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| BR Class 117 | |
|---|---|
| Name | BR Class 117 |
| Service | 1959–2002 |
| Manufacturer | Pressed Steel Company |
| Yearconstruction | 1959–1961 |
| Yearservice | 1959 |
| Numberbuilt | 108 sets |
| Formation | 3-car sets |
| Operator | British Rail, Network SouthEast, Regional Railways |
| Carbody | Steel |
| Maxspeed | 70 mph (112 km/h) |
| Engine | BUT (AEC) or BUT (Leyland) |
| Transmission | Mechanical |
| Brakes | Vacuum |
BR Class 117
The BR Class 117 diesel multiple unit entered service in 1959 as part of British Rail's modernisation programme, built by the Pressed Steel Company at Linwood. Designed for suburban and regional passenger services, the units served extensively across England, particularly in West Midlands, Greater Manchester, and London commuter networks, later operating under sectors such as Regional Railways and Network SouthEast.
The Class emerged from British Rail's post-war rolling stock renewal influenced by directives from the Modernisation Plan 1955 and procurement policies shaped by the British Transport Commission. Pressed Steel Company collaborated with the British United Traction consortium and suppliers including AEC and Leyland Motors to produce robust steel-bodied units for intense suburban duty. Design considerations referenced operational lessons from earlier units such as the BR Class 101 and manufacturing precedents at the Swindon Works and Crewe Works, aiming to replace steam-hauled sets on routes radiating from terminals like Birmingham New Street and London Paddington. Bodywork profiles and underframe arrangements were influenced by contemporary design practices seen in rolling stock by Metro-Cammell and BR Mark 1 coach engineering.
Each three-car set typically consisted of two driving motor brake seconds and one intermediate trailer, with powerplants provided by British United Traction using AEC or Leyland diesel engines delivering mechanical transmission through epicyclic gearboxes similar to those employed in Class 101 units. Performance parameters included a maximum speed of 70 mph and vacuum braking systems compatible with existing BR braking standards. Car construction used welded steel bodies with sliding passenger doors and gangway connections influenced by layout standards promulgated by the Railway Executive and practices at the British Rail Workshops. Multiple working employed standard coupling codes that enabled operation with contemporaries such as units from British Rail Class 108 families.
Introduced in the late 1950s, the units rapidly displaced steam locomotives on suburban corridors serving termini including St Pancras, Manchester Victoria, and Bristol Temple Meads. Over decades of service, they featured in timetable changes coordinated with operators like British Rail and later sectorised companies such as Network SouthEast and Regional Railways. Operational demands and the introduction of newer fleets, for example the Class 150 and Class 158 families, gradually reduced their prominence. Their long service life reflected maintenance practices developed at depots including Tyseley TMD and Longsight depot, with mechanical overhauls influenced by procedures from institutions like the Railway Technical Centre.
Class formations were deployed on a variety of commuter and regional routes, most notably suburban services from Birmingham New Street to branch termini, peak-hour workings in Greater Manchester and services radiating from London Marylebone and Paddington before resignalling and electrification projects altered route patterns. They were a common sight on lines connecting regional centres such as Worcester and Cheltenham as well as on cross-country links serving Bridgwater and Taunton until diesel multiple unit cascades replaced them. Timetable integration with intercity services required compatibilities overseen by organisations such as the British Railways Board.
Throughout their operational life, many units underwent refurbishment programmes addressing passenger comfort, mechanical reliability, and compliance with emerging safety standards promulgated by bodies including the Rail Safety and Standards Board. Modifications included interior re-trimming, installation of updated seating patterns influenced by designs from BR Mark 2 refurbishment projects, replacement of lighting systems, and selective re-engining campaigns. Some sets received adaptations for parcels and departmental duties, aligning with practices used in conversions seen across stock such as Class 121 railcars and other DMU conversions. Liveries evolved through identities used by British Rail sectors and successor companies, reflecting corporate changes from the British Transport Commission era through privatisation.
Several examples survived withdrawal and entered the heritage sector, being preserved at sites including the Midland Railway Centre, East Lancashire Railway, and Great Central Railway. Preservation efforts were supported by volunteer groups aligned with organisations such as the Heritage Railway Association and trusts that maintain operational standards derived from manuals held at the National Railway Museum. Preserved units appear at galas and charters alongside other heritage DMUs like restored Class 101 and Class 121 vehicles, contributing to public education efforts and industrial heritage displays.
Category:Diesel multiple units of Great Britain Category:British Rail rolling stock