British Rail Class 416

British Rail Class 416
Class 416/3 train in Network SouthEast livery calls at Dalston Kingsland Station, on a North London Line working. The NLL is both 25 kV overhead AC and 750 V third-rail DC electrified at this point.
In service	1955-1995
Manufacturer	Ashford Works, Eastleigh works & Lancing works
Number built	128
Formation	DMBS-DTS or DMBS-DTC
Operator(s)	British Rail
Specifications
Car length	19.50 m (63 ft 11 3⁄4 in)
Maximum speed	75 mph (121 km/h))
Weight	DMBS 40 long tons (41 t) DTS 30 long tons (30 t) DTC 30 long tons (30 t)
Traction motors	Two
Power output	2 x 250 hp (190 kW) total 500 hp (370 kW)
Electric system(s)	660-750 V DC third rail
Track gauge	4 ft 8 1⁄2 in (1,435 mm) standard gauge

British Rail Class 416 (2 EPB) electric multiple units were built between 1953 and 1956. They were intended for inner suburban passenger services on London's Southern Electric network. There were two subclasses of Class 416: Class 416/1 to an SR design on salvaged 2 NOL underframes, and Class 416/2 to BR's Mark I coach design.

With the introduction of yellow warning panels from late 1963 the motor coaches of all Southern Region 2 and 3-car units were equipped with an inverted black triangle in order to provide an early visual indication to station staff that there was no brake van at the other end of the unit. As units such the 4 EPB stock had a brake van at each end of the unit they were not so equipped.

In the 1980s some 2 EPB units were used on the North London Line between Richmond and North Woolwich; these units being equipped with window bars.

Fifteen units built in 1954/5 to the BR Mark I coach design were built for the third rail electrified Tyneside Electric lines.

They were built at Eastleigh, and were the last Tyneside third rail EMUs built. They followed the new British Railways standard design for suburban rolling stock: similar units were built at the same time for use on South London suburban routes, but the Tyneside units had features in keeping with previous Tyneside EMUs, such as a large brake van to accommodate a large volume of fish boxes and prams; electric headcode lights on the cab front between the windows; and above those a roller destination blind. Unlike units of this style built for service in the south, the Tyneside units had a single first class compartment.

The units operated the South Tyneside services between Newcastle Central and South Shields, a route that had a busy commuter frequency and passenger numbers to match. British Railways decided to withdraw electric traction from these routes and the South Tyneside route was the first to be replaced by diesel units, being de-electrified in 1963. All 15 units were re-allocated to South London, Kent, Surrey and Berkshire, which entailed some rebuilding of the cabs and the declassification of the first class compartment. The units continued in passenger service until 1985 when they were all withdrawn.