigh on short 57 ft frames supplied by Ashford.

Despite British Railways having recently built modern sliding door trains for electric suburban services in Manchester and Liverpool it was decided that these trains would closely resemble the EPB stock of the Southern Region, which featured individual passenger-operated doors located at each seating bay. To prevent passengers leaning out of the opening windows they were partially blocked with three bars — this was for passenger safety when travelling through areas with limited clearance, especially Hampstead Tunnel. This earned them the nickname "jail units".

The trains were made up in 3-car formations as follows: Driving motor with two saloons of 3+4 bays + 9 compartment intermediate trailer + driving trailer with two saloons of 3+4 bays. Unusually for the time, the vehicles featured screw couplings both within and between the units, in contrast to the SR units which had intermediate single buffer and chain and buckeye couplings at the unit ends. Although all other areas of the London Midland region had trains with both first and second class accommodation, the inner London area had withdrawn first class from main line trains operated entirely within the London Transport boundaries as a wartime measure in 1940, and it was never reinstated, so these trains were second class only.

The motor coaches had two powered bogies and GEC electrical equipment. They were the first to have camshaft controllers.

The train ends also followed the EPB style and incorporated a two-character alphanumerical headcode.

Initially these trains were painted in the standard mid-green livery adopted for electric multiple unit stock at nationalisation. This was replaced by a dark brunswick green livery with wide yellow bands in the early 1960s, the same livery as had been adopted for diesel multiple unit stock. In the late 1960s this was changed to rail blue, and from 1981, units sent for general overhaul received rail blue and grey livery. They were never facelifted or refurbished during their career; however, during the 1970s some trains had the intermediate trailers modified from compartment layout to open saloon. This work was carried out at Croxley Green workshops and, though quite neatly done, the overhead luggage racks which had been attached to the partitions were not replaced, leaving nowhere to put things like coats and umbrellas.

The trains, which were allocated to Croxley Green depot, were withdrawn from operation in May 1985. The trains on the east—west orbital service, which by then operated between North Woolwich station and Richmond station, were replaced with Class 416 units from the Southern Region. Services between London Euston/Broad Street and Watford and on the (former) Croxley Green branch were replaced by sliding door Class 313 units.

The services they were used on were subject to considerable contraction during their lifetime. The 57 units initially replaced the 77 LNWR "Oerlikon" 3-car sets on these lines, and the 25 additional sets built by the LMS in 1927 (giving over 100 3-car sets on these lines) were withdrawn in the early 1960s without replacement. After this numbers of the Class 501 were subject to early withdrawal in the 1960s-70s (45 of the 57 units remained in traffic by 1976), and the final stage was reached where they were replaced by a small number of class 313 sets which were spare from the 1970s GN electrification. The Richmond lines were initially covered by ex-SR sets as stated above, but ultimately all the 501s territory was covered by 313s which had become spare. Furthermore the London Underground Bakerloo line, which initially shared the system from Queens Park to Watford, was very substantially cut back and ultimately withdrawn north of Harrow & Wealdstone. The decline in traffic on the 501s' territory is unparalleled by any other electrified service in London. The substantial peak services operated by the units from London's Broad Street terminus, to Richmond and Watford, were completely withdrawn during their lifetime.

Numbering

British Railways numbers were:

• Motor Open Brake Second, M61133—M61189
• Trailer Open Second, M70133—M70189
• Driving Trailer Open Brake Second, M75133—M75189

Further use

• Ten Class 501 DMBS carriages were converted to Class 97/7 battery locomotives.
• Two carriages, DTS 75186 and TS 70170, went on to work at MOD Marchwood.
• Three two-car units were converted to Class 936 sandite units, and saw use until the early 2000s.

Preservation

Currently two vehicles have been preserved. The two carriages used by the MOD were put up for disposal in early 2006. The driving trailer, no. 75186, was saved for preservation and has moved to the Electric Railway Museum, Baginton. It was joined by driving motor no. 61183 in October 2006, and it is hoped that the centre trailer coach will also eventually be preserved.

Sources

• Ian Allan ABC of British Railways Locomotives, winter 1962/3 edition, page 325

External links

• The Railway Centre
• The Suburban Electric Railway Association