Interior.
The British Rail Class 116 diesel multiple units were built by BR Derby from 1957 to 1961. Introduced as part of the British Railways Modernization Plan in the mid 1950s, as with other first generation DMUs the 116 was intended to replace the steam locomotives in the UK and reduce costs across the rail network. Alongside Metro-Cammell, BR Derby had prior experience with DMUs, having developed a Lightweight Unit, and so was awarded a contract for a new design.
Background and design[]
British Rail ordered the DMU set in large numbers but Derby Works could not keep up the compensation with the demand, with 108 three-car sets being built in all. Variants of the type, British Rail Class 117 and British Rail Class 118 were built by Pressed Steel and the Birmingham Railway Carriage and Wagon Company respectively under license. These units were originally ordered for use on suburban and local services in the Birmingham area, but many found their way to other areas such as South Wales.
The type was powered by twin British United Traction (BUT) 11.3-litre six-cylinder diesel engines, each producing 150 bhp with mechanical transmission.
The DMU came in two or three car formations; in a three-car set, the trailer (centre carriage) was unpowered. Built of an all steel construction, the 116 and its variants were classed as heavyweight DMUs but were capable of speeds of 70 mph (110 km/h).
Like other BR Derby output, the type underwent testing on the Ecclesbourne Valley Railway which had been closed to passenger trains by the mid 1950s.
The class were similar in design to the Class 114, sharing the same heavyweight steel chassis but were fitted out as high-density sets, built for short-distance, high-capacity services, and so were built without gangways or toilets, although gangways were later fitted on some units. The Class 117 and 118 types were equipped with toilets however. They were originally capable of accommodating 262 passengers. On introduction, they were heavily marketed based on their appeal to commuters, and offered cheap fares.
Some sources claim that the Class 116 had issues such as poor ride and weak build quality, causing difficulties in later service.
| Lot No. | Type | Diagram | Qty | Fleet numbers | Notes |
|---|---|---|---|---|---|
| 30211 | Driving Motor Brake Second (DMBS) | 553 | 42 | 50050–50091 | |
| 30212 | Trailer Composite (TC) | 555 | 32 | 59000–59031 | |
| 30213 | Driving Motor Second (DMS) | 554 | 42 | 50092–50133 | |
| 30363 | Driving Motor Brake Second (DMBS) | 553 | 53 | 50818–50870 | |
| 30364 | Driving Motor Second (DMS) | 554 | 53 | 50871–50923 | |
| 30365 | Trailer Composite (TC) | 555 | 51 | 59326–59376 | |
| 30385 | Trailer Composite (TC) | 600 | 10 | 59032–59041 | |
| 30446 | Driving Motor Brake Second (DMBS) | 553 | 13 | 51128–51140 | |
| 30447 | Driving Motor Second (DMS) | 554 | 13 | 51141–51153 | |
| 30448 | Trailer Composite (TC) | 555 | 11 | 59438–59448 |
Accidents and incidents[]
atford, running services to and from Liverpool Street and Kings Cross. They had been transferred from the Western region with a view to running a Kings Cross - Cambridge all DMU service. A delay in introducing new trains to the London region from the Chiltern area saw the 116 pressed into service to fill the gap.
Later use[]
The 116 fleet and its variants were extensively refurbished in the late 1970s. The carriages were renovated with new interiors including gangways, improved lighting and improvements to the onboard heating. The work was awarded to BR Swindon. The type was subsequently seen in use everywhere from Tyneside to Devon.
Still in extensive use across the West Midlands during the 1980s, eventually the 116s were joined by brand new Class 150 trains beginning in 1984, with the aim of phasing out the older DMU.[[File:Birmingham
Pacer substitution[]
Several units were allocated to Heaton TMD in the late 1980s to carry out Pacer replacement services during the latter's troubled introduction period. During this time, the individual cars were often mixed into hybrid sets with, for example, class 119 vehicles. Services worked included Bishop Auckland to Saltburn.
Parcels use[]
Three units were converted to carry parcels traffic and reclassified as Class 130, though the individual coaches were not renumbered. The units involved were:
- 50819 + 50872
- 50862 + 50915
- 51137 + 51150
- W50915 reverted to standard Class 116 configuration in 1977 and transferred to Tyseley
To provide extra capacity, they worked with modified General Utility Vans (GUV) as centre trailers.
Preservation[]
5 vehicles have been preserved on heritage railways.
| Vehicles Numbers | Set Number | Location | Comments | ||
|---|---|---|---|---|---|
| DMBS | TC | DMS | |||
| 51131 | - | - | T326 | Battlefield Railway | |
| 51138 | - | 51151 | T333 | Great Central Railway Nottingham | 51138 was used as a sandite vehicle after retirement from normal service. |
| - | 59003 | - | - | Paignton and Dartmouth Steam Railway | |
| - | 59004 | - | - | Paignton and Dartmouth Steam Railway | |
| - | 59444 | - | - | Chasewater Railway | |
Preserved then scrapped[]
In addition, the following vehicles were previously preserved at the Swansea Vale Railway, but were scrapped in 2009 due to an arson attack.
- DMBS 51134/5
- DMS 51147/8
- TC 59445
See also[]
- British Rail Class 125 (Similar design to it)
Gallery[]
References[]
- Motive Power Recognition: 3 DMUs. Colin J. Marsden
- British Railway Pictorial: First Generation DMUs. Kevin Robertson
- British Rail Fleet Survey 8: Diesel Multiple Units- The First Generation. Brian Haresnape
- A Pictorial Record of British Railways Diesel Multiple Units. Brian Golding