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| British Rail Class 123 | |
|---|---|
 A mixed four car DMU stands atManchester Piccadilly in 1984. The two driving coaches are from a class 123 and the middle coaches are fromclass 124 units. | |
| In service | 1963–1984 |
| Manufacturer | Swindon Works |
| Family name | First generation |
| Replaced | Steam locomotives and carriages |
| Scrapped | 1984–1987 |
| Number built | 40 (Ten 4-car units) |
| Number scrapped | All |
| Formation | DMBSL-TCK-TSL[RB]-DMSK |
| Capacity | 24 First class, 176 Second class seats (units with buffet 32 second class less) |
| Operators | British Rail |
| Depots | |
| Lines served | Western Region Eastern Region |
| Specifications | |
| Car body construction | Steel |
| Car length | 64 ft11+1⁄4 in (19.793 m) |
| Width | 9 ft 3 in (2.82 m) |
| Height | 12 ft9+1⁄2 in (3.899 m) |
| Maximum speed | 70 mph (113 km/h) |
| Weight | 146.75 long tons (149.10 t; 164.36 short tons) |
| Prime mover(s) | 230 hp (172 kW), 2 per power car |
| Power output | 920 hp (686 kW) |
| Bogies | B4 |
| Multiple working | Blue Square |
| Track gauge | 4 ft 8+1⁄2 in (1,435 mm) |
TheBritish Rail Class 123 was a design ofdiesel multiple unit built forBritish Rail in 1963. They were the last first-generation DMUs built for British Railways and were built atSwindon Works. Ten of the four-car sets were built and introduced in 1963. The units bear a visible similarity to theBritish Rail Class 309; however, there is no 'relation' here as the two types were built by different manufacturers for different markets.
Swindon-builtDMUs, including the Class 123 and 124, had a structure and internal construction with much more in common with BR coaching stock (British Rail Mark 1) than they do with many DMU classes. The carriageunderframes were longer (Mk1 standard main-line 63 ft 5 in (19.33 m) frames versus the 57 ft 0 in (17.37 m) frames common to most 1st generation DMUs) and the units were provided with mark 1-style 'Pullman' gangways instead of the 'British Standard Gangways' fitted to most contemporary DMUs of the period. It was also unusual for a first-generation DMU to sport a front-end gangway. None of these units survive today.
| Lot No. | Type | Diagram | Qty | Fleet numbers | Notes |
|---|---|---|---|---|---|
| 30703 | Driving Motor Brake Open Second (DMBSL) | 566 | 10 | 52086–52095 | 32 seats, 2 lavatories |
| 30704 | Driving Motor Corridor Second (DMSK) | 574 | 10 | 52096–52105 | 7 compartments (56 seats), 2 lavatories |
| 30705 | Trailer Corridor Composite (TCK) | 567 | 10 | 59818–59827 | 4 first class and 3 second class compartments: 24 & 24 seats; 2 lavatories |
| 30706 | Trailer Open Second with lavatory (TSL) | 568 | 5 | 59235–59239 | 64 seats, 2 lavatories |
| 30707 | Trailer Buffet Second (TSLRB) | 569 | 5 | 59828–59832 | 32 seats, 8 seats in buffet area, 1 staff lavatory |
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They were originally intended for use on services from the South Coast to Wales, but only briefly used on services from Portsmouth to Cardiff and Bristol. When introduced they were concentrated on services between Swansea, Cardiff, Birmingham, Derby and Crewe and between Cardiff and Bristol. While still in their original green livery the units were trialled on services betweenPlymouth andPenzance on theCornish Main Line as an alternative to loco-hauled services.[2]
They were displaced in 1970 to outer suburban services from London Paddington to Oxford and Newbury, without the buffet cars.
All were stored in April 1977 but reprieved later that year for services from Hull to Doncaster, Sheffield, Manchester and occasionally to Leeds. All were withdrawn in 1984 and stored at HullBotanic Gardens TMD.
Nine 2-car sets composed of a class 123 DMBSL andclass 124 DMC were formed at Hull in 1984 in case introduction of theclass 141 'Pacer' units was delayed, but they were never used in service.
One of the buffet cars, 59831, was rebuilt as aClass 309 AC EMU griddle car and renumbered 69108. It replaced a griddle car that had developed an underframe fault. Buffet car 59828 was converted to departmental dormitory coach in 1970 and used on the rail profiler train, then converted to a stores coach and used until 1987.
After withdrawal, the Leyland Albion engines were removed and used as spares for theclass 115 DMU.
