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Introduction
The faces and formations of the British Rail Class 370 APT-P

Through a scouring of online image resources, this page attempts to detail the numerous variations of Class 370 APT-P train formations known or believed to have operated over the class's lifetime. It also details the variations of cab front details that arose over the years, allowing the keen-eyed observer to identify otherwise unidentifiable units. I'm sure there are official records out there, but they're not immediately to hand, so enthusiasts' photos will have to do instead.

Links to photos or other sources that have formed the basis of the information on this page are given where possible, all of which were current at the time of creation but can't be guaranteed over the long term. While some photographers kept meticulous records, including vehicle numbers and dates, after 40-odd years it's understandable that not everyone (myself included) will have all the pertinent facts to hand when scanning old photos for upload, and "sometime in 1980" may be the best that can be offered, even if it was actually 1982. Similarly, old photographs and fading memories are often blurry or fuzzy, or passing at speed, leading to mis-identification of the subject. By cross-correlating sources, looking for typos, and assessing for consistent and/or changing details in various vehicles with time (even down to paint scratches and bird-strikes in some cases - including finding the tell-tales of photoshopped touch-ups - yes you've been spotted!), it has been possible to attempt to narrow down some of the more vague reports, and make speculative corrections/guesses for dates, mis-identified units, and so on. But as with any exercise of this kind, it's possible that new evidence may overturn these tentative assumptions and some of what's presented here is bound to be erroneous itself.

In addition, where photographic records are not currently available, particularly for some of the early and brief formations, it has been possible to correlate known set formations with vehicles listed in various publications as accepted into traffic. These have allowed some formations to be assigned speculative vehicle numbers pending further documentary evidence.

Sincere gratitude and thanks to all the enthusiasts who recorded these trains in whatever detail, and subsequently published their images and recollections. If you think you can add to, or correct the record here, please get in touch!

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About the APT-P

Forty-four APT-P (Advanced Passenger Train - Prototype) vehicles were built (45 if you include the pre-production trailer car, "Pilot") to seven different designs, and formed into six complete half-set units, listed here in formation order:

  • 7 Driving Trailer Second (DTS) vehicles numbered 48101-48107, with a streamlined nose end and driving cab (the seventh being ostensibly a spare).
  • 6 Trailer Seconds (TS) numbered 48201-48206.
  • 6 Trailer Restaurant Buffet Seconds (TRSB) numbered 48401-48406.
  • 6 Trailer Unclassified (TU) numbered 48301-48306; in early plans, the 483XX series was shown as a second TS vehicle and placed adjacent to the 482XX TS, ahead of the buffet, accounting for the numerical inconsistency in the formation; in the event, these were fitted with first class seating and placed between the buffet and the first class trailer to act as a restaurant car.
  • 6 Trailer Firsts (TF) numbered 48501-48506.
  • 7 Trailer Brake First (TBF) vehicles, numbered 48601-48607, including one spare, which featured a guard's compartment.
  • 6 Motor (M) vehicles, or power cars, numbered 49001-49006, which were essentially cabless locomotives which could be coupled between the inner ends of two half-sets of trailer cars, singly or in pairs.

The minimum half-set trailer-car formation was DTS+TBF, and for the majority of units, these pairings remained consistent over time, with correctly-paired vehicles staying together (e.g. 48103 and 48603 from unit 370003) in the early years. Later, however, there were three swaps of TBF leading to some confusion over unit numbering, which will become apparent below. Although convention was for the Motor Brake vehicle in an electric multiple unit to define the unit number, with the APT-P, the Motor cars were treated more like locomotives and swapped around relatively frequently. There is reason to believe that the Trailer Brake vehicles were initially considered the set-number-defining vehicles in Class 370 half-sets, but this appears to have been short-lived. Therefore, for the purposes of clarity on this page, the leading Driving Trailer vehicle is used to define the unit number. In other words, vehicle 48103 leads unit 370003 and so on, thus for the brief period where 48106 carries the unit number 370002, it will still be found listed here under 370006.

Interesting Findings

In researching this page, a number of interesting findings emerged. For example, the first power car was initially outshopped with a slightly paler/bluer shade of grey on the upper bodywork. The first power car to receive the InterCityAPT brand logo had it applied to both sides for a year or so, while all the others had a BR arrow on one side. One unit briefly had the nose logo but no black mask around the windows, another had a white APT logo on the nose, and one had a 1986 red stripe that, at least for a time, didn't make it all the way around the front! Finally, only one set is currently known to have run as a full six-car rake while retaining a full-yellow cab end.

From liveries to listings - it looks like no APT half-set ever ran with its full sequential complement of allocated trailer cars (i.e. 370004 never ran as 48104, 48204, 48404, 48304, 48504 and 48604 - sorry Hornby!). Only four units were formed into full 6-car trailer-sets, and all of these had intermediate trailer cars with a variety of final digits. Of these four only one set managed to stay full-length for its entire career, all the others being reduced to two-car sets by 1983 or earlier.

Equally surprising is that the full 14-car formation (two six car half-sets and two power cars) that the 44 vehicles were built to allow, may only have happened a handful of times, and seemingly never in public service. As you might surmise, if the full length rakes were not all formed up, a number of intermediate trailer vehicles may never have run at all; with the information currently available, three trailers (2 x TU, 1 x TRBS) are not accounted for in any APT-P formations listed below, although it's possible some of the so-far speculative allocations shown below may turn out to be these vehicles instead of those shown, as more evidence arises.

Why, oh why?

Good question. On 22nd August 1984, when I was not even in my teens, I was lucky enough to ride on the APT from Preston to London and back. Performing faultlessly on both journeys, it left an impression on me that I've been unable to shake nearly 40 years on, as the ballast reared up on one side and sky filled the window on the other.

"This is a Staff Announcement: the APT is now approaching platform 6; the APT is now approaching platform 6." Well that gave the game away! 370006 leads 370007 into Preston on the morning of 22nd August 1984. The gaping hole where the lifting-mechanism cover should be must have messed up the aerodynamics! Other photos mere days before and after my journey show the flap back in place.

With the launch of Hornby's new OO-scale APT models in the early 2020s (one of which I received for a significant birthday in 2022!), and the lure of topping Shap Summit at 159mph in the Train Simulator APT-P add-on, I got to wondering whether I could establish the exact formation I'd travelled on in 1984. As I scoured the internet and various books for photos, I started noticing patterns among the pieces which, if you're me, you have to puzzle out and make fit into the larger jigsaw.

So perhaps this will be a useful reference for modellers wanting to build an authentic formation from their Hornby 1980 or 2020 models - similarly if you want to try your hand at the 155mph high-speed runs over Beattock in Train Simulator, dig through here and find out what you need to make a proper job of it. Or just reform with six power cars between four trailers and see where that gets you.

APT test train though the heat haze cresting Shap Summit in 1988. From the size and shape of the black window surrounds, one can easily identify the leading unit as somewhere between 370005 and 370006... Power cars are 49001, 49002, 49003, 49004, 49005, 49006, though the order is not certain...

Conventions used

Wherever possible, individual vehicle numbers are given for each formation, however obviously without very clear photos of each vehicle, or an accompanying record of vehicle numbers, there is often an element of uncertainty. Where a vehicle number is known or can be inferred with a high degree of confidence, it's shown in black. Where there is some uncertainty, it is shown in orange. Where it is entirely unknown, grey.

Power cars are generally shown as part of the set their pantographs are adjacent to - the one the knuckle is pointing at.

In each section, the featured unit is shown on the left/top, where there are two units in a formation, regardless of which unit is leading in any particular photograph (you can adjust the visibility of the second unit using the opacity slider). In service where two power cars were present, it was generally the practice to raise the rear-most pantograph, thus in the operational double-unit illustrations below, with a handful of exceptions, the second pantograph is shown raised, as if the featured unit is leading.

Where the unit is part of a test train or being hauled dead, the formation is shown with the leading vehicle on the left in the majority of cases. For example, if a unit is known to have been propelled by a diesel loco or power car, the unit will be on the left and the loco on the right; where hauled, the loco is on the left and the unit on the right. Generally speaking the illustrations below are based on the photographic evidence, which more often shows diesel-haulage than APT-leading, but of course many of these mixed combinations in test trains were reversible.

Dates in all sections are based on those reported in photographic or other evidence, and should only be taken as approximate, or as indicative of a rough minimum range. It's likely formations were around for periods before and after the dates shown, and as more evidence emerges, these dates will be revised accordingly.

 
Unit Summaries

The basic formations over time for each unit (not including power cars) are shown here as a summary. Much more detailed information about unit and power car combinations, the dates they operated, and livery modifications can be found in the individual unit sections below.

An animated sequence showing these progressions through time can be found down the page, in addition to common-formation guide to regularly sighted APT pairings, plus a summary of APT combinations that probably never happened.

370001
1977 to 1981  

48101

48206

48601

September 1981 to April 1983  

48101

48601

March 1984 to March 1986  

48101

48601


48204
RDB977527

Sighted in this period with and without non-articulated TS 48204.

370002
August 1978 to 1980  

48102

48202

48602

September 1980 to June 1981  

48102

48202

48404

48305

48506

48602

There is tentative evidence to suggest that 370002 operated as a full length set with 370005 in late 1980, but clear photographic proof remains elusive at this time.

December 1981 to October 1982  

48102

48602

For 370002 in 1983, see 370006 below.

April 1984 to November 1985  

48102

48605

370003
June 1979  

48103

48204

48401

48501

48603

At present no evidence shows 003 in this formation paired with another unit – TRSB 48401 appears to have been removed before the set was first paired with 004.

November 1979 to June 1980  

48103

48204

48501

48603

March 1982 to Late 1986  

48103

48404

48603

370004
July 1979 to September 1979  

48104

48402

48502

48604

At present no evidence shows 004 in this formation paired with another unit – both trailer vehicles appear to have been removed before the set was first paired with 003.

November 1979 to 1981  

48104

48604

370005
April 1980 to July 1980  

48105

48203

48401

48304

48505

48605

June 1983 to August 1985  

48105

48606

370006
July 1980 to March 1983  

48106

48205

48403

48306

48504

48606

June 1983 to Late 1986  

48106

48602

Briefly carried the set number 370002 from June 1983; restored to 370006 by October 1983.

370007
July 1980 to May 1985  

48107

48201

48406

48303

48503

48607

 
370 001
370001
13th August 1977 to 27th February 1978   Derby

48101

48206

48601

The earliest sighting of 370001 so far discovered online is of a 3-car set outside the RTC on 13th August 1977 (1). The same set was later noted nearby on 27th February ahead of the public unveiling in June (2).

Sources:  Hugh Searle  Alistair Ness

Time Travel
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From 1978

The earliest frontal view of 48101 comes from the public unveiling event at Derby in 1978. Specific details include the full yellow cab, black window frames, white cantrail stripe, and closely spaced, centrally placed '370001' numbers. There are not yet any slots in the nose cone above the light clusters, and the horn grille moulding is flush with the main nose moulding.

Source:  Colin J Marsden

370001
June 1978   Derby

48101

48206

48601

49003

The first APT-P formation to be revealed at the unveiling event at Derby in 1978 was formed of DTS 48101, a TS 48206, TBF 48601 and M 49003, identifiable by its 'City of Derby' nameplates. 49003 was also notable at this time for having the APT logo on both sides of the power car, presumably for publicity purposes as the vehicle's naming ceremony was performed on one side, but official photos of the rake were taken from the other. The side visible here would later carry the BR logo. Note also that the TBF doesn't have the 'first class' yellow stripe above the windows – this feature (or lack of) was common to the first four units, and retained by 48601 for its entire career.

Source:  Colin J Marsden (apt-p.com)

370001 & 370002
1978   Derby

48601

48206

48101

48102

48202

48602

A prototype for everything! A series of photos taken at Derby show brand new units 370001 and 370002 coupled nose-to-nose while undergoing attention, probably before either rake took to the main line. (The actual formation of 370002 is unknown, but likely to be that shown.) The date is speculative, but the cleanliness of both sets suggests neither has been let out at this time. Grey inter-car fabric shields can be seen between the vehicles.

Source:  John Walker (apt-p.com)

370001
2nd August 1978   Derby

48101

48206

48601

ADB975630
Test Service
Car 8

W43001

This is 'Trailer Rake 1' and all three vehicles were kitted out with test equipment for early running trials (1)(2). Initially these trials were HST-power-car-powered, but later progressed to running under electric power on the West Coast Main Line. For a time in 1978 the unit was seen with pale-coloured inter-car shields hiding the corridor connections (3), however these appear to have been removed again after a short time. 370001 would remain in this formation until around 1981.

Sources:  Lewis Bevan  traintesting.com   Johannes Smit

Time Travel
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From 1979

By 1979 a minor change had been made, with short slots being opened on the top side of the nose, above the light clusters. These can be seen in numerous photos from 1979, but the first with a known date is from August 1979. Also present on the nose between the light clusters is a crudely applied sticker, held on with duct tape. It had three lines of text, and presumably related to the correct opening of the nose cone for access to the coupling gear inside. Units 370001-370004 each had a variation of this sticker, but with subtly different placements, so if you can't make out the unit number in your blurry photo, maybe the duct tape will give it away. Also visible in some images is the horn grille becoming slightly raised from the nose cone.

Feel free to time-travel back and forth to see the changes by tapping or hovering over the clocks under the cab front image – or compare with other units around the same time by hovering or tapping the cab front graphic.

Source:  Gordon Woods

370001 & 370002
5th August 1979 to 13th August 1979   Glasgow Central & Carlisle

48101

48206

48601

4900X

4900X

48602

48202

48102

By August 1979, main line testing was underway between Glasgow and Carlisle, paired with a three-car 370002 and two un-branded power cars.

Sources:  Gordon Woods  Richard Priestly

370001 & 370002
October 1979   Glasgow Shields Road

48101

48206

48601

4900X

48602

48202

A curious formation noted at Glasgow Shields Road depot on the occasion of a visit by the Institution of Civil Engineers: 370001, one unbranded power car, and the TBF and TS (presumably) of 370002 on display.

Source:  beqi

370001 & 370002
1980   Glasgow

48101

48206

48601

4900X

4900X

48602

48202

48102

A photo dated 1980 features two unbranded powercars once again.

Source:  walkerworkz

Time Travel
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From January 1980

The nose sticker had already mostly peeled off by the end of 1979 and the sticky residue had been removed by January.

Source:  Jerry Glover

370001 & 370002
18th January 1980   Preston

48101

48206

48601

4900X

49001

48602

48202

48102

By January the 001-002 pairing was running with a pair of fully branded power cars.

Source:  Gerry Glover

370001 & 370002
1980   Lockerbie

48101

48206

48601

4900X

49001

48602

48202

48102

An unfortunate incident near Lockerbie with a lost pantograph carbon strip involved the pair along with power car 49001 and another unidentified. The pair was later rescued by a Class 87.

Source:  walkerworkz image series

Time Travel
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From February 1980

To be annoying, a replacement sticker, this time held on with striped warning tape, was added by February.

Source:  maljoe

370001
23rd February 1980   Crewe

W43001

W43000

ADB975631
Test Service
Car 9

49002

48601

48206

48101

Test runs and moves from the WCML to and from Derby for attention were often in the company of prototype HST power cars W43000 and W43001. An example of such a move was recorded at Crewe and includes both HST power cars, Test Service Car 9, unbranded power car 49002 and the three cars of 370001.

Source:  Lewis Bevan

370001 & 370005
18th April 1980   Yealand Derailment

48101

48206

48601

49004

48605

48505

48304

48401

48203

48105

With the first full-length half-set, 370005, and one power car, this pairing was undertaking a VIP run from Glasgow on 18th April 1980 when an axle between TS 48203 and TRSB 48401 of unit 005 failed, derailing at speed near Yealand. The train remained upright and was able to be moved to Carnforth. A number of photos of this incident can be found in the Gallery pages at apt-p.com, plus an account on the Carnforth Station website.

Sources:  Carnforth Station  Neil Thexton (apt-p.com)

Time Travel
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From July 1980

By July 1980 the sticker had gone again.

Source:  Peter's Rail Pictures

370001 & 370004
25th July 1980   Stafford

48101

48206

48601

4900X

48604

48104

By July of 1980 the set was paired with two cars of 370004 and a single power car, for trials of the first Brecknell-Willis High-Speed pantograph fitted to an APT-P. Photos show the presence of 48206 and the dodgy tilt of 48601 which is visible in other photos of 370001 around the time. This suggests that the handful of photos captioned as 370005, which was running as a six-car set and with black window surrounds at this time, are likely to have been mis-labelled.

Source:  Peter's Rail Pictures image series

370001 & 370004
1981   Crewe Carriage Shed

48101

48206

48601

4900X

48604

48104

The same pairing was found parked inside Crewe Carriage Shed in a further series of images dated circa 1981, though pantograph tests have been variously reported involving 004 as late as 1982.

Source:  Peter's Rail Pictures

Time Travel
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From September 1981

Not the first to wear a mask and APT branding on the nose, but the first, along with 48102, to be fitted with an under-windscreen rain strip, presumably to stop excess water from rushing up the nose during rain at high speed! 48101's black window surround extends further above the cab windscreen than any of the other units, making it easy to identify, easily a couple of inches further than the next highest, 002 or 003. It also features a slight droop on both lower corner curves when seen directly from the front. For the rivet counters, the rainstrip on 48101 was fitted lower down the nose than on any of the other Driving Trailers, being attached just above the top of the folding flap above the nose cone. All the others were fitted just below the seam line above, directly under the windscreen and wiper mount.

Source:  British Rail 1980s and 1990s

370001 & 370007
20th September 1981   Old Oak Common Open Day

48101

48601

49002

48607

48503

48303

48406

48201

48107

In the run up to the public launch of services, 370001 next appears in September 1981, wearing a mask, shortened to 2 cars was paired with full length unit 370007 and power car 49002 (1). On 20th September the same pair appeared at Old Oak Common open day (2).

Sources:  Frank Struben  HSTDaniel20

370001 & 370006
19th October 1981 to 29th October 1981   Preston

48101

48601

49006

48606

48504

48306

48403

48205

48106

The following month 001 was paired with power car 49006 and 370006. It was recorded at Preston on 23rd (1) and 29th November (2). Additionally this set is featured in the BBC Horizon documentary 'Race Against Time' broadcast in December 1981 which charts the unit between 19th and 23rd October (with thanks to Adrian Wheeler for the tip-off!).

Sources:  British Rail 1980s and 1990s  Vincent

370001 & 370002
17th February 1982   Preston

48101

48601

49002

48602

48102

In February 1982 001 was paired once again with 370002. The power car was noted as 49002.

Source:  British Rail 1980s and 1990s

370001 & 370006
23rd October 1982   Preston, Beattock and Warrington

48101

48601

49002

48606

48504

48306

48403

48205

48106

Skipping to the end of 1982, 370001 was again paired with full-length 370006. It was seen in this form at Preston on 23rd October (1), while other images have been found of what appears to be the same formation failed at Beattock (2), and passing Warrington (3). By this time the standard orange cantrail stripe was replacing the white band on power cars, but not on trailers, other than around the cab fronts.

Sources:  British Rail 1980s and 1990s  Gordon Woods   John Whitby (apt-p.com)

370001
22nd April 1983   Crewe

31259

ADB975630
Test Service
Car 8

48601

48101

Brake Van

Just to show that something happened in 1983, a movement between Crewe and Derby saw 370001 hauled by 31259.

Source:  hydey44

370001
Late March 1984   Old Dalby

47XXX

ADB975631
Test Service
Car 9

4900X

48204
RDB977527

48601

48101

In March 1984, TS number 48204 was modified at the Railway Technical Centre to be an unarticulated vehicle mounted on two independent bogies rather than sharing with adjacent vehicles. Given the number RDB977527 (though this was never carried in traffic), it was marshalled between the TBF and M vehicles, always (as far as is currently known) with 370001. An undated record of the set at the Old Dalby test track is presumed to be very early in the vehicle's testing program.

Source:  Martin Richmond

370001 & 370002
26th June 1984   Carlisle

48101

48601

48204
RDB977527

4900X

4900X

48605

48102

From at least late June of 1984, the modified TS 48204 and 370001 were paired with 370002.

Source:  Jim Nisbet

Time Travel
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From August 1984

By August 1984, a repaint from its somewhat scuffed 1983 appearance added a minor livery modification to 48101's nose end, with the 'APT' outline letters filled with red.

Sources:  Graham Williams  David Rostance

370001 & 370002
17th August 1984   Carnforth

48101

48601

48204
RDB977527

49005

49002

48605

48102

The same formation was still in operation in August of 1984, with powercars 49002 and 49005.

Source:  Graham Williams

Time Travel
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From March 1985

In March 1985, 48101 could be found back at Derby, with a minor change of appearance. Its light clusters now featured a yellow background in place of the previous grey – possibly new replacement units moulded in yellow but not painted?

Source:  Haydon Walker

370001
9th March 1985   Derby

48101

48601

49005

ADB975630
Test Service
Car 8

By March 1985, and without the modified TS 48204, the remaining two cars of 370001 plus power car 49005 could be found at Derby, presumably for overhaul, coupled to Test Service Car 8.

Source:  Haydon Walker

370001 & 370003
July 1985 to September 1985   Crewe

48101

48601

48204
RDB977527

49005

49002

48603

48404

48103

From July 1985, 001 was paired with regular three-car set 370003 surrounding power cars 49002 and 49005 for several months of further testing with modifed TS 48204.

Source:  Steven Allen

370001 & 370003
September 1985  

48101

48601

48204
RDB977527

49005

48603

48404

48103

A series of images dated 18th September shows the same pair at Crewe with two power cars (49002 and 49005) and also reversed with a single power car (49005). Of note in the latter formation, 49005 has been fitted with an observation dome and has instrumentation cables strapped to the pantograph, neither of which are visible in the other shots. Despite the identical weather, either a very rapid reformation, reversal and fitment of test equipment occurred on that date, or there may be a date discrepancy somewhere! Thanks to Simon Argyle for the eagle-eyed spot of the observation dome.

Sources:  Hugh Searle image series  Hugh Searle

370001 & 370006
Late 1985  

48101

48601

48204
RDB977527

4900X

48602

48106

Towards the end of 1985, 370001 is presumed to be the partner to 370006 on the TS 48204 test train noted on Shap.

Source:  peter

370001 & 370003
15th January 1986   Carlisle

48101

48601

48204
RDB977527

49006

49002

48603

48404

48103

Paired again with 370003 the pair continue to operate test trains with TS 48204.

Source:  Graham Knott

Time Travel
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From March 1986 to April 1986

The final change to 48101's appearance came in early 1986, with the application of a red stripe around the nose at the divide between yellow and grey. This was common to the operational units at Crewe during the final year or so of testing.

Source:  Yorkshire Rover

370001 & 370003
19th March 1986 to 2nd April 1986  

48101

48601

48204
RDB977527

49006

49002

48603

48404

48103

By March 1986, 370001 has gained a red stripe around the cab, as applied to all the operational units during the final year or so of testing (1). One of the last dates that 370001 is known to have operated is 2nd April 1986, where the unit was seen at Crewe with a decidedly dodgy tilt on the TBF (again) (2).

Sources:  Silverystreaks / Mark Lumley  Yorkshire Rover

370001
29th April 1986  

25138

48101

48601

48204
RDB977527

49005

The same tilt issue can be seen in an image of the unit being hauled by 25138, possibly to Derby for the last time (1), assumed to be taken shortly after the above sighting. Further evidence shows the unit at Derby in late April with 25190 in attendance on 29th.

Sources:  Dave Bowman  Mick Morris (apt-p.com)

370001
8th June 1986   Derby

48101

48601


48204
RDB977527

49005

The set was noted stored at Derby by the end of May (1). In June the other vehicle from the set, 48204, plus power car 49005 were outside the RTC (2). The unit was noted as a two-car set and also coupled to 48204 and 49005 at different times during this period.

Sources:  The Gang of 3  On Tour With the Class 13 Army

370001
23rd May 1987   Derby

48101

48601

48101 and 48601 were broken up in 1987 at Derby Litchurch Lane, recognisable by the red nose stripe on the DTS cabside and the lack of yellow first class stripe on the TBF. 49005 is behind the pair.

Source:  WesternSunset

 
370 002
Time Travel
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From 12th August 1978

48102 presented a very blank face at its first appearance, at an Open Day at Derby Works. Like 48101, 48102 also appeared without the small slots on the top of the nose, and for this event, no unit number under the nose. Again, black window frames and a very smooth finish around the horn grille.

Source:  Hugh Searle

370002
12th August 1978   Derby Open Day

48102

48202

48602

370002's first appearance at Derby Works saw it formed with DTS 48102, one intermediate trailer, TS 48202 and TBF 48602. This was the only Class 370 that ran as more than a two-car unit with all vehicles numbered for the unit, albeit only as a three-car set at this time! Like other early TBF vehicles, 48602 does not carry a yellow 'first class' stripe above the windows at this time.

Source:  Hugh Searle

370002 & 370001
1978   Derby

48602

48202

48102

48101

48206

48601

A prototype for everything! A series of photos taken at Derby show brand new units 370002 and 370001 coupled nose-to-nose while undergoing attention, probably before either rake took to the main line. (The actual formation of 370002 is unknown, but likely to be that shown.) The date is speculative, but the cleanliness of both sets suggests neither has been let out at this time.

Source:  John Walker (apt-p.com)

Time Travel
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From Early 1979 to February 1980

The next time 48102 becomes visible, in mid 1979, it has a unit number with very widely spaced numbers placed very low down, almost touching the nose-cone handle recesses. It has also received a duct-tape sticker probably related to the opening of the nose-cone doors, similar to that on 48101, but positioned a little lower down under the point of the nose. Unsurprisingly, this was lost later in the year, leaving a sticky-tape scar. It has also had the two small slots opened on the top side of the nose, above the light clusters. A rivet-counter detail here is that the leftmost slot, as you look directly at the cab, is in the standard position, slightly outboard of the left hand tail light, while the rightmost slot is slightly further inboard, almost directly above the rightmost tail light, making this nose cone unique – and traceable, as we'll see later.

Source:  David Russon

370002 & 370001
October 1979   Preston

48102

48202

48602

4900X

4900X

48601

48206

48101

By the middle of 1979 the unit was paired with 370001 and on test on the WCML, one such occasion witnessing a failure of the set at Preston in October 1979.

Source:  Colin Whitfield image series

370002 & 370001
1980   Lockerbie

48102

48202

48602

49001

4900X

48601

48206

48101

An unfortunate incident near Lockerbie with a lost pantograph carbon strip involved the pair along with power car 49001 and another unidentified.

Source:  walkerworkz image series

Time Travel
expand
From 7th June 1980

A unique variation was noted at Derby Works in June 1980, while 48102 was undergoing refurbishment, with the addition of white InterCityAPT branding to the nose top. This would not last into traffic, as 48102 would return with black window surrounds and black branding.

Feel free to time-travel back and forth to see the changes by tapping or hovering over the clocks under the cab front image – or compare with other units around the same time by hovering or tapping the cab front graphic.

Source:  Haydon Walker

370002
7th June 1980   Derby

48102

48202

48404

By May 1980, the set was noted back at Derby undergoing refurbishment. Although mounted on accommodation bogies (1), 48102 and 48202 were noted in June receiving attention with an unidentified TRSB vehicle (2).

Sources:  On Tour With the Class 13 Army  Haydon Walker

Time Travel
expand
From September 1980

Fresh from a repaint, 48102 gained a black mask window surround and black branding on the nose top. The unit number is now closely-spaced and centred in the under-nose space. The APT logo appears to be very slightly skewed downwards from the horizontal on the left of the 'C in InterCity'. The mask reaches quite high over the top of the windscreen – not as high as 48101, but higher than any of the other units. The bottom edge of the mask curves smoothly around at the bottom corners, and is very slightly lower down the nose at the mid-point than at the sides.

Source:  Colin Burnham

370002
23rd September 1980   Toton

W43000

ADB975631
Test Service
Car 9

48602

48506

48305

48404

48202

48102

For an unknown period in 1980, 370002 was a full-length six-car rake noted being hauled, away from the wires, by W43000. The numbers of the intermediate vehicles are based on entries in one of my own spotting books, having seen the rake at Crewe Works in 1981 (see below) – and making an assumption that the formation was not modified prior to that occasion. Nevertheless it's reasonable to assume that the TBF was 48602, and the TS is 48202, seen with 48102 in the overhaul photos previously listed. Of note is that 48404 later moved to set 370003. It's possible to speculate that, along with 005, 006 and 007, there was an intention to have four full-length sets available for service as two 14-car rakes, though whether this occurred is yet to be discovered. Following refurbishment, TBF 48602 was given its first class yellow stripe. There is currently no firm evidence to show the set operating in this form paired with another set, however there is tentative evidence to suggest that the set was in operation in late 1980 with 370005 – see the entry for 005 below on 3rd December 1980.

Source:  Colin Burnham

Time Travel
expand
From 6th June 1981

By June 1981 it had also been fitted with a rain strip directly under the windscreen.

Sources:  Gray Callaway  Paul Knight

370002
6th June 1981   Crewe Open Day

48102

48202

48404

48305

48506

48602

370002's next appearance in the digital record is at Crewe Works open day in June 1981, where it appeared again in full length form. This was the last time in the current record where the unit has more than two vehicles.

Source:  Gray Callaway

370002 & 370006
7th December 1981   Euston Launch

48102

48602

49002

49003

48606

48504

48306

48403

48205

48106

370002 as a two car formation had the dubious honour of being the short end of the infamous service launch train in December 1981, running from Euston to Glasgow and return, and falling foul of some travel-sick members of the press and then some bad weather. It was paired with full-length 370006.

Source:  74009

Time Travel
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From 17th February 1982

The final consequence of the horn grilles moulding working loose is seen here on 48102. It ran briefly in February 1982 in this condition before the hole was plated over.

Source:  Arnie Furness

370002 & 370001
17th February 1982 to 22nd February 1982   Preston

48102

48602

49002

48601

48101

Briefly, in February 1982 the unit was once again paired with 370001. The power car was noted elsewhere as 49002.

Source:  Arnie Furness

Time Travel
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From March 1982 to August 1982

Between March and August 1982, 48102's missing horn grille was covered with a crude plate with five holes drilled through it. Not to be confused with 48107 which also had a plate fitted, but with eight holes through it!

Source:  Colin Whitfield

370002 & 370006
March 1982   Hest Bank

48102

48602

49002

4900X

48606

48504

48306

48403

48205

48106

Between March and October 1982, 002 was reunited with full-length unit 006, operating with a variety of power car combinations. The set was noted at Hest Bank with power cars still fitted with Stone-Faiveley pantographs.

Source:  Colin Whitfield image series

370002 & 370006
March 1982  

48102

48602

4900X

4900X

48606

48504

48306

48403

48205

48106

For the detail-minded, the changeover between white and orange cantrail stripes on power cars was going on during this period!

 

370002 & 370006
14th April 1982   Nuneaton

47350

48102

48602

4900X

4900X

48606

48504

48306

48403

48205

48106

Something went wrong on 14th April! The set was rescued from Nuneaton by 47350.

Source:  Phil Lindsay (apt-p.com)

370002 & 370006
16th June 1982 to 24th August 1982  

48102

48602

49003

48606

48504

48306

48403

48205

48106

From June to August 1982, the pair ran with a single power car, 49003, easily identifiable by its nameplate.

Source:  Antony Guppy

370002 & 370006
15th October 1982 to 29th October 1982  

48102

48602

49005

49003

48606

48504

48306

48403

48205

48106

By October, 49003 had been joined by 49005.

Source:  steam60163

Time Travel
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From April 1984 to June 1985

48102 drops out of sight after October 1982, and things get a little confusing. In early 1983, 48106 spends some time running around with '370002' on its nose, and later in 1983, 370005 is running around with '370002' clearly visible under its unit number. So what was going on and will the real 370002 please stand up? The evidence suggests that when the three units 370002, 370005 and 370006 were being shortened from full length rakes, they had a three-way swap of their DTS/TBF pairings, with 48102 joining with 48606, 48105 inheriting 48602, and 48106 picking up 48605. Consequently 48106 was given the unit number 370002 when returned to traffic, perhaps following the convention of EMU brake vehicles defining the set number, however this was short-lived and reverted to carrying 370006 while staying with new partner 48602. In the meantime, 48102 donated its nose cone to 48105, and received a replacement by April 1984 when next recorded in traffic. So in a peculiar way, all three units became 370002 in some respect or other!

Of note, the new nose cone did not receive the APT branding, and the lower edge of the black window mask was somewhat uneven, with a noticeable downward droop in its lower edge left of the horn grille. The replacement nose cone also came fitted with yellow coloured light clusters, symmetrical small slots above the light clusters (when compared to 002's unique original asymmetrical arrangement), and a rivetted horn grille.

Source:  Sean Lancastle

370002 & 370005
16th April 1984   Crewe

48102

48605

4900X

48606

48105

Restating the above, in June 1983, 48106 from 370006 had its unit number adjusted to 370002, believed to have been paired with 48602 in a TBF-swap with 48102. While 48106 regained its unit number of 370006 after a short time, the vehicle swap remained in place. However, when 48102 returned to service in 1984 (running as 370002) it was paired with 48605, implying in turn that 48105 had been paired with 48606 in a three-way swap. Confirmation of these swaps doesn't arrive until later, but is assumed from this point on.

The first re-appearance of the 'real' 370002 (with a new nose cone) is in April 1984, paired with another two car set (not 370001 as the TBF has its first class stripe). Speculatively this is 370005 which was seen active in a similar formation around the same time.

Source:  Sean Lancastle

370002 & 370003
22nd May 1984   Euston

48102

48605

49002

48603

48404

48103

Starting a month later, in May 1984, 002 was paired with 370003 for a couple of months.

Source:  Pete Wilcox

370002 & 370003
2nd June 1984   Crewe Open Day

48102

48605

49002

48603

48404

48103

The same pair appeared at Crewe Works Open Day on 22nd June with 48605 in the formation, confirming the TBF swap.

Sources:  Haydon Walker  Railtec Models

370002 & 370001
26th June 1984 to 31st July 1984  

48102

48605

4900X

4900X

48204
RDB977527

48601

48101

From late June, 002 was once again paired with 370001 forming a test train with modified TS 48204 in the consist. This coach had been rebuilt in March 1984 as a non-articulated vehicle, fitted with two end bogies and marshalled between 48601 and the power cars.

Source:  Shawford Junction – Mark Bugler

370002 & 370001
17th August 1984   Preston

48102

48605

49002

49005

48204
RDB977527

48601

48101

Thanks to the capturing of a vision of the future (two APTs in adjacent platforms) at Preston in August 1984 (1), it's possible to confirm that 49002 and 49005 were the powercar pair at the time. The same power cars can be seen in a selection of images thought to have been taken around the same time on test. (2)

Sources:  Haydon Walker  R Hobson (apt-p.com)

370002 & 370005
30th April 1985 to 28th May 1985   Preston

48102

48605

49002

48606

48105

370002 drops out of sight until the end of April 1985, when it was paired with 370005 (although 005 was seen paired with an unidentified two-car set as early as January 1985, with 002 the most likely candidate). The set was recorded as comprising 48102 and 48605, reaffirming the three-way TFB swap, with DTS 48105 and TBF 48606 also in the consist. This is the last currently known operational record of 370002, the set being used for spares at Crewe Electric by November.

Sources:  Simeon Gaskell  Hugh Searle

370002 & 370005
17th August 1985   Wolverton Open Day

48102

48605

49002

48606

48105

The 002/005 pairing made an appearance at Wolverton Works open day on 17th August: probably the last public appearance of either set.

Source:  Mark Beal

370002
30th November 1985   Crewe ETD

48102

48605

Following the visit to Wolverton, 370002 was next visible stored at Crewe ETD in November.

Source:  Hugh Searle

370002 & 370007
June 1986   Tinsley

48102

48605

49001

49003

48607

48503

48303

48406

48201

48107

The final formation was an incongruous pairing with full-length 370007 and power cars 49001 and a now nameless 49003 (both facing the same way) for a one-way trip to Rotherham for scrapping. Thanks to Paul Sweetland for a correction on this formation!

Source:  Nigel Curtis (apt-p.com)

370002
30th June 1986   CFBooth

48102

48605

370002 became of a media sensation for a second time in its final moments, having been part of the passenger launch train in 1981, but this time the press had a field day reporting on the scrapping of the APT at C.F. Booth's in Rotherham.

Source:  John Turner image series

 
370 003
Time Travel
expand
From April 1979

When 48103 first appeared around April 1979, it had the standard full yellow end and black window frames that featured on all other members of the class when new. Unlike the first two units, the small nose-top slots were present from at least the first available photo. Widely spaced unit numbers were centred in the under-nose space, unlike 370002's lower position.

Source:  jetty - buns in black

370003
23rd April 1979   Preston, Crewe & Lancaster

48103

48204

48401

48501

48603

4900X

ADB975631
Test Service
Car 9

W43000

The earliest-dated photo of 370003 currently discovered is 23rd April 1979 at Preston, operating under electric power but with prototype HST power car W43000 and Test Service Car 9 forming the other end of the set (1). This was the longest set to run at the time, comprising five trailers and an unbranded power car. The trailers were DTS 48103, probably TS 48204 (as noted in the set the following year), TRSB 48401 (shown as allocated to the set in the 1980 RCTS Coaching Stock book, and also visible in a BTF film – see below – of note is that this vehicle was formed in 370005 by April 1980), probably TF 48501 (also part of the set the following year), and TBF 48603. Other images show what is believed to be the same formation at Crewe (2) and Lancaster (3) respectively, though the date of 1981 on the latter is thought to be inaccurate.

Sources:  Jetty - buns in black  Andy Louch   Colin Whitfield

Time Travel
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From May 1979

Within a very short space of time, around the end of April or May 1979, a crude sticker had been applied to the nose end, using chevron warning tape, presumably about the operation of the nose cone. On 48103 this was neatly positioned between the lights, and roughly in line with the light clusters.

Feel free to time-travel back and forth to see the changes by tapping or hovering over the clocks under the cab front image – or compare with other units around the same time by hovering or tapping the cab front graphic.

Source:  Colin Whitfield

370003
1st June 1979   Duffield

W43001

ADB975631
Test Service
Car 9

4900X

48603

48501

48401

48204

48103

What is believed to be the same set, albeit with a different HST power car, was noted passing Duffield on 1st June. Of note is that none of the vehicles carry yellow first class or red buffet car stripes above the windows. 370003 also features in a British Transport Films clip from 1979 as a five car set, which shows a close up of 48401 in the rake.

Sources:  John Wooley  Ruairidh MacVeigh (British Transport Films clip)

370003 & 370004
November 1979   Rugby

48103

48204

48501

48603

49003

48604

48104

Reduced to four cars and paired with a two-car 370004 by November 1979, an undated record shows the two sets together with power car 49003 still wearing its wrong-side APT logo. This was rectified by mid 1980.

Source:  Andy Beeley

370003 & 370004
7th November 1979 to 20th June 1980   Rainhill & beyond

48103

48204

48501

48603

49001

48604

48104

The pairing, first noted from the 003 end in February 1980 (1), and now with with power car 49001 undertook many test runs over the next eighteen months, until June 1981. One notable movement was the pair's participation in the Rainhill Cavalcade on 24th and 25th May 1980, propelled by 56077, after which it immediately resumed main line testing (2).

Sources:  Dave Felton  Haydon Walker

Time Travel
expand
From February 1980 to June 1980

By early 1980 the sticker had been lost, but the sticky residue from the tape left a long-lasting mark where it had once been. Remnants remained visible as late as June 1980. Also visible at this time were a series of holes just above the nose in the middle, similar to those on 48104, presumably from mounting of test equipment at some earlier point. These are clearly visible in some images, though appear to be filled in later images.

Sources:  RailPhotoPrints  Roy Jackson

Time Travel
expand
From August 1981

In August 1981, 48103 could be found fully masked-up in the works yard at Derby. The black window surround extends a few inches above the window frame, but not as high as that on 48102. The mask's lower edge curves in smoothly, with only the smallest of droops on the lower corners, and runs very straight across the top of the nose cone. No rain strip is yet fitted below the windscreen. New running numbers are closely-spaced and positioned slightly off-centre to the right when facing the front.

Source:  The Cycling Signalman

370003
August 1981   Derby Works

48103

370003 drops off the digital record for a period in late 1980, with DTS 48103 next being noted at Derby in August 1981. By this time it had received a black window surround, and was in the company of a long selection of unidentified trailer cars. However the slightly weathered appearance suggests it had been active (or left in the elements) for some time in its new livery.

Source:  The Cycling Signalman

Time Travel
expand
From 30th March 1982 to May 1985

A rain strip was fitted around March 1982.

Source:  roger5450

370003
30th March 1982   Sheffield

25036

ADB975631
Test Service
Car 9

48603

48404

48103

The next sighting of the unit is March 1982 at Sheffield, being hauled by a Class 25, and in a three-car set with TRSB 48404 between the DTS and TBF. It would retain this formation for the rest of its career – and beyond! Worth noting that the TBF never received its yellow 'first class' stripe above the windows, in common with 48601 in 370001.

Source:  roger5450

370003
4th September 1982   Derby Open Day

48103

48404

48603

Again the set seems to have dropped off the record for a few months, reappearing in September having been buffed up for Derby Works Open Day.

Source:  Nick Leverton

370003 & 370002
22nd May 1984   Euston

48103

48404

48603

49002

48605

48102

Once more a gap of several months before 370003 reappears for an extremely active few years. The next appearance is noted in May 1984, paired with also-recently-returned-to-traffic 370002.

Source:  Pete Wilcox

370003 & 370002
2nd June 1984   Crewe Open Day

48103

48404

48603

49002

48605

48102

The same set was called on to appear at the 1984 Crewe Works Open Day on 2nd June.

Sources:  themightyhood  Railtec Models

370003
12th July 1984   Leeds

40056

ADB975631
Test Service
Car 9

48603

48404

48103

In July 1984, 370003 was seen heading through Leeds hauled by a Class 40 (1), and bound for Heaton depot near Newcastle. Also at Heaton were 370006+370007, with the three sets destined for high-speed braking trials on the East Coast Main Line where the sets were propelled up to 90 or 100mph by a pair of Class 37s before being released to coast. 370003 can be seen in the background of a number of photos of Heaton depot taken around the time (2). The tests took place over three weeks from 16th July.

Sources:  James Rose  JrnyFan4Life84

370003
16th July 1984 to 3rd August 1984   Heaton

49003

ADB975631
Test Service
Car 9

48603

48404

48103

While at Heaton, the set ended up in an unusual formation with Test Service Car 9 and 49003 which had arrived with 370006 and 370007. This formation is on the left of the accompanying image, with 370007 stabled adjacent on the right.

Source:  Colin Anderson collection

370003 & 370006
16th July 1984 to 3rd August 1984  

48103

48404

48603

49003

4900X

48602

48106

37242

37132

An undated record shows what appears to be 370003, two power cars, and 370006 propelled by two Class 37s, suggesting that various formations were operated during the trials.

Source:  Norman Skinner (apt-p.com)

370003 & 370007
1st April 1985 to 3rd May 1985  

48103

48404

48603

49006

49003

48607

48503

48303

48406

48201

48107

For a period in April and May 1985, the set was paired with full-length rake 370007 and frequently seen with power cars 49003 and 49006. For the rivet counters, both 49003 and 49006 had Shields Road "leaping salmon" emblems applied in early 1985, retained at least for the duration of 003's operation with unit 007.

Sources:  Haydon Walker  Haydon Walker

370003 & 370001
3rd August 1985 to September 1985  

48103

48404

48603

49002

49005

48204
RDB977527

48601

48101

By mid 1985, attention was focussed on testing the non-articulated converted TS vehicle 48204 in set 370001. 370003 was paired with 370001 from at least August through to March 1986, with a variety of power cars.

Source:  Brian Allen

Time Travel
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From 18th September 1985 to 19th February 1986

By September 1985, 48103 had been fitted with yellow light clusters, replacing the grey ones carried since construction.

Source:  Hugh Searle

370003 & 370001
18th September 1985  

48103

48404

48603

49005

48204
RDB977527

48601

48101

A series of images dated 18th September shows the same pair at Crewe with two power cars (49002 and 49005) and also reversed with a single power car (49005). Of note in the latter formation, 49005 has been fitted with an observation dome and has instrumentation cables strapped to the pantograph, neither of which are visible in the other shots. Despite the identical weather, either a very rapid reformation, reversal and fitment of test equipment occurred on that date, or there may be a date discrepancy somewhere! Thanks to Simon Argyle for the eagle-eyed spot of the observation dome.

Source:  Hugh Searle

370003 & 370001
15th January 1986   Carlisle

48103

48404

48603

49002

49006

48204
RDB977527

48601

48101

Back with two powercars by January 1986 the pair continue to operate test trains with TS 48204.

Source:  Graham Knott

Time Travel
expand
From 19th March 1986 to November 1987

The last change to 48103's appearance came around March 1986 with the application of a red stripe around the nose, in common with the other units retained for the final months of testing.

Source:  Silverystreaks / Mark Lumley

370003 & 370001
19th March 1986  

48103

48404

48603

49002

49006

48204
RDB977527

48601

48101

By this date 370003 has gained a red stripe around the cab, as applied to all the units that were re-allocated to Crewe during the final year or so of testing.

Source:  Silverystreaks / Mark Lumley

370003 & 370006
23rd July 1986 to 18th September 1986   Carlisle & Preston

48103

48404

48603

49002

49006

48602

48106

The last ever APT-P formation was the pairing of 370003 with the two car set 370006 in mid-1986. The two were noted at Carlisle on 23rd July (1) and Preston on 18th September (2).

Sources:  dubdee  28years

370003 & 370006
15th November 1987  

48103

48404

48603

49002

49006

48602

48106

By November 1987 the pair were the only APT vehicles (aside from non-articulared TS 48204) to survive, and were parked withdrawn at Crewe ETD. Fortunately all seven vehicles can now be found across the tracks at Crewe Heritage Centre.

Source:  Hugh Searle

 
370 004
Time Travel
expand
From 22nd July 1979

An event at Derby RTC in July 1979 reveals 48104's first, short-lived face. As with all the other units, a full yellow end is applied, with black window frames. The unit number is vertically centred but very widely spaced and with a wide gap between class number and the sequence number. It may have been hand-painted, given the unusual proportions of the number 4. 48104 already has a nose-end sticker, affixed with chevron warning tape, and presumably providing instruction for the correct operation of the nose cone. It also has yellow release handles, which had, on all earlier units, been painted grey.

Source:  Keith Long

370004
Late July 1979  

W43000

ADB975631
Test Service
Car 9

48604

48502

48402

48104

The earliest digital record of 370004 currently available shows the set being hauled by W43000, in around July 1979. The set comprises four trailers with a TRSB as the second vehicle and an unknown TU or TF as the third (48402 and 48502 are included speculatively as vehicles shown allocated to the set in the 1980 RCTS Coaching Stock book). No photos currently allow more specific identification. The TBF is assumed to be 48604, as all the units initially ran with correctly paired DTS and TFB cars.

Source:  Tony Lower (apt-p.com)

Time Travel
expand
From 11th August 1979

Within less than a month, someone had clearly decreed that the unit number was not up to standard, and it had been re-applied in more closely spaced numerals, with a smaller gap between class and sequence numbers, and slightly lower down towards the handles.

Feel free to time-travel back and forth to see the changes by tapping or hovering over the clocks under the cab front image – or compare with other units around the same time by hovering or tapping the cab front graphic.

Source:  David Faircloth

370004
11th August 1979   Derby Open Day

48104

48402

48502

48604

The set appeared at Derby Works open day in August 1979. Common to the first four units when new, the buffet and first class vehicles had no above-window stripes applied.

Source:  Peter's Rail Pictures

Time Travel
expand
From 22nd September 1979 to April 1980

Just over a month later and two minor changes are apparent. The sticker has mostly peeled off leaving a scar (which gradually fades and is eventually cleaned off by April 1980), but several holes have appeared in the middle of the nose at the bottom of the yellow panel, similar to those on 48103, presumably from mounting test equipment in the preceding few weeks.

Source:  Gordon Edgar

370004
22nd September 1979   Crewe Open Day

48104

48402

48502

48604

49005

ADB975631
Test Service
Car 9

W43000

A month later it also appeared at Crewe Works Open Day on 22nd September complete with unbranded 49005, Test Service Car 9, and W43000.

Sources:  Gordon Edgar  ee20213   BR Open Days

370004 & 370003
November 1979   Rugby

48104

48604

49003

48603

48501

48204

48103

Reduced to two cars and paired with a four-car 370003 by November 1979, an undated record shows the two sets together with power car 49003 still wearing its wrong-side APT logo. This was rectified by mid 1980.

Source:  Andy Beeley

370004 & 370003
7th November 1979 to 20th June 1980   Stafford and Beyond

48104

48604

49001

48603

48501

48204

48103

With 49003 replaced by 49001, the set became one of the most photographed APT formations, first recorded from the 004 end in November 1979 (1). This pairing undertook many test runs over the next eighteen months, until June 1981. One notable movement was the pair's participation in the Rainhill Cavalcade on 24th and 25th May 1980, propelled by 56077 (2), following which it immediately returned to testing.

Sources:  Hugh Ballantyne  nigelmenzies

Time Travel
expand
From May 1980 to 1982

From May, when 48104 became probably the most photographed APT vehicle ever, due to its appearance at the Rainhill Cavalcade, evidence for the sticker had completely vanished, leaving a clean nose end. The holes may later have been treated with filler, but remained visible.

Sometime around 1981 or 1982, 48104 drops off the digital record as a working unit.

Source:  Peter's Rail Pictures

370004 & 370004
24th May 1980 to 25th May 1980   Rainhill

48104

48604

49001

48603

48501

48204

48103

56077

For completeness, here's the propelling formation from the Rainhill Cavalcade.

Source:  George Woods

370004 & 370003
June 1980   Carlisle

48104

48604

4900X

48603

48501

48204

48103

Two separate records dated June 1981 show 370004 paired with four-car 370003, although both of these show the unit in better paint condition than several of the earlier-dated images during its pairing with 001 (see below). Using paint condition as a guide for now, it is hypothesised that these both may actually be June 1980, before 004 took up pantograph test duties. (Additionally, by mid 1981, the four-car 370003 is believed to have been disbanded at Derby, with 48103 noted repainted but still stored in August.)

Sources:  David Hancox  Robert Gadsdon

370004 & 370001
25th July 1980 to 3rd November 1980   Stafford and Preston

48104

48604

4900X

48601

48206

48101

The following month the set was paired with the the three car set 370001 and a single power car, for trials of the first Brecknell-Willis High-Speed pantograph fitted to an APT-P. What is likely to be the same set was also observed in North Union Yard at Preston in November the same year.

Sources:  Neil Smith  Dave Felton

370004 & 370001
1981   Crewe Carriage Shed

48104

48604

4900X

48601

48206

48101

The same pairing was found parked inside Crewe Carriage Shed circa 1981 (1). A couple of photos suggest 370004 was operating as late as 1982 on the pantograph trials (2), however it's not clear whether these dates are accurate. One such image, dated July 1982, appears to show 004 paired with 370001 (the tilt issues resemble those visible in other photos of the pair in 1980 and 1981). However because by July 1982, set 001 had been refurbished and repainted, paired once again with 002, the date on this image is possibly erroneous, and perhaps more likely to be earlier. Nevertheless, for now these are the latest observations of 370004 in operation. It is believed that the unit returned to Derby after this time, but apparently never returned to traffic.

Sources:  Peter's Rail Pictures image series  Richard Billinge

Time Travel
expand
From 1983

A handful of images show 48104 being scrapped at Derby sometime in 1986 or 1987, and in those it is just about possible to discern an orange cantrail stripe running from the cabsides – not yet seen in any images of the set in traffic.

As far as can be ascertained, 48104 never received the black mask, branding or rain strip applied to the rest of the fleet, although the scrapping images show the cab window section already removed, so it remains possible the surround was applied but never observed away from Derby.

Source:  Darran Slater

370004
December 1983   Derby

48604

4850X

This final formation at present for 370004 is a bit of an odd one, as it only involves the TBF, seen in the APT yard at Derby articulated with an unidentified TF car (1) and possibly others. While other vehicles are mounted on accommodation bogies, the fully-articulated 48604 leads to a number of questions! Perhaps the most likely explanation is that it was added to one of the former full-length rakes as a convenient end vehicle for movement APT vehicles within the site at Derby. Also present is the forlorn looking DTS, 48101, which would later return to use on the modified TS test train in 1984, and another unidentified DTS. The final record for 370004 is of the DTS 48104 in a partly-scrapped state at Derby sometime in 1986 or 1987 (2). Thanks to Rob Latham at apt-p.com for his assistance in identifying vehicles in the images.

Sources:  Dennis Taylor image series (apt-p.com)  Darran Slater (apt-p.com)

 
370 005
Time Travel
expand
From October 1979

This first image for 48105 is speculative. The first photograph available at present shows the cab with a full yellow end, and orange cantrail stripe – however sister DTS 48106 is known to have had the white stripe for a very brief time before having it replaced with orange, so the supposition is not without some merit. As for the other details, as usual the full yellow end and black window frames are present, the unit number is centred under the lights with a standard gap between class and sequence numbers, and the nose-cone handles are yellow. And for later reference, the small slots above the lights are symmetrically placed.

 

Time Travel
expand
From 31st October 1979

On 31st October 1979, 48105 was on display at Derby for a visit by Chairman Hua of China, with orange cantrail stripe, but otherwise unchanged from its as-built condition. The unit was in this condition when it was involved in the high-speed derailment at Yealand, north of Carnforth in April 1980.

Feel free to time-travel back and forth to see the changes by tapping or hovering over the clocks under the cab front image – or compare with other units around the same time by hovering or tapping the cab front graphic.

Source:  Andrew Ronaldson

370005
31st October 1979   Derby Works

48105

48X0X

48X0X

4860X

Perhaps not really a formation as such, but on 31st October 1979, DTS 48105 was at the head of three unidentified trailers on display at Derby for a visit by Chairman Hua of China. The fourth vehicle appears to be a TBF.

Source:  Andrew Ronaldson (apt-p.com)

370005 & 370001
18th April 1980   Yealand Derailment

48105

48203

48401

48304

48505

48605

49004

48601

48206

48101

370005 had the honour of being the first first full-length half-set to be recorded in operation so far, and the only one known to have done so with the full-yellow driving cab. The consist shown here is likely to be correct as the six-car trailer rakes do not seem to have had articulated trailers swapped around during their operational lives. The earliest current record of 370005 in operation pairs it with 370001 and one power car in April 1980. The pair were undertaking a VIP run from Glasgow on 18th when an axle between TS 48203 and the TRSB of unit 005 failed, derailing at speed near Yealand (1)(3). The train remained upright and was able to be moved to Carnforth. An account is available on the Carnforth Station website (2). Of note, the whole rake was fitted with flexible fabric sheets covering the gaps between vehicles. These can often be seen billowing in publicity shots of the train at speed.

Sources:  Peter Smith  Carnforth Station   Allan Hodges (apt-p.com)

Time Travel
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From July 1980 to May 1983

By July 1980, 48105, along with 48106, became the first of the class to receive the wrap-around black window surrounds and APT branding on the nose. The mask extends no more than a couple of inches above the windscreen frame and has noticeable droops to the lower corner curves as the line comes around from the sides, when seen from head on. The lower edge of the mask runs quite close to the top of the nose cone, and no rain strip has been fitted below the windscreen.

Source:  Steve Wakefield

370005 & 370006
Around 28th July 1980 to October 1980   Preston & Carnforth / WCML

48105

48203

48401

48304

48505

48605

49004

49002

48606

48504

48306

48403

48205

48106

Although vehicles were constructed to allow all six units to be formed into six-car half-sets, and run in pairs either side of two power cars, current evidence suggests that this only happened for a very short period. 370005 was paired with full-length 370006 and power cars 49004 and 49002, and ran as a full 14-car set from around July 1980. British Rail made extensive publicity using the full length train, with numerous well-known photos being taken, and helicopter-chase footage filmed along the northern West Coast Main Line.

Sources:  BR  Andy P.   Dave Felton

370005 & 370002
3rd December 1980   Euston

48105

48203

48401

48304

48505

48605

4900X

4900X

48602

48506

48305

48404

48202

48102

This formation is tentative and based on a number of linked assumptions. While the date, time and unit 005 are certain, the identity of the second unit is less so. Assumption No.1 is that all six buffet cars had different colour trim, to test public reaction. Assumption No. 2 is that the red buffet car in the series of images of this train's interior is 48404 (now preserved at Crewe), while the orange one is 48401 in unit 005. Assumption No. 3 is that 48404 was, in 1980, formed in 370002, which is supported by observations from the following year. If these assumptions are sound, this is currently the only evidence of 370002 operating as a full length set, and also the only record of 370005 operating with a full length set other than 370006.

Source:  John Batts (The Transport Treasury)

Time Travel
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From June 1983 to 17th August 1985

For reasons unknown, from June 1983, 48105 was carrying the nose cone previously carried by 48102. Three features give this away: firstly the crudely over-painted '5' of the unit number, with the original '2' still clearly visible beneath it; secondly the asymmetrical slots above the lights that were a unique feature of 48102 shortly after construction; thirdly the slight skew of the APT brand logo previously seen on 48102. A consequence of the change is that the lower edge of the window mask was reshaped, no-longer featuring droops at the lower corners, and running straight across the top of the cone, lower than previously, and almost level with the top of the horn grille frame. A rain strip was also fitted around this time.

Source:  Neville Welling

370005 & 370006
9th June 1983   Harrow

48105

48606

49003

48602

48106

After the full-length adventure, 370005 disappears from the digital record for nearly three years, reappearing as a two car set in mid 1983. In what is thought to be a three-way swap of TBFs, 48105 appears to have been paired with 48606, while former 005 TBF 48605 was now with 48102 in 370002. At this time 370005 was paired again with 370006, also shortened to two cars (believed to be formed 48106 and 48602, and carrying the unit number 370002 temporarily), and used for testing.

Source:  Antony Guppy

370005 & 370006
14th July 1983   Carlisle

48105

48606

49002

49005

48602

48106

In July the pair was noted with 49002 in place of 49003, but with 49005 added to the formation.

Source:  Christopher Wilson

370005 & 370006
August 1983 to October 1983  

48105

48606

49003

49005

48602

48106

By August, 49003 had returned and in October 1983 the shortened unit was used for high-speed pantograph and overhead line testing south of Beattock, running at over 150mph on several occasions. Details and photographs of the testing are provided by Dave Coxon on his traintesting.com site.

Source:  Dave Coxon

370005 & 370007
May 1984 to June 1984  

48105

48606

49003

4900X

48607

48503

48303

48406

48201

48107

In May and June 1984, 370005 was paired with full-length unit 370007, noted at Berkhamsted and Tring on 8th June.

Source:  Frank Struben image series

370005 & 370002
February 1985 to April 1985  

48105

48606

49002

48605

48102

Between January and April 1985, 005 was again paired with another two-car set and a single power car, most likely 370002 which it was noted paired with in May, as the other candidate 370001 was noted at Derby around this time. The set was noted passing Tring on 19th February, and Crewe exactly a month later.

Sources:  The Cycling Signalman  Kevin Whitehurst

370005 & 370002
30th April 1985 to 28th May 1985   Preston

48105

48606

49002

48605

48102

005 and 002 were noted at Preston in May 1985, re-confirming the TBF swap mentioned above.

Source:  Simeon Gaskell

370005 & 370002
11th August 1985 to 17th August 1985   Wolverton Open Day

48105

48606

49002

48605

48102

370005 was next noted on 11th August on test (1) (almost certainly with 002) before the final currently known appearance of 005 before storage, again with 002 at Wolverton Works Open Day on 17th August 1985 (2).

Sources:  Peter O'Brien  Gordon Edgar

370005
27th February 1987 to 28th March 1987   Crewe ETD

48105

48606

During 1986, 370005 became a spare parts donor for the remaining active fleet. The last view currently available record of 370005 before it was moved to Derby for scrapping was on 27th February 1987 at Crewe ETD (1), though other sightings have it still present at the end of March. It was scrapped in the company of 370001 at Derby later in the year (2).

Sources:  Nick Drew  WesternSunset

 
370 006
Time Travel
expand
From October 1979

No online images discovered thus far cover the earliest few months of 48106's life, however a printed image at Derby on 18th October 1979, shows the standard 'as new' appearance of full yellow ends, black window frames, and white cantrail stripe. Unit numbers are centred with a standard gap between class and sequence numbers, and the leading 3 slightly smaller and raised a little off line.

Source:  C. Burnham, in British Rail Fleet Survey 5: High Speed Trains, by Brian Haresnape (Ian Allan).

Time Travel
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From 27th April 1980

By 27th April 1980, the white cant rail stripe had been replaced by orange. Again, no online images have yet been found covering this period, but one is available in print.

Feel free to time-travel back and forth to see the changes by tapping or hovering over the clocks under the cab front image – or compare with other units around the same time by hovering or tapping the cab front graphic.

Source:  Rex Kennedy, in Diesels And Electrics On Shed: Volume Four – Scottish Region (OPC).

Time Travel
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From 28th July 1980

By July 1980, 48106, along with 48105, became the first of the class to receive the wrap-around black window surrounds and APT branding on the nose. On 48106 the mask goes no higher than the top of the windscreen frame, making it the lowest of the six. The bottom corner curves have noticeable droops as the line comes around from the sides, when seen from head on. The lower edge of the mask runs parallel to the top of the nose cone section, but a little further from it than seen on 48105. No rain strip has been fitted below the windscreen.

Source:  Dave Felton

370006 & 370005
Around 28th July 1980 to October 1980   Preston & Carnforth / WCML

48106

48205

48403

48306

48504

48606

49002

49004

48605

48505

48304

48401

48203

48105

370006 was the second full-length rake to see operation. Although vehicles were constructed to allow all six units to be formed into six-car half-sets, and run in pairs either side of with two power cars, current evidence suggests that this only happened for a very short period. 370006 was paired with full-length 370005 and power cars 49002 and 49004, and ran as a full 14-car set from around July 1980 (1)(3). British Rail made extensive publicity using the full length train, with numerous well-known photos being taken, and helicopter-chase footage filmed along the northern WCML (2). Of note, the whole rake was fitted with flexible fabric sheets covering the gaps between vehicles. These can often be seen billowing in publicity shots of the train at speed.

Sources:  Dave Felton  BR   Andy P. image series

370006 & 370007
August 1981   Preston

48106

48205

48403

48306

48504

48606

4900X

48607

48503

48303

48406

48201

48107

006 next makes an appearance at Glasgow Works open day in June 1981 (1), before being partnered with the third full-length rake, 370007 in August (2)(3). This time, however, it appears that the units were accompanied by only one power car.

Sources:  Bruce Galloway  Dave Felton   Dave Felton

370006 & 370007
1981   Abington & Elvanfoot

48106

48205

48403

48306

48504

48606

4900X

4900X

48607

48503

48303

48406

48201

48107

Another series of images dated 1981, possibly around the same time, shows the same pairing with two power cars.

Source:  Max Fowler (apt-p.com)

370006 & 370001
19th October 1981 to 29th October 1981   Preston

48106

48205

48403

48306

48504

48606

49006

48601

48101

In October 1981 006 was paired with power car 49006 and 370001 and noted at Preston on 23rd and 29th. Additionally this set is featured in the BBC Horizon documentary 'Race Against Time' broadcast in December 1981 which charts the unit between 19th and 23rd October (with thanks to Adrian Wheeler for the tip-off!).

Sources:  British Rail 1980s and 1990s  Vincent

Time Travel
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From December 1981

The rain strip appears by 1st December 1981, having not been present on October 29th.

Sources:  Getty Images  Vincent

370006 & 370002
7th December 1981   Euston Launch

48106

48205

48403

48306

48504

48606

49003

49002

48602

48102

In December 370006 became the centre of media attention, along with two-car 370002 and two power cars, forming the official first passenger carrying APT-P service.

Source:  74009

370006 & 370002
March 1982   Hest Bank

48106

48205

48403

48306

48504

48606

4900X

49002

48602

48102

Over the next several months 006 and 002 remained paired, with a variety of power car combinations. The pair were noted at Hest Bank unusually with the frontmost pantograph raised.

Source:  RailPhotoPrints image series

370006 & 370002
March 1982   Watford

48106

48205

48403

48306

48504

48606

4900X

4900X

48602

48102

An undated record shows 006 with what's very likely to be 370002 sometime in 1982 (judging by the relatively good state of 48106's paintwork), but with a Brecknell-Willis pantograph-fitted power car in the formation.

Source:  Antony Guppy

370006 & 370002
March 1982   Watford

48106

48205

48403

48306

48504

48606

4900X

4900X

48602

48102

In early June the power cars were again Stone-Faiveley-fitted.

Source:  robertcwp

370006 & 370002
16th June 1982 to 24th August 1982   Banbury Lane

48106

48205

48403

48306

48504

48606

49003

48602

48102

Between June and August the pair were noted with a single power car in the shape of 49003.

Source:  Antony Guppy

370006 & 370002
15th October 1982 to 29th October 1982  

48106

48205

48403

48306

48504

48606

49003

49005

48602

48102

October saw the set reformed with two power cars.

Source:  steam60163

370006
17th March 1983   Glasgow-Skipton-Keighley-Hunslet-Derby

40XXX

ADB975630
Test Service
Car 8

48606

48504

48306

48403

48205

48106

Brake Van

The last known movement of 370006 as a full six-car rake is a move from Glasgow Shields Road to Derby over 16/17th March 1983. Haulage was a Class 40.

Source:  Paul Colbeck (apt-p.com)

Time Travel
expand
From June 1983

In June 1983 things get complicated as 48106 gains the unit number 370002 courtesy of a hand-painted '2' over the still clearly visible '6'. At the same time, the InterCityAPT brand logo is replaced with an all-black alternative which appears to be standard Rail Alphabet characters overlapping slightly, rather than the integrated rounded characters with outline arrow and 'APT' used in the official logo. This alteration, and in particular the black double-arrow, are unique to 48106. The unit number change is thought to have been the result of a swapping of TBF cars between this unit, 370002 and 370005, with 48106 being paired with 48602. As the convention was to number electric multiple units after their brake vehicles, it's hypothesised that this occurred with 48106. However both 48102 and 48105 returned to traffic later retaining their 002 and 005 unit numbers respectively, despite the mis-matched TBFs, and 48106 regained the unit number 370006 after a few months, while retaining TBF 48602.

Source:  Antony Guppy

370006 & 370005
9th June 1983  

48106

48602

49003

48606

48105

By 1983 both 370006 and sister full-length set 370005 were disbanded, and in the process TBF vehicles are swapped around between these sets and 002, leaving 007 as the only full length rake in use. In June 1983, 370006 reappears, reformed as a two car set comprising 48106 and 48602, previously from 370002. Possibly as a result of this, 48106's unit number is amended to 370002, and runs with this alteration until unit number 370006 is restored in October. During this period, 006 is paired with 005 and 49003 in a short 'Hornby' formation.

Sources:  Antony Guppy  Pauline McKenna   74009

370006 & 370005
August 1983 to October 1983   Northern WCML

48106

48602

49005

49003

48606

48105

From August 1983 the pair (with 006 running as 002) had a second power car added, making a very powerful short set. This formation was put to use on high-speed pantograph and overhead line testing work south of Beattock during October, running at over 150mph on several occasions. Dave Coxon provides details and photographs of the testing on traintesting.com (1). The same unit was also noted at other locations (2).

Sources:  Dave Coxon  Simeon Gaskell

Time Travel
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From October 1983 to 17th September 1984

By October 1983, after only a few months running as 370002, 48106 had reverted to carrying 370006, though was still paired with TBF 48602 – perhaps in the case of the APT, operating staff preferred the unit numbers to reflect the driving car.

Source:  Dave Coxon

370006 & 370007
March 1984 to April 1984  

48106

48602

49003

49006

48607

48503

48303

48406

48201

48107

During March and April 1984, 006 was paired once again with full-length 370007 in preparation for a quiet return to public service. Noted on 16th March at Euston, power cars were 49003 and 49006.

Sources:  Keith Long  Haydon Walker

370006 & 370007
Around April 1984  

48106

48602

49003

48607

48503

48303

48406

48201

48107

For a short period around the start of April, the same pair ran with just 49003 as power. Though undated, cross-referencing the front-end bird-strikes, paint chips and other weathering details suggest a date of early April.

Source:  first-class-rail

370006
5th May 1984   Rothersthorpe Services

48205

Not really a formation as such, but perhaps inspiration for a modelling project: 48205, previously in 370006, already missing doors and half its seats, spotted on road transport near Northampton in May 1984. Where was it going, and what for? One might speculate it was being moved to Willesden/Wembley to act as a source of spares ahead of service reintroduction later the same year, or indeed returning from there to Derby.

Source:  G H Taylor

370006 & 370007
16th July 1984   Heaton

48106

48602

49003

49001

48607

48503

48303

48406

48201

48107

An interesting event took place over a three week period from 16th July 1984 when 370006 was again paired with 370007 and hauled to Heaton depot in Newcastle for overnight braking trials on the non-electrified East Coast Main Line where the set was propelled up to 100mph and released. Also present at Heaton for the trials was 370003. Arriving with two power cars (1), the pair was also noted on depot with 49003 removed (2), and also split into separate sets during the period. Notably, 48106's nose cone appears to have been removed for the duration of the trials.

Sources:  Brian Grey  RobT653

370006 & 370003
16th July 1984 to 3rd August 1984  

37132

37242

48106

48602

49003

49001

48603

48404

48103

An undated record shows what appears to be two Class 37s propelling 370006, two power cars, and 370003, suggesting that various formations were operated during the trials.

Source:  Norman Skinner (apt-p.com)

370006 & 370007
16th July 1984 to 3rd August 1984  

37132

37242

48106

48602

4900X

48607

48503

48303

48406

48201

48107

A further undated record appears to shows the 006/007 combination with a single power car being propelled by the 37s.

Source:  Ian Britton (apt-p.com)

370006 & 370007
August 1984 to Late September 1984   Euston-Preston-Carlisle-Glasgow

48106

48602

49003

49001

48607

48503

48303

48406

48201

48107

During August 1984 the Heaton pair resumed public service between Glasgow and London, together with 49001 and 49003. The set was noted in use on 17th August (1), where it encountered 370001/370002 at Preston, and again at Carlisle on 17th September (2).

Sources:  Haydon Walker  Dave McDigital

370006 & 370007
November 1984  

48106

48602

49006

49001

48607

48503

48303

48406

48201

48107

By November 49006 had replaced 49003 (the date has been estimated from the condition of the two DTS cars, cross-referenced with other dated photos).

Source:  Keith Till (apt-p.com)

370006 & 370007
14th December 1984 to 21st December 1984   Linslade

48106

48602

49006

49003

48607

48503

48303

48406

48201

48107

By mid December, 49003 had returned to the rake, displacing 49001, with both 49003 and 49006 receiving Shields Road "leaping salmon" emblems. These were retained until the end of APT operations from the Glasgow depot in late 1985.

Source:  John Tolson

Time Travel
expand
From 30th November 1985

370006 drops off the digital record for nearly 12 months, but by the end of November 1985, around the time it was added to the roster for the final year of testing, 48106 received yellow light clusters in place of the previous grey.

Source:  Paul Williams

370006 & 370005
30th November 1985   Crewe ETD

48106

48602

4900X

48606

48105

By November 1985, 370006 was stored at Crewe ETD. The leftmost unit in the first source photo on 30th November is believed to be 370006, back-to-back with an unknown power car and two car set, which by process of elimination is likely to be 370005, with 370002 on the right.

Source:  Hugh Searle

370006
30th November 1985   Crewe ETD

48106

48602

On the same day after some shunting the set was parked separated from the other unit. Later in December, however, 370006 would get a further lease of life.

Source:  Paul Williams

Time Travel
expand
From Late 1985

A possibly very short-lived variation as 48106 returned to use on test trains – it appears that the depot staff at Crewe started to add their trademark red stripe while the unit had its nose cone raised, and didn't have time to finish the job before the set was pressed into use.

Source:  Peter

370006 & 370001
Late 1985  

48106

48602

4900X

48204
RDB977527

48601

48101

By late 1985 or early 1986 370006 returned to action paired with the non-articulated TS 48204 and what is presumed to be 370001.

Source:  Peter

Time Travel
expand
From July 1986 to November 1987

The temporary half-striped finish was replaced in 1986 by a fresh coat of paint on the yellow ends, and a red infill on the 'APT', similar to that carried by 48101.

Source:  28years

370006 & 370003
5th August 1986  

48106

48602

49006

49002

48603

48404

48103

From at least July to September 1986, 370006 and three-car 370003 became the final APT formation in operation. Of note, the TBF 48602 lost its yellow first-class stripe again around this time, returning to its original condition.

Sources:  dubdee  Tiptree Jon   28years

370006 & 370003
15th November 1987  

48106

48602

49006

49002

48603

48404

48103

By November 1987 the pair were the only APT vehicles (aside from non-articulated TS 48204 at Derby) to survive, and were parked withdrawn at Crewe ETD. Fortunately all seven vehicles can now be found across the tracks at Crewe Heritage Centre.

Source:  Hugh Searle

 
370 007
Time Travel
expand
From 11th August 1979

Like the main fleet, the supposed 'spare' DTS, 48107, began with a full yellow end, black window frames, and white cantrail stripe. The unit number appears to be in the slightly heavier version of Rail Alphabet and, like many of the other units, appears to have been hand painted.

Source:  Rail-Online

Time Travel
expand
From 8th July 1980

In addition to quickly gaining an orange cantrail stripe 48107 was the recipient of a unique livery variation for a short time in 1980, when it received the standard APT brand logo in black on the nose, but without the associated black mask window surrounds. With this appearance it attended a Fellowship of Engineering event at the London Transport depot in Ruislip.

Feel free to time-travel back and forth to see the changes by tapping or hovering over the clocks under the cab front image – or compare with other units around the same time by hovering or tapping the cab front graphic.

Sources:  Martin Higginson, in British Electric Trains In Camera by Brian Glover (Ian Allan)  Nick

370007
Around 9th July 1980   Ruislip

47008

48107

48201

48406

48303

48503

48607

ADB975631
Test Service
Car 9

On 9th July 1980 the Fellowship of Engineering held an event at the London Transport depot in Ruislip. 370007, formed as a full six car set with intermediate trailers from a variety of other intended units, was in attendance. According to a report in APT: A Promise Unfulfilled by Hugh Williams, it was hauled to and from the event by a HST power car from 253020, however other reports of the unit's travel to the Underground depot have the motive power somewhat more mundane, in the form of a Class 47 outbound and Class 25 return (below). 007 was the third full-length unit formed, and uniquely remained a six car set all the way to the scrapyard in 1986 – a possible irony, considering that the DTS and TBF were built as spares! Of note, the whole rake was fitted with flexible fabric sheets covering the gaps between vehicles, but these appear to have been removed by mid-1981.

Source:  David Coles (apt-p.com)

370007
10th July 1980   Ruislip

25XXX

ADB975631
Test Service
Car 9

48607

48503

48303

48406

48201

48107

The return move from Ruislip LT depot was in the hands of a Class 25.

Sources:  Nick  Stephen Fisher (apt-p.com)

Time Travel
expand
From 6th September 1980

Continuing its exhibition role, 48107 next appeared at Derby Works open day in September 1980, now with full mask applied. This extended above the windscreen by a few inches – slightly more than 48105, and about the same as 48102. The lower edge curves in smoothly from the sides, without lower corner droops, and runs almost straight across the top of the nose cone, not curving slightly to parallel the top of the section as on 48105 and 48106.

Source:  Gary Thornton

370007
6th September 1980   Derby Open Day

48107

48201

48406

48303

48503

48607

Shortly afterwards, and with the addition of black window surrounds, the new set also attended Derby Works open day on 6th September.

Source:  Haydon Walker

370007 & 370006
August 1981   Preston

48107

48201

48406

48303

48503

48607

4900X

48606

48504

48306

48403

48205

48106

The first known operation of 370007 was noted in August 1981, paired with the six-car 370006 and a single power car, making a 13-vehicle rake.

Source:  Dave Felton

370007 & 370006
1981   Abington & Elvanfoot

48107

48201

48406

48303

48503

48607

4900X

4900X

48606

48504

48306

48403

48205

48106

Another series of images dated 1981, possibly around the same time, shows the same pairing with two power cars.

Source:  Max Fowler (apt-p.com)

370007 & 370001
20th September 1981   Old Oak Common Open Day

48107

48201

48406

48303

48503

48607

49002

48601

48101

In the run up to the public launch of services 370007 was paired with a two-car 370001 and power car 49002 (1). On 20th September the same pair appeared at Old Oak Common open day (2).

Sources:  Frank Struben  Paul Rowlatt (apt-p.com)

370007 & 37000?
1982  

48107

48201

48406

48303

48503

48607

4900X

4860X

4810X

There is not a lot of photographic coverage of the unit In 1982, but on at least two occasions around this period, 007 was again paired with a single power car and an unidentified two-car set.

Source:  Richard Hugo

370007 & 37000?
July 1982  

48107

48201

48406

48303

48503

48607

4900X

4860X

4810X

A similar set was noted on 30th July 1982.

Source:  Haydon Walker

Time Travel
expand
From 30th July 1982 to 28th November 1983

Some time before the end of July 1982, the rain strip was added below the windscreen wiper.

Source:  Haydon Walker

370007 & 37000?
25th November 1983  

48107

48201

48406

48303

48503

48607

4900X

4900X

4860X

4810X

The only current record of activity in 1983 shows the set paired with a two car unit and (probably) two power cars.

Source:  Steve C Boreham

Time Travel
expand
From March 1984 to 3rd May 1985

The final change to 48107's appearance (aside from the indignity of being stripped of its nose cone and other parts at Crewe in 1986) was the replacement of the horn grille with a rivetted panel with eight holes in it, similar to 48102's temporary five-holed panel. This was a distinguishing feature of 48107 for the remainder of its operational life.

Source:  Keith Long

370007 & 370006
16th March 1984 to 6th April 1984   Euston, Wolverton and Kendal

48107

48201

48406

48303

48503

48607

49006

49003

48602

48106

While 1983 is sparsely represented in online digital evidence, 1984 was to be 370007's big year, as the only full-length set in operation. Paired with a shortened and reformed 370006, the unit was used from March on proving runs ahead of a re-entry to public service.

Sources:  Keith Long  Haydon Walker   Tony Woof

370007
7th April 1984   Shields Road

86217

48107

48201

48406

48303

48503

48607

86217 was spotted shunting unit 007 at Shields Road - possibly during the removal of 49006 - a very rare instance of an AC electric coupled to a Class 370!

Source:  Haydon Walker

370007 & 370006
Around April 1984  

48107

48201

48406

48303

48503

48607

49003

48602

48106

Though undated, cross-referencing the front-end paint chips, bird-strikes and other weathering details suggest a date of early April for an image of 370007 and 370006 running with 49003 as sole traction.

Source:  first-class-rail

370007 & 370005
8th June 1984   Tring and Greenholme

48107

48201

48406

48303

48503

48607

4900X

49003

48606

48105

In early June the set was paired with shortened and re-formed 370005.

Sources:  Frank Struben  Bill Watson

370007 & 370006
16th July 1984 to 3rd August 1984   Heaton

48107

48201

48406

48303

48503

48607

49001

49003

48602

48106

An interesting event took place over three weeks from 16th July 1984 when 370007 was again paired with 370006 and hauled to Heaton depot in Newcastle for overnight braking trials on the unelectrified East Coast Main Line where the set was propelled up to 100mph and released. Also present at Heaton was 370003. The complete set arrived with two power cars.

Source:  Brian Grey

370007 & 370006
16th July 1984 to 3rd August 1984   Heaton

48107

48201

48406

48303

48503

48607

49001

48602

48106

The pair was also noted on depot with 49003 removed.

Source:  RobT653

370007
16th July 1984 to 3rd August 1984   Heaton

48107

48201

48406

48303

48503

48607

49001

It was also split into a half-rake while stabled.

Source:  Colin Anderson collection

370007 & 370006
16th July 1984 to 3rd August 1984  

48107

48201

48406

48303

48503

48607

49001

48602

48106

37242

37132

An undated record appears to shows the 007/006 combination with a single power car being propelled by the 37s.

Source:  Ian Britton (apt-p.com)

370007 & 370006
28th July 1984  

48107

48201

48406

48303

48503

48607

49001

49003

48602

48106

37250

37132

One more from the ECML propelling tests, noted with 37132 and 37250, and what looks like both power cars between 370007 and 370006.

Source:  Peter Robinson

370007 & 370006
August 1984 to Late September 1984   Euston-Preston-Carlisle-Glasgow

48107

48201

48406

48303

48503

48607

49001

49003

48602

48106

Following the ECML foray, 007 and 006 returned to passenger service in August and September 1984, operating a relief Glasgow-London service. Power cars were reported as 49001 and 49003. It was noted, for example, at Preston on 17th August (1), alongside 370002/370001 on a test train, and again at Euston on 24th (2).

Sources:  Haydon Walker  NightRail

370007 & 370006
November 1984  

48107

48201

48406

48303

48503

48607

49001

49006

48602

48106

By November 49006 had replaced 49003 (the date has been estimated from the condition of the two DTS cars, cross-referenced with other dated photos).

Source:  Keith Till (apt-p.com)

370007 & 370006
14th December 1984 to 21st December 1984   Linslade & Preston

48107

48201

48406

48303

48503

48607

49003

49006

48602

48106

By mid December, 49003 had returned to the rake, displacing 49001, with both 49003 and 49006 receiving Shields Road "leaping salmon" emblems. These were retained until the end of APT operations from the Glasgow depot in late 1985.

Sources:  John Tolson  Leo Pomfret

370007 & 370003
3rd February 1985   Thornaby

48107

48201

48406

48303

48503

48607

49003

48603

48404

48103

On 3rd February 1985, full-length 370007 and three-car 370003, together with power car 49003 were recorded at Thornaby. Of the source photos, the left hand image seems to be of the formation described, while the right one appears to show a two-car set, so is likely to have been a different occasion.

Source:  John Wyldbore (apt-p.com)

370007 & 370003
3rd March 1985 to 3rd May 1985  

48107

48201

48406

48303

48503

48607

49003

49006

48603

48404

48103

The same pairing, with 49006 re-added to the rake, continued to be operational during March through May 1985. On 3rd March it ran to Finnieston via Glasgow Central Low Level in connection with the opening of the Scottish Exhibition Centre (1). The set was also noted at Wolverton on 1st April (2), and at Glasgow Central on 3rd May (3). This is the latest report currently available of 370007 in operation.

Sources:  spannerman37025  Haydon Walker   Haydon Walker

370007
November 1985   Crewe ETD

48107

48201

48406

48303

48503

48607

Following withdrawal earlier in 1985, 370007 was stored at Crewe ETD and stripped for spares. Minus its nose cone, the six car rake remained intact and numerous photos online show it stored on the depot. DTS 48107 was recorded in a somewhat dilapidated state on 16th November.

Source:  Haydon Walker

370007 & 370002
July 1986   Tinsley

48107

48201

48406

48303

48503

48607

49003

49001

48605

48102

The final formation was an incongruous pairing with two-car 370002 and power cars 49001 and a now nameless 49003 (both facing the same way) for a one-way trip to Rotherham for scrapping. The formation was noted at Tinsley on its last journey. Thanks to Paul Sweetland for a correction on this formation!

Source:  Nigel Curtis (apt-p.com)

370007
6th July 1986   CFBooth

48107

48201

48406

48303

48503

48607

Sticking together to the end, 370007 was dismantled still in its six-car formation at C.F.Booth during July and August 1985.

Source:  Hugh Searle

 
Unaccounted-For Vehicles

These vehicles do not appear anywhere in the formations listed above - at least not yet. While there are several trailer vehicles that remain to be confirmed above, such as the three intermediates in 370003's five car rake, it looks likely that one or two of those listed below never operated as part of a unit.

1980 to 1987   Derby Works


48301

48302

48405

 

 
Trailer-Rake Timeline
Loading...
370001
370002
370003
370004
370005
370006
370007
Stop
 
Common Formations - A Quick Reference

If you find an old photo of an otherwise unidentifiable APT and would like to figure out what it was you saw, here's a rough guide as to your likely spot, based on the findings above. This is not a definitive list - just some of the more frequently photographed sets. See above for more details.

Note that formations with two power cars occasionally were reduced to one power car. Formations marked 3* feature the non-articulated TS 48204 between the TBF and power car. Sets are shown with the longest unit on the left, with set numbers corresponding to the illustrations.


3+2+3 with yellow ends, 1979 - 1980: 370001 & 370002


4+1+2 with yellow ends, 1979 to mid 1980: 370003 & 370004


6+2+6 with masks, from around July and August to October 1980: 370005 & 370006


3+1+2 with yellow ends and some very dodgy tilt, mid 1980 to 1981: 370001 & 370004 (Brecknell-Willis High Speed Pantograph test train)


6+1+2 with mask ends
September 1981: 370007 & 370001
1982: 370007 & unknown


6+2+2 with mask ends
October 1981: 370006 & 370001
December 1981 - October 1982: 370006 & 370002


2+2+2 with mask ends, June - Oct 1983: 370005 & 370006 (high speed trials - 370006 was numbered 370002 during this period)


3*+2+3 with mask ends, March 1984 - 1986: 370001 & 370003


3+1+2 with mask ends, May - June 1984: 370003 & 370006


6+2+2 with mask ends, 1984: 370007 & 370006 (or 370005 around May/June)


2+1+2 with mask ends, Apr (or Jan) - Aug 1985: 370002 & 370005


6+2+3 with mask ends, 1985: 370007 & 370003


3*+2+2 with mask ends, late 1985: 370001 & 370006


3+2+2 with mask ends, 1986: 370003 & 370006


Quick and dirty rules of thumb for the most likely units:

  • full yellow end, three car trailer set: 370001 or 370002;
  • full yellow end, four car trailer set: 370003;
  • full yellow end, two car trailer set: 370004;
  • masked end, three car trailer set with buffet: 370003;
  • masked ends, 2 six car trailer sets together in 1980: 370005 & 370006;
  • masked end, six car trailer set in public service in 1981: 370006;
  • masked end, six car trailer set in 1982: 370006 or 370007;
  • masked end, six car trailer set anytime from early 1983 through 1985: 370007;
  • masked end, two car plus non-articulated trailer test car, 1984 onwards: 370001.

 
Things That (Probably) Never Happened

For those interested in prototypical modelling of the APT, the following may be of use, given the currently available vehicles and their variants. Obviously it's possible that some of the following may eventually be disproved, but it currently appears that:

  • no minimum 5-car pair (DTS+TBF+M+TBF+DTS, or 6-car with two M's) ever operated with full yellow ends - only 370004 is known to have run as a two-car trailer set in this livery;
  • no 14-car pair ever operated with full yellow ends;
  • no units with a full yellow end had a rain-strip under the windscreen (time to carve those off your Hornby models!);
  • no full-length trailer sets (six cars articulated) ran with numerically matched vehicles (e.g. 48103, 48203, 48403, 48303, 48503, 48603);
  • no full-length trailer sets ran without their above-window stripes for first class and buffet cars;
  • the TU car (4830X) was never between the TS and TRSB, but always between the TRSB and TF in a numerically and aesthetically unsatisfactory manner;
  • the 1984-modified non-articulated TS 48204 only ran coupled to 370001;
  • units 370001, 370003 and 370004 never ran as full length (six car) trailer sets:
    • 001 was never more than three vehicles (48101+48206+48601 in the early years with full yellow ends; 48101+48601 ± 48204 in later years with the mask),
    • 003 was commissioned/tested/diesel-hauled as a 5 car set, but was reduced to 4 when first paired with another unit (at which time it had full yellow ends) and later to 3 cars (with the mask),
    • 004 was commissioned/tested/diesel-hauled as a 4 car set, but was reduced to 2 when first paired with another unit.
 
Test Trains

The following formations illustrate some of the weird and wonderful APT-P related test trains for which there is a photographic or other record. These include power-car test trains, formations involving Lab 4 "Hastings", Lab 8 "Pilot", or Lab 24 "Trestrol". There are undoubtedly others that went unrecorded, or which have not yet been discovered. Some modelling inspiration perhaps.

1976   Edwalton

47XXX

RDB975136
Lab 12

RDB901603
Lab 24
Trestrol

RDB975428
Lab 10

Lab 24 'Trestrol' was, as its name suggests, a converted Trestrol wagon mounted on two prototype power bogies and fitted with the anti-tilt pantograph mechanism that would feature on the power cars. It was used for ride and gauge testing, as well as to prove the anti-tilt gear.

Source:  traintesting.com

1977   WCML

862XX

RDB975428
Lab 10

RDB901603
Lab 24
Trestrol

RDB975136
Lab 12
15th August 1977   York

W43000

W43001

ADB975630
Test Service
Car 8

49001

ADB975051
Test Car 5

Source:  Dave Stacy

1st September 1977   Holgate Jun

40169

W43000

W43001

ADB975051
Test Car 5

49001

ADB975630
Test Service
Car 8
12th September 1977   Hest Bank

W43000

ADB975051
Test Car 5

49001

ADB975630
Test Service
Car 8

RDB975422
Lab 6
Prometheus

One of the earliest power car test trains featured 49001, which appeared to carry a paler shade of grey on the upper body band.

Source:  Martyn Hilbert

4th October 1977   Ditton Bank

W43000

ADB975051
Test Car 5

49001

ADB975630
Test Service
Car 8

W43001

Source:  Dallam Dave

11th October 1977  

W43000

RDB975422
Lab 6
Prometheus

ADB975630
Test Service
Car 8

49001

ADB975051
Test Car 5
October 1977   Preston

W43000

ADB975051
Test Car 5

49001

ADB975630
Test Service
Car 8

RDB975422
Lab 6
Prometheus

W43001
November 1977   Ditton

W43000

ADB975630
Test Service
Car 8

49002

49001

ADB975631
Test Service
Car 9

Source:  Dallam Dave

1978   Rugby

W43001

RDB975422
Lab 6
Prometheus

ADB975630
Test Service
Car 8

4900X

ADB975051
Test Car 5
1978   Crewe

862XX

RDB975547
Lab 23

RDB975634
PC3

RDB975636
Lab 8
Pilot

RDB975635
PC4

RDB975428
Lab 10

Lab 8 'Pilot' was a test vehicle constructed from the prototype APT-P trailer body shell. It operated between the two APT-E PoP-Train vehicles, PC3 and PC4, which were themselves instrumental in the development of tilt systems.

Source:  apt-p.com (apt-p.com)

6th March 1978   Crewe

86232

RDB975547
Lab 23

RDB975634
PC3

RDB975636
Lab 8
Pilot

RDB975635
PC4

RDB975428
Lab 10

The same rake as above, different 86, seen further south.

Source:  N. Johnston in APT: A Promise Unfulfilled, Hugh Williams (Ian Allan)

17th May 1978   Warrington

W43001

ADB975051
Test Car 5

4900X

4900X

ADB975630
Test Service
Car 8
3rd July 1978 to 6th July 1978   Lancaster and Preston

W43001

ADB975630
Test Service
Car 8

49003

ADB975051
Test Car 5
August 1978   Hest Bank

ADB975051
Test Car 5

49003

ADB975630
Test Service
Car 8

W43001

Another view of 49003's notable livery variation spotted on a test run in August 1980 with the APT logo on the side normally reserved for the BR arrow.

Source:  Graham Williams

17th September 1978 to 25th September 1978   Crewe & Preston

W43000

ADB975630
Test Service
Car 8

49004

ADB975051
Test Car 5
2nd November 1978   Linslade

W43001

ADB975051
Test Car 5

4900X

ADB975630
Test Service
Car 8

RDB975422
Lab 6
Prometheus

Source:  Kevin Lane

8th February 1979 to 11th February 1979   Preston & Crewe

W43001

ADB975051
Test Car 5

49003

49004

ADB975630
Test Service
Car 8
1979   Derby

25228

RDB975002
Lab 3

RDB975635
PC4

RDB975636
Lab 8
Pilot

RDB975634
PC3

RDB975547
Lab 23

Source:  Chris Fletcher

1979   Crewe

RDB975002
Lab 3

RDB975635
PC4

RDB975636
Lab 8
Pilot

RDB975634
PC3

RDB975547
Lab 23

RDB975081
Test Coach
Hermes

Source:  F. Cheevers

26th March 1979   Derby

47314

RDB975002
Lab 3

RDB975635
PC4

RDB975636
Lab 8
Pilot

RDB975634
PC3

Prototype HST
trailer

RDB975547
Lab 23
29th March 1979   Preston

W43000

ADB975630
Test Service
Car 8

4900X

ADB975051
Test Car 5

Source:  Dave Felton

1979   Oxenholme

47XXX

ADB975630
Test Service
Car 8

49004

49003

ADB975051
Test Car 5

W43001
1980   Shap

850XX

RDB975002
Lab 3

RDB975635
PC4

RDB975636
Lab 8
Pilot

RDB975634
PC3

RDB975547
Lab 23

Source:  Dave Bowman

1980   Wigan

85023

RDB975547
Lab 23

RDB975634
PC3

RDB975636
Lab 8
Pilot

RDB975635
PC4

RDB975002
Lab 3
1st June 1981   Crewe

25XXX

ADB975631
Test Service
Car 9

49003

ADB975630
Test Service
Car 8

ADB975051
Test Car 5

Source:  Arnie Furness

20th July 1981   Derby

47344

RDB975547
Lab 23

RDB975634
PC3

RDB975636
Lab 8
Pilot

RDB975635
PC4

RDB975386
Lab 4
Hastings

RDB975002
Lab 3

Lab 4 'Hastings' was a narrow-bodied former Hastings Line buffet car converted from a paint store to a tilt test vehicle. It contained a 'lounge' area of seating and double-glazed windows believed to have been rescued from a former Blue Pullman unit.

Source:  Lewis Bevan

10th August 1981   Preston

86230

RDB975547
Lab 23

RDB975634
PC3

RDB975636
Lab 8
Pilot

RDB975635
PC4

RDB975386
Lab 4
Hastings

RDB975002
Lab 3

Source:  Dave Felton

25th March 1982   Coppull

85026

RDB975136
Lab 12

RDB975634
PC3

RDB975636
Lab 8
Pilot

RDB975635
PC4

RDB975428
Lab 10

Source:  Vincent

2nd July 1982   Warrington

810XX

RDB975547
Lab 23

RDB975634
PC3

RDB975636
Lab 8
Pilot

RDB975635
PC4

RDB975002
Lab 3
Around 3rd August 1982   WCML

43194

ADB975814
Test Car 10

ADB975630
Test Service
Car 8

49005

ADB975631
Test Service
Car 9

HST TRUK

HST TRUK

HST TGS

43193
 
Set Allocations, Introduction & Disposal Dates
Vehicle
Introduced
1979 Paper Allocation
1980 Paper Allocation
Observed First Set
Observed Second Set
Withdrawn
Scrapped
Location
Utilisation (Jan 1977 - Dec 1986)
Unpaired/Test
In Traffic (ish)
Out Of Use
Driving Trailer Second (DTS)
48101
March 1978
370001
370001
370001
13th August 1977
23rd May 1987
December 1986
1987
Derby Litchurch Lane
48102
May 1978
370002
370002
370002
12th August 1978
30th June 1986
December 1985
August 1986
C.F.Booth, Rotherham
48103
August 1978
370003
370003
370003
23rd April 1979
15th November 1987
December 1986
Crewe Heritage Centre
48104
September 1978
370004
370004
370004
Late July 1979
1981
December 1985
1987
Derby Litchurch Lane
48105
December 1978
370005
370005
370005
31st October 1979
28th March 1987
December 1985
1987
Derby Litchurch Lane
48106
March 1979
370006
370006
370006
28th July 1980
15th November 1987
December 1986
Crewe Heritage Centre
48107
September 1979
370007
370007
370007
9th July 1980
6th July 1986
December 1985
August 1986
C.F.Booth, Rotherham
Trailer Second (TS)
48201
July 1977
370001
370007
9th July 1980
6th July 1986
December 1985
August 1986
C.F.Booth, Rotherham
48202
July 1977
370002
370002
370002
12th August 1978
6th June 1981
December 1985
1987
Derby Litchurch Lane
48203
August 1977
370005
370005
18th April 1980
3rd December 1980
December 1985
1987
Derby Litchurch Lane
48204
August 1977
370003
370003
370003
23rd April 1979
20th June 1980
370001
Late March 1984
8th June 1986
December 1986
October 1989
Vic Berry, Leicester
48205
September 1977
370006
370006
28th July 1980
5th May 1984
December 1985
1987
Derby Litchurch Lane
48206
September 1977
370001
370004
370001
13th August 1977
1981
December 1985
1987
Derby Litchurch Lane
Trailer Unclassified (TU)
48301
February 1979
370005
370002
December 1986
1987
Derby RTC
48302
March 1979
370006
370003
December 1985
1987
Derby Litchurch Lane
48303
April 1979
370001
370001
370007
9th July 1980
6th July 1986
December 1985
August 1986
C.F.Booth, Rotherham
48304
August 1979
370003
370005
370005
18th April 1980
3rd December 1980
December 1985
1987
Derby Litchurch Lane
48305
1979
370004
370004
370002
23rd September 1980
6th June 1981
December 1985
1987
Derby Litchurch Lane
48306
1979
370002
370006
370006
28th July 1980
17th March 1983
December 1985
1987
Derby Litchurch Lane
Trailer Restaurant Buffet Second (TRSB)
48401
August 1978
370003
370006
370003
23rd April 1979
1st June 1979
370005
18th April 1980
3rd December 1980
December 1985
1987
Derby Litchurch Lane
48402
1978
370004
370004
370004
Late July 1979
22nd September 1979
December 1985
1987
Derby Litchurch Lane
48403
November 1978
370005
370005
370006
28th July 1980
17th March 1983
December 1985
1987
Derby Litchurch Lane
48404
1979
370006
370003
370002
7th June 1980
6th June 1981
370003
30th March 1982
15th November 1987
December 1986
Crewe Heritage Centre
48405
1979
370001
370002
December 1985
1987
Derby Litchurch Lane
48406
December 1979
370002
370001
370007
9th July 1980
6th July 1986
December 1985
August 1986
C.F.Booth, Rotherham
Trailer First (TF)
48501
June 1978
370003
370003
370003
23rd April 1979
20th June 1980
December 1985
1987
Derby Litchurch Lane
48502
July 1978
370004
370004
370004
Late July 1979
22nd September 1979
December 1985
1987
Derby Litchurch Lane
48503
January 1979
370005
370005
370007
9th July 1980
6th July 1986
December 1985
August 1986
C.F.Booth, Rotherham
48504
February 1979
370006
370006
370006
28th July 1980
17th March 1983
December 1985
1987
Derby Litchurch Lane
48505
September 1979
370001
370001
370005
18th April 1980
3rd December 1980
December 1985
1987
Derby Litchurch Lane
48506
1979
370002
370002
370002
23rd September 1980
6th June 1981
December 1985
1987
Derby Litchurch Lane
Trailer Brake Second (TBF)
48601
December 1977
370001
370001
370001
13th August 1977
23rd May 1987
December 1986
1987
Derby Litchurch Lane
48602
January 1978
370002
370002
370002
12th August 1978
29th October 1982
370006
9th June 1983
15th November 1987
December 1986
Crewe Heritage Centre
48603
June 1978
370003
370003
370003
23rd April 1979
15th November 1987
December 1986
Crewe Heritage Centre
48604
November 1978
370004
370004
370004
Late July 1979
December 1983
December 1985
1987
Derby Litchurch Lane
48605
December 1978
370005
370005
370005
18th April 1980
3rd December 1980
370002
16th April 1984
30th June 1986
December 1985
August 1986
C.F.Booth, Rotherham
48606
January 1979
370006
370006
370006
28th July 1980
17th March 1983
370005
9th June 1983
28th March 1987
December 1985
1987
Derby Litchurch Lane
48607
April 1979
370007
370007
370007
10th July 1980
6th July 1986
December 1985
August 1986
C.F.Booth, Rotherham
Power Car / Motor (M)
49001
June 1977
December 1985
August 1986
C.F.Booth, Rotherham
49002
November 1977
December 1986
Crewe Heritage Centre
49003
March 1978
December 1985
August 1986
C.F.Booth, Rotherham
49004
February 1978
December 1985
unkn
BREL Derby
49005
December 1979
December 1985
1987
Derby Litchurch Lane
49006
May 1980
December 1986
Crewe Heritage Centre
Development Vehicles
PC3 (RDB975634)
September 1971
1983
October 1985
RTC Derby
PC4 (RDB975635)
September 1971
1983
October 1985
RTC Derby
"Pilot" (RDB975636)
c. 1975
1983
October 1985
RTC Derby
"Hastings" (RDB975386)
c. 1972 (DEMU Jan 1964)
2003
Battlefield Steam Railway
"Trestrol" (RDB901603)
c. 1976
unkn
unkn
unkn

Notes

The utilisation tables are approximate and certainly incomplete, with periods based on formation sighting dates from the main lists above (power car identification is particularly incomplete). Introduction dates are used as an approximation of build dates, which are currently unavailable, though many vehicles were built and occasionally operated months ahead of official introduction or acceptance dates.

"Unpaired/Test" denotes either: trailer vehicles in half-sets observed on commissioning runs with HST power cars, or on display, etc., not paired with another half-set; power cars running in test trains without other Class 370 trailer vehicles.

"In Traffic" denotes either: trailer vehicles in normal operation within paired half-sets; power cars in normal operation between two Class 370 half-sets. (Shorter periods out of traffic are not shown.)

Sources:

"British Rail Coaching Stock 1980", RCTS, 1980
"British Rail Coaching Stock 1981", RCTS, 1981
"British Multiple Units: Volume 3, Classes 302-390", Ashley Butlin, Coorlea, 2001
With additions and modifications from photographic sources shown above.

RCTS Allocation Lists (end-1979 / end-1980)

British Rail Coaching Stock 1980 and 1981 (RCTS) list official allocations of APT vehicles to units as at the end of 1979 and 1980 respectively, as well as those vehicles accepted for traffic. For example, at the end of 1979, 370001 is shown allocated vehicles 48101, 48206, 48405, 48303, 48505 and 48601, but of those only 48101, 48206 and 48601 were in traffic (conforming with 370001's 3-car formation at the time). With hindsight, we know that 370001 never ran as more than a three-car set: 48206 was later removed, 48303 ended up in 370007, 48505 in 370005, and 48405 is not currently known to have run in any set. However, vehicles noted as allocated to units 003 and 004 that were also listed as accepted to traffic do match some of the vehicles identified in early photos of these rakes, prior to being shortened into their operational formations.

It's worth noting that other intended vehicle-to-set end-1979 allocations did not come to pass - new units 005, 006, and 007 appear in early to mid 1980, and 002 is extended to full-length, with mostly different formations to those indicated. The first table lists the RCTS end-of-1979 allocations with the vehicles believed to be present in the units at the time marked in bold, and the units to which vehicles were ultimately allocated shown alongside, where different (as currently understood). Of note is 48401, present in 370003 in 1979, which was removed from the set and reformed in 370005 by mid-1980.

370001
48101
48206
48405 none
48303 007
48505 005
48601
370002
48102
48202
48406 007
48306 006
48506
48602
370003
48103
48204
48401 005
48304 005
48501
48603
370004
48104
4820X
48402
48305 002
48502
48604
370005
48105
4820X
48403 006
48301 none
48503 007
48605
370006
48106
4820X
48404 002 / 003
48302 none
48504
48606
370007
48107
48607

The end-1980 allocations are closer to those seen in traffic, but again not fully concordant. The second table lists the RCTS end-of-1980 allocations with the vehicles believed to be present in the units marked in bold, and the units in which vehicles were actually present shown alongside, where different (as currently understood). As can be seen, the allocations are closer to the observed formations than the late-1979 list, but with a handful of swapped allocations apparent. Of note is the allocation of 48404 to 370003 - this car was in 002 at the time, but later did become part of a three-car 370003. It's also possible to extrapolate that the full-length 370007 was taking the place of an anticipated full-length 370001, given that three of the four trailers allocated to 001 were present in 007 at the time.

370001
48101
48201 007
48406 007
48303 007
48505 005
48601
370002
48102
48202
48405 none
48301 none
48506
48602
370003
48103
48204
48404 002 / 003
48302 none
48501
48603
370004
48104
48206 001
48402
48305 002
48502
48604
370005
48105
48203
48403 006
48304
48503 007
48605
370006
48106
48205
48401 003 / 005
48306
48504
48606
370007
48107
48607
Numerical List

Finally, this table lists all trailers in idealised numerical sequence but with the actual set numbers shown alongside, for easy cross-reference. As can be seen, only three intermediate trailers ever operated in their numerically "correct" formations. The three TBF vehicles which later swapped to other units are also shown.

370001
48101
48201 007
48401 003 / 005
48301 none
48501 003
48601
370002
48102
48202
48402 004
48302 none
48502 004
48602 006
370003
48103
48203 005
48403 006
48303 007
48503 007
48603
370004
48104
48204 003
48404 002 / 003
48304 005
48504 006
48604
370005
48105
48205 006
48405 none
48305 002
48505
48605 002
370006
48106
48206 001
48406 007
48306
48506 002
48606 005
370007
48107
48607
Sc & M Number Prefixes

As introduced, all APT vehicles carried the "Sc" prefix to indicate their Scottish Region allocation to Shields Road depot in Glasgow.

  • By April 1984, units 001, 002, and 005 had this prefix painted out.
  • Units 003 and 006 retained "Sc" until the end of 1985.
  • Units 004 and 007 retained the "Sc" prefix until scrapping.
In early 1986 001, 003 and 006 received London Midland Region "M" prefixes, along with red stripes around the nose cones, though evidence suggests 003 may have run for a time in 1986 with "M" prefixes only on one side.

As for the power cars:

  • 49001 initially ran with "SC" in uppercase, but was "Sc" by August 1978. It had lost the prefix by 1984, but gained a TOPS-number-like subtle space between "49" and "001" as if it were a Type 4 diesel!
  • 49002 retained "Sc" until around 1984, when it was painted out. In early 1986 it is likely that an "M" prefix was added.
  • 49003 appears to have retained "Sc" until scrapping.
  • 49004 initially ran with a hand-painted "Sc" prefix, but had it amended in around 1982 to uppercase "SC" in vinyl letters, and retained it until scrapping.
  • 49005 carried "Sc" until around 1984 when it was painted out.
  • 49006 carried "Sc" from new, but by 1982 had it amended to "SC" uppercase. In early 1986 an "M" prefix was added.

 
Power Cars
49001

2 Jun 1977
- outshopped in a paler dark grey than standard.

24 Oct 1977
- outshopped in the correct dark grey.

Sometime in 1980
- logos applied.

29 May 1980
- latest available record with Stone-Faiveley pantograph.

17 Aug 1984
- earliest available record with Brecknell-Willis pantograph and orange cantrail stripe.
49002

Oct 1977
- first outshopped.

Before July 1980
- logos and orange cantrail stripe applied.

17 Feb 1982
- latest available record with Stone-Faiveley pantograph.

Oct 1983
- earliest available record with Brecknell-Willis pantograph.
49003

Jun 1978
- outshopped with dual APT logos and named.

By 9 Aug 1980
- regular logos and orange cantrail stripe applied.

16 Jun 1982
- latest available record with Stone-Faiveley pantograph.

Jun 1983
- earliest available record with Brecknell-Willis pantograph.

By 14 Dec 1984
- Shields Road "leaping salmon" emblem applied to bodyside.

Sometime late 1985 / early 1986
- nameplates and salmon on one side removed.
49004

18 Sep 1978
- outshopped without logos.

By 9 Jul 1980
- logos and orange cantrail stripe applied. Last currently available record in traffic.
49005

28 Oct 1978
- outshopped without logos.

Long before Apr 1982
- logos and orange cantrail stripe applied.

15 Oct 1982
- latest available record with Stone-Faiveley pantograph.

Oct 1983
- earliest available record with Brecknell-Willis pantograph.
49006

Around mid-1980
- outshopped with orange cantrail stripe and logos applied.

23 Oct 1981
- latest available record with Stone-Faiveley pantograph.

25 Mar 1982
- earliest available record with Brecknell-Willis pantograph.

By 14 Dec 1984
- Shields Road "leaping salmon" emblem applied to bodyside.

Later in 1985
- salmon emblem removed.
 
What if?

Here are some of the APT formations that never happened, plus some proposed, speculative or just plain fantasy ideas. Maybe given a few more years we'd have seen Class 370s in service, rebranded in INTERCITY 'Swallow' livery, or perhaps the APT-S might have followed with a more conventional single power car. We will never know!






It's perhaps surprising that this traditional 5-car 'Hornby' formation does not seem to have ever run with full-yellow ends! Only 370004 is currently known to have run as a two-car set without a mask.

 















Another surprise, perhaps, is that no 14-car pair seems to have run with full yellow ends. 370005 did run paired with three-car 370001 without a mask, but so far that is the only known occasion on which a full-length half-rake operated with the full yellow end.

 















Subtle one, this: the first four units did not initially carry above-window stripes to indicate first class or buffet facilities, however none were initially full length sets. All four full length units had stripes applied either from new, or when extended to full length, making this blank formation (or even half of it) entirely fantasy, if somewhat neater!

 








Hey, what's this doing in here?! That's some serious swinging arm bogie action, that is.

 















While we're feeling all APT-Experimental, Rob Latham at APT-P.com came across what appear to be some very old, APT-E-era formation proposals for the then-forthcoming electric-powered units, where first class was on one side of the power cars, and second on the other. This is an interpretation of the 14-car formation, which appeared to include a First Kitchen, but at the second class end alternating S and SG vehicles. The 'G' represented a 'galley', possibly with a view to airliner-style, at-seat service to avoid having passengers in the aisles too much on a tilting train! While this class-separated arrangement makes some practical sense, given the power-car location in the middle of the train, it's understandable that identical half-rakes were eventually built, if only to minimise the number of vehicle designs required, and maximise interchangeability.

Source:  APT-P.com (apt-p.com)









APT-Q: proposed construction of new-build DVT to create six units from the existing Class 370 fleet. For more proposed formations see the link below.

Source:  APT-P.com (apt-p.com)













APT-R: proposed as an intermediate design during development of a Driving Motor for APT-S, utilising the existing non-driving power car design with new-build DVT and trailer cars, plus an 'Auxiliary' driving trailer to complete the rake at the power car end.

Source:  BR Press Release, November 1981 (apt-p.com)












APT-S: fully-articulated version with a single power car and a DVT.

Source:  BR Press Release, November 1981 (apt-p.com)








Instead of the prototype HSTs, perhaps some other pointy traction could have been put to use testing the Power Cars.

 












A fantasy formation with a single power car and reformed Class 370 trailers.

 















How a full-length Class 370 might have looked in InterCity Swallow livery - a liberty taken here is the extension of white along the whole train, instead of limiting it to cabs/power cars, indicating the APT's status as a premier train and echoing the white look of very high speed stock in Germany and Japan.

 












"Whiter Swallow" on a single power-car set.

 














Some serious fantasy-land test-train-ing going on here. 370001 regains its original test car 48206, with "Pilot" added to the formation, non-articulated 48204 stuck on the outside, and every other tilting or APT-esque vehicle that Derby could find thrown in for good measure. Plus an HST power car to slowly drag the whole lot to and from base.

 







Repainting "Pilot" and 48204 into the later RTC livery, because why not?

 








If they'd pulled the gas-turbines out in 1976, and built a few more trailers...

 

 
Contact

Email me with corrections, clarifications, contradictions, and compliments! New information always gratefully accepted.

An Anecdote At The End

As bits of the APT puzzle came together in the making of this page, I would occasionally be taken aback by a new and unexpected discovery. One such discovery was spotting a thumbnail on traintesting.com which showed a fully masked-and-branded six-car rake being hauled near Toton in 1980. On opening the larger image and discovering it was 370002 - which until that point I'd never come across as more than a three-car set - suddenly my whole picture was thrown out! This was a fourth full-length rake that I'd not previously been aware of, and which clearly didn't last very long in traffic given its invisibility thus far. How long did it last? Why are there no other photos? What were the individual vehicle numbers?

Then I noticed photos of 002 at Crewe Works Open Day in 1981 - was it the same full length set? Almost all the photos I found online only showed the DTS and a portion of the next vehicle - so I couldn't immediately tell. I searched the internet for works open day listings, and came up with nought. I found more photos of the set at Crewe - again no-one listing more than the DTS.

It was clearly going to be a mystery. But then I thought to myself ... didn't I actually go to that open day in 1981, when I was 8? Had my dad taken any photos? Well yes, he had, and 370002 was definitely a six-car set, because there it is, right behind me!

And I bet I wrote the vehicle numbers down in that book I'm clutching - but the chances of me still having a notebook from 1981 were pretty much zero. Turns out that was indeed the case. So after leaving the mystery unsolved for a month or two, I did another random internet search, this time using obscure APT trailer vehicle numbers, and came across a number of references to the RCTS Coaching Stock book from 1980, which APT modellers were referring to for official vehicle allocations. Although these didn't fully correlate with observed formations, I knew I had a copy of the same book in the attic, and went digging to find out exactly what information it contained. When I opened it, I could barely believe what I found.

8 year old me had come home from Crewe Works, and actually underlined the vehicles he'd seen (plus a couple each from 001 and 004 which were running around as a pair at the time - and neither of those sets were full length). As 002 was the only six-car set I'd seen up close thus far, the underlines were almost certainly the set from Crewe. And assuming I didn't write the numbers down incorrectly, or somehow underline the wrong vehicles ... mystery solved! Or at least advanced somewhat. Sometimes the answers are much closer to home than one might expect!

An additional silver lining was that the RCTS data in the book also gave me a lead on the earlier longer formations of 003 and 004, before they were paired up, by correlating the 1979 vehicle allocations, the list of vehicles accepted into traffic, and formations observed in photographs. Thus some of the unknown vehicles in those sets have now been tentatively identified.

Now we just need some more photos to confirm or refute all of this!

© 2022, O. Hodgson