I don’t think the Hadfields’ GE cousins, nor the later Bulleid-based Southend and Chelmsford DC units, had their own reference code until they were converted to AC and became AM6 and 7 respectively.I have some fond memories of riding the old 306s (AM6) out of Liverpool Street in the late 70s. Something from another era !
Interesting that their sister 1500 DC units built for the Manchester-Glossop-Hadfield services (unlike the 306 never converted to AC) became 506 but never had any previous alphanumeric code.
On the DC system EM was used for the DC locomotives (E=Electric M=Mixed traffic) as in EM1 for 76 and EM2 for 77 but the units never had their own reference code.
I think you are correct. Only the locomotives were referenced in DC = EM1 and EM2 (think there was a planned EB for banking too) - I think those codes may have come from the LNER too. The AL and AM thing was under BR, and although BR left the "EM" in place they never designated the Hadfield sets until they were 506. Just 8 units at Reddish Depot, I guess they knew what they were without a reference !I don’t think the Hadfields’ GE cousins, nor the later Bulleid-based Southend and Chelmsford DC units, had their own reference code until they were converted to AC and became AM6 and 7 respectively.
AM1 was a prototype:
British Rail Class AM1 - Wikipedia
en.m.wikipedia.org
No pictures of it that I can find.
Class AM1 was given to the ex-LNWR DC lines stock converted for ac OLE power. The Lancaster, Morecambe and Heysham branch was electrified with 6.6kV 25Hz ac. When BR were evaluating moving from their original 1500VDC electrification 'future standard', the self-contained line was chosen as a test bed for the burgeoning practice of powering direct from the national grid 50Hz supply, (mainly by SNCF). So the line was converted to 6.6kV 50Hz (utilising most of the existing OLE and its clearances) and the trains converted with new transformers and then quite new, mercury arc rectifiers. The electrification was successful but the line wasn't (in passenger terms) so it was closed in 1966. Given that the rolling stock originally started life in 1914, it was scrapped.... Sorry can’t remember what AM1 was (think it was a prototype or test unit)
They were distinguishable from the other 'flat fronted' units (the AM7s) by their bigger cab front windows.... AM2 were for Fenchurch St lines (but also used on Liverpool St lines just after AC conversion whilst the AM6 and AM7 were modified), there were 112 units, all slam door, and originally had 4 character headcodes (2 rows of 2). They had faulty traction motors and I think they all had to be rewound within couple of years ...
All of the GE units were originally green (except the AM9s).... AM4 were 4 car units (some later became 3 car), used on Manchester and Liverpool locals, these were originally green ...
The 3-car AM5/1s were intended for the Enfield and Chingford services and were easily recognisable by their low backed seating in open saloons with large windows between the doors. The 4-car AM4/2s were similar to the AM2/AM7/AM8 stock as they had a mix of 2+3 semi open cars and 6-a-side full compartments.... AM5 were similar to AM4, mix of 3 and 4 car, initially used on Liverpool St - NE London lines ...
In the '70s, the 1740 peak departure from Liverpool St to Clacton consist was even more powerful; from the country end: 309/1+309/1+309/2+309/3, a total of 3364kW (4512hp)!... AM9 were the stylish Clacton and Walton units, 100mph with commonwealth bogies, fully gangwayed, originally 8 2 car units, remainder 4 car units (trains divided to 2 branches). Some had griddle cars, originally painted maroon. The 2 car units had same power so the 10 car peak trains had higher power/weight ratio ...
I think that the Southern Railway EMU naming scheme which was wholeheartedly adopted by BR made the limited number of DC Electric locos not worth changing. What became the classes 70*, 71(also known as class HA),73(also known as class JA) & 74 were originally numbered by BR with 'E' numbers. The EM1 and EM2 were probably inherited from the LNER when the line electrification was started.As a little aside, 'AL' was AC locomotive, 'AM' was AC multiple unit. Were there ever DL and DM (DC equivalents)?
How were 112 units needed for Fenchurch Street services when it appears that 80 (74 357s and the 6 387s) was broadly enough in recent times. I get that some of the difference in utilisation and maintenance needed but 80 / 112 is 71%. Where was the extra siding space on the Fenchurch Street network that is no longer available?AM2 were for Fenchurch St lines (but also used on Liverpool St lines just after AC conversion whilst the AM6 and AM7 were modified), there were 112 units
It looks on Google Maps like at least 75x4-car strorage at Shoeburyness and about 18 at East Ham. There might have been space at Tilbury that was given up when passenger services virtually died there. There's also undercover tracks at East Ham depot, and there might have been some more on the approaches to Fenchurch Street before the DLR impinged on the original LT&S formation there. Then there is extra train storage at the likely terminating stations that might have been used more intensively then, e.g. Fenchurch St, Upminster, Grays, Tilbury Riverside (closed now), Leigh-on-Sea and Southen Central.How were 112 units needed for Fenchurch Street services when it appears that 80 (74 357s and the 6 387s) was broadly enough in recent times. I get that some of the difference in utilisation and maintenance needed but 80 / 112 is 71%. Where was the extra siding space on the Fenchurch Street network that is no longer available?
The AM2s were also distinguishable by their Mark 1 profile. The AM7s had the ex-SR Bulleid profile.They were distinguishable from the other 'flat fronted' units (the AM7s) by their bigger cab front windows.
Apart from their early deployment on the GEML to cover for the conversion of DC stock to AM6 & 7, some of them spent most of their time away from the LT&S on GE services.
As far as I can remember (and I was only just out of single digits at the time) the AM4s were in a non-standard olive green which rather suited them; they looked shockingly dreary in all-over blue. Weren't the very similar-looking AM5s and 8s originally in standard "DMU" green?All of the GE units were originally green (except the AM9s).
Standing in a crowd in the peak, the realtive size of the windows was much easier to spot as they drew in.The AM2s were also distinguishable by their Mark 1 profile. The AM7s had the ex-SR Bulleid profile. ...
... As far as I can remember (and I was only just out of single digits at the time) the AM4s were in a non-standard olive green which rather suited them; they looked shockingly dreary in all-over blue. Weren't the very similar-looking AM5s and 8s originally in standard "DMU" green?
We didn't have DMUs in SE Essex where I lived before 'Rail Blue' was introduced. The Shenfields and Southends had a similar colour to the Britannias (when they were clean) so I suppose it was something like Brunswick Green with gold numbering - just the serial number -001 to 092 for the AM6s and 101 to 132 for the Southend units.
EDIT: From photos, the AM9s looked absolutely gorgeous in maroon; largely thanks to their glossy finish. I'm not sure how long it lasted in day-to-day service; did they end up as dull and matt as the Mark 1s?
It was 121 units actually - 9 x AM8/3s (later 308/3), numbered 313-321, were built for Tilbury Riverside Boat Trains. The MBS was replaced by an MLV giving three passenger coaches and one luggage coach per set. However, whether these units arriving displayed some AM2s to the GE I am unsure.How were 112 units needed for Fenchurch Street services when it appears that 80 (74 357s and the 6 387s) was broadly enough in recent times. I get that some of the difference in utilisation and maintenance needed but 80 / 112 is 71%. Where was the extra siding space on the Fenchurch Street network that is no longer available?
No luck online alas. They may have been in a book.Standing in a crowd in the peak, the realtive size of the windows was much easier to spot as they drew in.
I haven't seen any decent colour photos of the AM9s in maroon for years. I would be grateful if you could post them here (if there are no copyright issues) or link to them if they are on line somewhere else. I think they were regarded as something special on the GE so were kept looking good.
The bodywork of both was identical, and entirely of BR design.The AM2s were also distinguishable by their Mark 1 profile. The AM7s had the ex-SR Bulleid profile.
I did think that but assumed that the poster had better knowledge. Eastleigh was a primary Southern Railway works, but by the mid '50s it was manufacturing Derby designed BR standard MKIs, just like Swindon, Wolverton, Doncaster and York. It mat be that aspects of the design were inherited from Bulleid etc., as the Southern Region had many routes with relatively restricted structure gauges, so meeting that need would result in a design for universal UK-wide availability.The bodywork of both was identical, and entirely of BR design.
I've tried placing the photo which to me looks like it could be the bay platform at Colchester (platform 5). It looks like an 8-car train with a 309/3 leading which would be correct for a split at Thorpe-le-Soken. As for when, by 1971-2, all the 309s had been painted in rail blue/grey so I guess it would be mid to late '60s.
Standing in a crowd in the peak, the realtive size of the windows was much easier to spot as they drew in.
I haven't seen any decent colour photos of the AM9s in maroon for years. I would be grateful if you could post them here (if there are no copyright issues) or link to them if they are on line somewhere else. I think they were regarded as something special on the GE so were kept looking good.
Thanks, it still looks good. It also shows how much the window mod spoils the lines of the front end, - they almost as bad as a BIG/CIG.The only pic I have in a book is in mono:
In 1996 the combined fleet of 302, 310 and 312 was 89 units. The peak time service was about as intense as it could be (four departures every 12 minutes if I recall correctly) so the only way to use more units would be more 12 car trains. I've no idea what the 302 did in the 1960s and 1970s but in the 1980s they did go to Chingford and even to Cambridge.How were 112 units needed for Fenchurch Street services when it appears that 80 (74 357s and the 6 387s) was broadly enough in recent times. I get that some of the difference in utilisation and maintenance needed but 80 / 112 is 71%. Where was the extra siding space on the Fenchurch Street network that is no longer available?
Interesting that the King's Cross fleet migrated to Liverpool Street and in turn the 19 units originally based there moved to the LTS.Class 312 looked similar to AM10, but rated at 90mph, and without curved windscreens. Built mid 1970s, 4 for West Midlands (to new Birmingham International), 19 for Liverpool Street (extra capacity), 26 for Kings Cross outer suburban. The 19 GE units were last to have 6.25kv capacity. Don’t think these were ever designated AM12 but as they were effectively an updated AM10 including in this list
There's a few on Flickr, Robert Carroll has a number in his excellent Flickr collection such as this:Standing in a crowd in the peak, the realtive size of the windows was much easier to spot as they drew in.
I haven't seen any decent colour photos of the AM9s in maroon for years. I would be grateful if you could post them here (if there are no copyright issues) or link to them if they are on line somewhere else. I think they were regarded as something special on the GE so were kept looking good.
In 1996 the combined fleet of 302, 310 and 312 was 89 units. The peak time service was about as intense as it could be (four departures every 12 minutes if I recall correctly) so the only way to use more units would be more 12 car trains. I've no idea what the 302 did in the 1960s and 1970s but in the 1980s they did go to Chingford and even to Cambridge.
Interesting that the King's Cross fleet migrated to Liverpool Street and in turn the 19 units originally based there moved to the LTS.
It's a good question about what happened to the demand - and as stated above it was actually 121 units, as another 9 with the luggage van were built for the LTS as well. Supposedly for boat trains, their arrival coincided with the substantial decline of these, and they spent their time on Tilbury Loop services.How were 112 units needed for Fenchurch Street services when it appears that 80 (74 357s and the 6 387s) was broadly enough in recent times. I get that some of the difference in utilisation and maintenance needed but 80 / 112 is 71%. Where was the extra siding space on the Fenchurch Street network that is no longer available?