Question: What type of trains do Direct Rail Services' Class 20/3s and Class 37s work on?

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 With the subsequent order for a further 100 Class 20 locos, deliveries recommenced with D8128 in January 1966. Tests in 1967 using D8179 and D8317 resulted in locos from D8316 being delivered from the manufacturer with the new electronic control system for working merry-go-round (MGR) coal trains. Trains to Longannet Power Station sometimes required locos to triple-head trains. After privatisation
Some Class 20s were used on the construction of the Channel Tunnel and High Speed 1 and some even made their way to France to work for the Compagnie des chemins de Fer Départementaux (CFD) in industry there, although these have since been repatriated. Some locos have in the past been hired by Hunslet-Barclay to provide motive power for weedkilling trains. The fleet of Class 20/3s owned by Direct Rail Services (DRS) has at times seen frequent work across Britain in pairs (or with Class 37s) on nuclear flask trains, the company's speciality. DRS supplies class 20s for use with the Rail Head Treatment Train in winter. Perhaps the most unusual train hauled by a Class 20 was the Kosovo Train for Life charter train in autumn 1999 which carried 800 tonnes of aid. Leaving London's Kensington Olympia station on 17 September 1999, the train was hauled by 20 901, 20 902 and 20 903 throughout, reaching Prague by 20 September and arriving at Pristina station at 10:00 on 25 September. DRS initially had a fleet of 15 operational Class 20/3 locomotives.

British Rail Class 20 - Wikipedia

British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links

With the subsequent order for a further 100 Class 20 locos, deliveries recommenced with D8128 in January 1966. Tests in 1967 using D8179 and D8317 resulted in locos from D8316 being delivered from the manufacturer with the new electronic control system for working merry-go-round (MGR) coal trains. Trains to Longannet Power Station sometimes required locos to triple-head trains. After privatisation
Some Class 20s were used on the construction of the Channel Tunnel and High Speed 1 and some even made their way to France to work for the Compagnie des chemins de Fer Départementaux (CFD) in industry there, although these have since been repatriated. Some locos have in the past been hired by Hunslet-Barclay to provide motive power for weedkilling trains. The fleet of Class 20/3s owned by Direct Rail Services (DRS) has at times seen frequent work across Britain in pairs (or with Class 37s) on nuclear flask trains, the company's speciality. DRS supplies class 20s for use with the Rail Head Treatment Train in winter. Perhaps the most unusual train hauled by a Class 20 was the Kosovo Train for Life charter train in autumn 1999 which carried 800 tonnes of aid. Leaving London's Kensington Olympia station on 17 September 1999, the train was hauled by 20 901, 20 902 and 20 903 throughout, reaching Prague by 20 September and arriving at Pristina station at 10:00 on 25 September. DRS initially had a fleet of 15 operational Class 20/3 locomotives.

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 The fleet of Class 20/3s owned by Direct Rail Services (DRS) has at times seen frequent work across Britain in pairs (or with Class 37s) on nuclear flask trains, the company's speciality. DRS supplies class 20s for use with the Rail Head Treatment Train in winter. Perhaps the most unusual train hauled by a Class 20 was the Kosovo Train for Life charter train in autumn 1999 which carried 800 tonnes of aid. Leaving London's Kensington Olympia station on 17 September 1999, the train was hauled by 20 901, 20 902 and 20 903 throughout, reaching Prague by 20 September and arriving at Pristina station at 10:00 on 25 September. DRS initially had a fleet of 15 operational Class 20/3 locomotives. Three of these have subsequently been disposed of for scrap, after stripping for spares; a further two have been sold on to Harry Needle Railroad Company (HNRC). Following the end of the 2019 Sandite season (Rail Head Treatment Trains), all of the remaining DRS Class 20/3 fleet were stood down, awaiting disposal. In 2005 HNRC acquired a large number of 20/0s and 20/9s from the stored DRS fleet. By May 2008 HNRC had eight operational Class 20s and sixteen in storage;

British Rail Class 20 - Wikipedia

The fleet of Class 20/3s owned by Direct Rail Services (DRS) has at times seen frequent work across Britain in pairs (or with Class 37s) on nuclear flask trains, the company's speciality. DRS supplies class 20s for use with the Rail Head Treatment Train in winter. Perhaps the most unusual train hauled by a Class 20 was the Kosovo Train for Life charter train in autumn 1999 which carried 800 tonnes of aid. Leaving London's Kensington Olympia station on 17 September 1999, the train was hauled by 20 901, 20 902 and 20 903 throughout, reaching Prague by 20 September and arriving at Pristina station at 10:00 on 25 September. DRS initially had a fleet of 15 operational Class 20/3 locomotives. Three of these have subsequently been disposed of for scrap, after stripping for spares; a further two have been sold on to Harry Needle Railroad Company (HNRC). Following the end of the 2019 Sandite season (Rail Head Treatment Trains), all of the remaining DRS Class 20/3 fleet were stood down, awaiting disposal. In 2005 HNRC acquired a large number of 20/0s and 20/9s from the stored DRS fleet. By May 2008 HNRC had eight operational Class 20s and sixteen in storage;

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 two were on hire at Corus Scunthorpe (nos. 81 and 82). Over a ten-year period, concluding in 2019, a number of class 20s from HNRC were employed to deliver new S-Stock from Bombardier Transportation at Derby Litchurch Lane Works, to London Underground at Neasden depot or West Ruislip depot, for commissioning. Subsequently, immediately after the completion of deliveries, modification of these units (addition of equipment for automatic signalling) was required and they were returned to Derby in the same manner. Formation of the trains usually consisted of a pair of Class 20s, two barrier wagons, the LU S-Stock set, two barrier wagons and a dead-in-tow pair of Class 20s at the rear. Sub-classes
Sub-Class
Description
20/0
Standard as-built locos. 20/3 ( BR )
A small fleet of standard Class 20/0s modified for Peak Forest aggregate workings. 20/3 ( DRS )
DRS-owned/operated locos fitted with modified cab equipment and fully refurbished, with use of electronics and various other modifications. Two of these locomotives, 20 311 and 20 314, were subsequently sold to HNRC. 20/9
Modified from Class 20/0 after withdrawal and sold to Hunslet-Barclay for contract freight use and remote-control trialling.

British Rail Class 20 - Wikipedia

two were on hire at Corus Scunthorpe (nos. 81 and 82). Over a ten-year period, concluding in 2019, a number of class 20s from HNRC were employed to deliver new S-Stock from Bombardier Transportation at Derby Litchurch Lane Works, to London Underground at Neasden depot or West Ruislip depot, for commissioning. Subsequently, immediately after the completion of deliveries, modification of these units (addition of equipment for automatic signalling) was required and they were returned to Derby in the same manner. Formation of the trains usually consisted of a pair of Class 20s, two barrier wagons, the LU S-Stock set, two barrier wagons and a dead-in-tow pair of Class 20s at the rear. Sub-classes
Sub-Class
Description
20/0
Standard as-built locos. 20/3 ( BR )
A small fleet of standard Class 20/0s modified for Peak Forest aggregate workings. 20/3 ( DRS )
DRS-owned/operated locos fitted with modified cab equipment and fully refurbished, with use of electronics and various other modifications. Two of these locomotives, 20 311 and 20 314, were subsequently sold to HNRC. 20/9
Modified from Class 20/0 after withdrawal and sold to Hunslet-Barclay for contract freight use and remote-control trialling.

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 After a trial with D8006, D8028–D8034 were allocated for work in highland Scotland, and had tablet catcher recesses built into the cabsides. D8035–D8044 were originally to be allocated to Norwich, but were actually used for empty coaching stock (ECS) workings in and out of London Euston. D8050–D8069 were allocated to the new Tinsley TMD in South Yorkshire, from where they regularly worked into Lincolnshire and East Yorkshire. D8070–D8127 were sent to operate in the Scottish lowlands, particularly in the Forth - Clyde area, and the Fife coalfield. This completed the original orders for 128 locos, the last being delivered in August 1962. With the subsequent order for a further 100 Class 20 locos, deliveries recommenced with D8128 in January 1966. Tests in 1967 using D8179 and D8317 resulted in locos from D8316 being delivered from the manufacturer with the new electronic control system for working merry-go-round (MGR) coal trains. Trains to Longannet Power Station sometimes required locos to triple-head trains. After privatisation
Some Class 20s were used on the construction of the Channel Tunnel and High Speed 1 and some even made their way to France to work for the Compagnie des chemins de Fer Départementaux (CFD) in industry there, although these have since been repatriated. Some locos have in the past been hired by Hunslet-Barclay to provide motive power for weedkilling trains.

British Rail Class 20 - Wikipedia

After a trial with D8006, D8028–D8034 were allocated for work in highland Scotland, and had tablet catcher recesses built into the cabsides. D8035–D8044 were originally to be allocated to Norwich, but were actually used for empty coaching stock (ECS) workings in and out of London Euston. D8050–D8069 were allocated to the new Tinsley TMD in South Yorkshire, from where they regularly worked into Lincolnshire and East Yorkshire. D8070–D8127 were sent to operate in the Scottish lowlands, particularly in the Forth - Clyde area, and the Fife coalfield. This completed the original orders for 128 locos, the last being delivered in August 1962. With the subsequent order for a further 100 Class 20 locos, deliveries recommenced with D8128 in January 1966. Tests in 1967 using D8179 and D8317 resulted in locos from D8316 being delivered from the manufacturer with the new electronic control system for working merry-go-round (MGR) coal trains. Trains to Longannet Power Station sometimes required locos to triple-head trains. After privatisation
Some Class 20s were used on the construction of the Channel Tunnel and High Speed 1 and some even made their way to France to work for the Compagnie des chemins de Fer Départementaux (CFD) in industry there, although these have since been repatriated. Some locos have in the past been hired by Hunslet-Barclay to provide motive power for weedkilling trains.

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 Contents
1 Overview
2 Operation
2.1 British Rail
2.2 After privatisation
3 Sub-classes
4 Liveries
4.1 British Rail
4.2 Privatisation
5 Accidents and incidents
6 In popular culture
7 Preservation
8 Model railways
9 Notes
10 References
10.1 Sources
11 Further reading
12 External links
Overview
Designed around relatively basic technology, the 73-tonne locomotives produce 1,000 horsepower (750 kW) and can operate at up to 75 mph (121 km/h). Designed to work light mixed freight traffic, they have no train heating facilities. Locomotives up to D8127 were fitted with disc indicators in the style of the steam era; when headcodes were introduced in 1960 the locomotive’s design was changed to incorporate headcode boxes. Although older locomotives were not retro-fitted with headcode boxes, a few of the earlier batch acquired headcode boxes as a result of repairs. Unusually for British designs, the locomotive had a single cab. This caused serious problems with visibility when travelling nose first, though in these circumstances the driver's view is comparable to that on the steam locomotives that the Class 20s replaced. It was common however to find Class 20s paired together at the nose, with their cabs at opposite ends, ensuring that the driver could quite clearly see the road ahead. Two Class 20s, coupled nose to nose, hauling a freight train in 1986
The Class 20 saw only limited service on passenger trains. A small number were fitted with a through pipe for steam heating, primarily for use in conjunction with a Class 27 locomotive on the West Highland Line.

British Rail Class 20 - Wikipedia

Contents
1 Overview
2 Operation
2.1 British Rail
2.2 After privatisation
3 Sub-classes
4 Liveries
4.1 British Rail
4.2 Privatisation
5 Accidents and incidents
6 In popular culture
7 Preservation
8 Model railways
9 Notes
10 References
10.1 Sources
11 Further reading
12 External links
Overview
Designed around relatively basic technology, the 73-tonne locomotives produce 1,000 horsepower (750 kW) and can operate at up to 75 mph (121 km/h). Designed to work light mixed freight traffic, they have no train heating facilities. Locomotives up to D8127 were fitted with disc indicators in the style of the steam era; when headcodes were introduced in 1960 the locomotive’s design was changed to incorporate headcode boxes. Although older locomotives were not retro-fitted with headcode boxes, a few of the earlier batch acquired headcode boxes as a result of repairs. Unusually for British designs, the locomotive had a single cab. This caused serious problems with visibility when travelling nose first, though in these circumstances the driver's view is comparable to that on the steam locomotives that the Class 20s replaced. It was common however to find Class 20s paired together at the nose, with their cabs at opposite ends, ensuring that the driver could quite clearly see the road ahead. Two Class 20s, coupled nose to nose, hauling a freight train in 1986
The Class 20 saw only limited service on passenger trains. A small number were fitted with a through pipe for steam heating, primarily for use in conjunction with a Class 27 locomotive on the West Highland Line.

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 Sub-classes
Sub-Class
Description
20/0
Standard as-built locos. 20/3 ( BR )
A small fleet of standard Class 20/0s modified for Peak Forest aggregate workings. 20/3 ( DRS )
DRS-owned/operated locos fitted with modified cab equipment and fully refurbished, with use of electronics and various other modifications. Two of these locomotives, 20 311 and 20 314, were subsequently sold to HNRC. 20/9
Modified from Class 20/0 after withdrawal and sold to Hunslet-Barclay for contract freight use and remote-control trialling. Few technical differences from standard locos. Subsequently sold to DRS, and latterly to HNRC (of which 20 901/903-906 remain; 20 902 has been scrapped). Liveries
Two Class 20s working a passenger train
20 168 shunting JPA cement wagons at Earles Sidings in Derbyshire on 31 May 2017. Harry Needle Railroad Company 20 311 at Derby in 2014
Harry Needle Railroad Company 20 901 in GB Railfreight livery in 2014
British Rail
D8000 was delivered in June 1957 in overall green livery, with grey footplate, red bufferbeams and a grey roof extending down the bodyside to the edge of the roof panels.

British Rail Class 20 - Wikipedia

Sub-classes
Sub-Class
Description
20/0
Standard as-built locos. 20/3 ( BR )
A small fleet of standard Class 20/0s modified for Peak Forest aggregate workings. 20/3 ( DRS )
DRS-owned/operated locos fitted with modified cab equipment and fully refurbished, with use of electronics and various other modifications. Two of these locomotives, 20 311 and 20 314, were subsequently sold to HNRC. 20/9
Modified from Class 20/0 after withdrawal and sold to Hunslet-Barclay for contract freight use and remote-control trialling. Few technical differences from standard locos. Subsequently sold to DRS, and latterly to HNRC (of which 20 901/903-906 remain; 20 902 has been scrapped). Liveries
Two Class 20s working a passenger train
20 168 shunting JPA cement wagons at Earles Sidings in Derbyshire on 31 May 2017. Harry Needle Railroad Company 20 311 at Derby in 2014
Harry Needle Railroad Company 20 901 in GB Railfreight livery in 2014
British Rail
D8000 was delivered in June 1957 in overall green livery, with grey footplate, red bufferbeams and a grey roof extending down the bodyside to the edge of the roof panels.

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 Three of these have subsequently been disposed of for scrap, after stripping for spares; a further two have been sold on to Harry Needle Railroad Company (HNRC). Following the end of the 2019 Sandite season (Rail Head Treatment Trains), all of the remaining DRS Class 20/3 fleet were stood down, awaiting disposal. In 2005 HNRC acquired a large number of 20/0s and 20/9s from the stored DRS fleet. By May 2008 HNRC had eight operational Class 20s and sixteen in storage; two were on hire at Corus Scunthorpe (nos. 81 and 82). Over a ten-year period, concluding in 2019, a number of class 20s from HNRC were employed to deliver new S-Stock from Bombardier Transportation at Derby Litchurch Lane Works, to London Underground at Neasden depot or West Ruislip depot, for commissioning. Subsequently, immediately after the completion of deliveries, modification of these units (addition of equipment for automatic signalling) was required and they were returned to Derby in the same manner. Formation of the trains usually consisted of a pair of Class 20s, two barrier wagons, the LU S-Stock set, two barrier wagons and a dead-in-tow pair of Class 20s at the rear.

British Rail Class 20 - Wikipedia

Three of these have subsequently been disposed of for scrap, after stripping for spares; a further two have been sold on to Harry Needle Railroad Company (HNRC). Following the end of the 2019 Sandite season (Rail Head Treatment Trains), all of the remaining DRS Class 20/3 fleet were stood down, awaiting disposal. In 2005 HNRC acquired a large number of 20/0s and 20/9s from the stored DRS fleet. By May 2008 HNRC had eight operational Class 20s and sixteen in storage; two were on hire at Corus Scunthorpe (nos. 81 and 82). Over a ten-year period, concluding in 2019, a number of class 20s from HNRC were employed to deliver new S-Stock from Bombardier Transportation at Derby Litchurch Lane Works, to London Underground at Neasden depot or West Ruislip depot, for commissioning. Subsequently, immediately after the completion of deliveries, modification of these units (addition of equipment for automatic signalling) was required and they were returned to Derby in the same manner. Formation of the trains usually consisted of a pair of Class 20s, two barrier wagons, the LU S-Stock set, two barrier wagons and a dead-in-tow pair of Class 20s at the rear.

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 They were very similar in appearance to class 26 locos, but carried Southern Region two-digit headcode blinds between the cab windows. The original (1957) number sequence was D6500–D6597. Contents
1 Background
2 Design
2.1 Electric Train Heating (ETH)
3 New-build locomotives
3.1 Class 33/0 – standard locomotives
3.2 Class 33/2 – narrow-bodied locomotives
4 Early years
5 Push-pull operations
5.1 Conversions – Class 33/1 – push-pull fitted locomotives
5.2 Tramway safety
6 Accidents and incidents
7 83301
8 Preservation
9 Model railways
10 Notes
11 References
12 Further reading
13 External links
Background
The locomotives were initially needed, unusually, because of an electrification scheme. The 'Kent Coast scheme' was one of five major electrification schemes put forward by the 1955 Modernisation Plan. Under Stage 1 of the scheme, the majority of railway lines east of a line drawn between Reading and Portsmouth would be electrified. On secondary and branch lines not electrified, such as Tonbridge – West St. Leonards, diesel electric multiple units would work passenger services. The scheme involved the electrification of 250 route miles (400 km) of track at a cost of approximately £25m. The British Transport Commission (BTC) approved the scheme in February 1956. The Southern Region established an Electrification Committee, which met monthly from August 1955. On the South Eastern section, electrification was to be carried out in two phases.

British Rail Class 33 - Wikipedia

British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links

They were very similar in appearance to class 26 locos, but carried Southern Region two-digit headcode blinds between the cab windows. The original (1957) number sequence was D6500–D6597. Contents
1 Background
2 Design
2.1 Electric Train Heating (ETH)
3 New-build locomotives
3.1 Class 33/0 – standard locomotives
3.2 Class 33/2 – narrow-bodied locomotives
4 Early years
5 Push-pull operations
5.1 Conversions – Class 33/1 – push-pull fitted locomotives
5.2 Tramway safety
6 Accidents and incidents
7 83301
8 Preservation
9 Model railways
10 Notes
11 References
12 Further reading
13 External links
Background
The locomotives were initially needed, unusually, because of an electrification scheme. The 'Kent Coast scheme' was one of five major electrification schemes put forward by the 1955 Modernisation Plan. Under Stage 1 of the scheme, the majority of railway lines east of a line drawn between Reading and Portsmouth would be electrified. On secondary and branch lines not electrified, such as Tonbridge – West St. Leonards, diesel electric multiple units would work passenger services. The scheme involved the electrification of 250 route miles (400 km) of track at a cost of approximately £25m. The British Transport Commission (BTC) approved the scheme in February 1956. The Southern Region established an Electrification Committee, which met monthly from August 1955. On the South Eastern section, electrification was to be carried out in two phases.

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 Most have now been withdrawn but a few remain with GBRf and other minor and industrial operators. Several that are usually operated singly have been fitted with nose-mounted video cameras as a way of solving the visibility problems. The Série 1400 locomotives of Portuguese Railways (CP) are based on the BR Class 20s. Operation
British Rail
Distribution of locomotives,
March 1974
ED
HA
IM
TI
TO
Code
Name
Quantity
ED
Eastfield
49
HA
Haymarket
19
IM
Immingham
7
TI
Tinsley
44
TO
Toton
109
Total: 228
The first batch of Class 20s were allocated to Devons Road depot in Bow, London to work cross-London transfer freights, with the following eight locos allocated to Hornsey depot. After a trial with D8006, D8028–D8034 were allocated for work in highland Scotland, and had tablet catcher recesses built into the cabsides. D8035–D8044 were originally to be allocated to Norwich, but were actually used for empty coaching stock (ECS) workings in and out of London Euston. D8050–D8069 were allocated to the new Tinsley TMD in South Yorkshire, from where they regularly worked into Lincolnshire and East Yorkshire. D8070–D8127 were sent to operate in the Scottish lowlands, particularly in the Forth - Clyde area, and the Fife coalfield. This completed the original orders for 128 locos, the last being delivered in August 1962.

British Rail Class 20 - Wikipedia

Most have now been withdrawn but a few remain with GBRf and other minor and industrial operators. Several that are usually operated singly have been fitted with nose-mounted video cameras as a way of solving the visibility problems. The Série 1400 locomotives of Portuguese Railways (CP) are based on the BR Class 20s. Operation
British Rail
Distribution of locomotives,
March 1974
ED
HA
IM
TI
TO
Code
Name
Quantity
ED
Eastfield
49
HA
Haymarket
19
IM
Immingham
7
TI
Tinsley
44
TO
Toton
109
Total: 228
The first batch of Class 20s were allocated to Devons Road depot in Bow, London to work cross-London transfer freights, with the following eight locos allocated to Hornsey depot. After a trial with D8006, D8028–D8034 were allocated for work in highland Scotland, and had tablet catcher recesses built into the cabsides. D8035–D8044 were originally to be allocated to Norwich, but were actually used for empty coaching stock (ECS) workings in and out of London Euston. D8050–D8069 were allocated to the new Tinsley TMD in South Yorkshire, from where they regularly worked into Lincolnshire and East Yorkshire. D8070–D8127 were sent to operate in the Scottish lowlands, particularly in the Forth - Clyde area, and the Fife coalfield. This completed the original orders for 128 locos, the last being delivered in August 1962.

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 Otherwise their use was limited to summer relief services, particularly to Skegness often under the adopted title of The Jolly Fisherman starting from various places including Burton-on-Trent, Stoke-on-Trent, Derby and Leicester. Also occasionally other holiday resorts on the east coast of England, occasional duties as a pilot, and short distance diversions of electric-hauled trains over non-electrified lines. The shift of light mixed freight to the road network left British Rail with an oversupply of small locomotives. The Class 20s, however, could work in multiple and so handle heavier traffic. Most spent the majority of their working lives coupled nose to nose in pairs to provide a more useful 2,000 hp (1,500 kW) unit and to solve the visibility problems. Most have now been withdrawn but a few remain with GBRf and other minor and industrial operators. Several that are usually operated singly have been fitted with nose-mounted video cameras as a way of solving the visibility problems. The Série 1400 locomotives of Portuguese Railways (CP) are based on the BR Class 20s. Operation
British Rail
Distribution of locomotives,
March 1974
ED
HA
IM
TI
TO
Code
Name
Quantity
ED
Eastfield
49
HA
Haymarket
19
IM
Immingham
7
TI
Tinsley
44
TO
Toton
109
Total: 228
The first batch of Class 20s were allocated to Devons Road depot in Bow, London to work cross-London transfer freights, with the following eight locos allocated to Hornsey depot.

British Rail Class 20 - Wikipedia

Otherwise their use was limited to summer relief services, particularly to Skegness often under the adopted title of The Jolly Fisherman starting from various places including Burton-on-Trent, Stoke-on-Trent, Derby and Leicester. Also occasionally other holiday resorts on the east coast of England, occasional duties as a pilot, and short distance diversions of electric-hauled trains over non-electrified lines. The shift of light mixed freight to the road network left British Rail with an oversupply of small locomotives. The Class 20s, however, could work in multiple and so handle heavier traffic. Most spent the majority of their working lives coupled nose to nose in pairs to provide a more useful 2,000 hp (1,500 kW) unit and to solve the visibility problems. Most have now been withdrawn but a few remain with GBRf and other minor and industrial operators. Several that are usually operated singly have been fitted with nose-mounted video cameras as a way of solving the visibility problems. The Série 1400 locomotives of Portuguese Railways (CP) are based on the BR Class 20s. Operation
British Rail
Distribution of locomotives,
March 1974
ED
HA
IM
TI
TO
Code
Name
Quantity
ED
Eastfield
49
HA
Haymarket
19
IM
Immingham
7
TI
Tinsley
44
TO
Toton
109
Total: 228
The first batch of Class 20s were allocated to Devons Road depot in Bow, London to work cross-London transfer freights, with the following eight locos allocated to Hornsey depot.

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 later 20 001–20 228
Nicknames
Chopper
Axle load class
Route availability 5
Withdrawn
1976–present
Disposition
6 in service, 22 preserved, remainder scrapped or in storage. The British Rail (BR) Class 20, otherwise known as an English Electric Type 1, is a class of diesel-electric locomotive. In total, 228 locomotives in the class were built by English Electric between 1957 and 1968, the large number being in part because of the failure of other early designs in the same power range to provide reliable locomotives. The locomotives were originally numbered D8000–D8199 and D8300–D8327. They are known by railway enthusiasts as "Choppers". Contents
1 Overview
2 Operation
2.1 British Rail
2.2 After privatisation
3 Sub-classes
4 Liveries
4.1 British Rail
4.2 Privatisation
5 Accidents and incidents
6 In popular culture
7 Preservation
8 Model railways
9 Notes
10 References
10.1 Sources
11 Further reading
12 External links
Overview
Designed around relatively basic technology, the 73-tonne locomotives produce 1,000 horsepower (750 kW) and can operate at up to 75 mph (121 km/h). Designed to work light mixed freight traffic, they have no train heating facilities. Locomotives up to D8127 were fitted with disc indicators in the style of the steam era; when headcodes were introduced in 1960 the locomotive’s design was changed to incorporate headcode boxes. Although older locomotives were not retro-fitted with headcode boxes, a few of the earlier batch acquired headcode boxes as a result of repairs.

British Rail Class 20 - Wikipedia

later 20 001–20 228
Nicknames
Chopper
Axle load class
Route availability 5
Withdrawn
1976–present
Disposition
6 in service, 22 preserved, remainder scrapped or in storage. The British Rail (BR) Class 20, otherwise known as an English Electric Type 1, is a class of diesel-electric locomotive. In total, 228 locomotives in the class were built by English Electric between 1957 and 1968, the large number being in part because of the failure of other early designs in the same power range to provide reliable locomotives. The locomotives were originally numbered D8000–D8199 and D8300–D8327. They are known by railway enthusiasts as "Choppers". Contents
1 Overview
2 Operation
2.1 British Rail
2.2 After privatisation
3 Sub-classes
4 Liveries
4.1 British Rail
4.2 Privatisation
5 Accidents and incidents
6 In popular culture
7 Preservation
8 Model railways
9 Notes
10 References
10.1 Sources
11 Further reading
12 External links
Overview
Designed around relatively basic technology, the 73-tonne locomotives produce 1,000 horsepower (750 kW) and can operate at up to 75 mph (121 km/h). Designed to work light mixed freight traffic, they have no train heating facilities. Locomotives up to D8127 were fitted with disc indicators in the style of the steam era; when headcodes were introduced in 1960 the locomotive’s design was changed to incorporate headcode boxes. Although older locomotives were not retro-fitted with headcode boxes, a few of the earlier batch acquired headcode boxes as a result of repairs.

Class 40 | Thomas the Tank Engine Wikia | Fandom Class 40
Class 40
Class 40
Background Information
First appearance
Last appearance
Creator (s)
Overview
Name
Gender
Country
Relative (s)
Affiliation
Technical Details
Basis
Gauge
Power type
Vehicle
Fuel type
Configuration
Wheels
Top speed
Designer (s)
Builder (s)
Year built
Visited Sodor
Year scrapped
Number
Railway
Contents
Biography
Personality
Technical Details
Basis
Livery
Appearances
The Railway Series
Companion Volumes
Thomas & Friends
Music Videos
Books
Magazine Stories
Video Games
Video Releases
Audio Files
Horn
Trivia
Merchandise
References
Languages:
 Story Time with Thomas and The Railway Show (mentioned)
The Diesel also appeared in the magazine stories, Blowing About!, Diesel Display, Platform Picture and Rusty and the Cheeky Boys . Video Games
2008 - Begins Educational Learning
Video Releases
1995 - The Thomas the Tank Engine Man (cameo)

Audio Files
Horn
First used
Last used
Sound Effect
Series 4
Series 4

Trivia
Class 40's Railway Series livery is inaccurate as none of the Class 40 diesels received British Railways two-tone green livery. Class 40 is called " Diesel 261 " in Japan. According to some VHS descriptions for the fourth series episode Bowled Out, Class 40 was brought to Sodor to take over Daisy 's work while she was ill. Class 40's nameboard sequence has only appeared in Cranky Bugs and Other Thomas Stories and in the airings of Bowled Out in Japan. In the magazine story Platform Picture, he is referred to as " Derek the Diesel". His Hornby model depicts him as a Class 37 diesel which still has an inaccurate number for a locomotive of this type. His Railway Series number is completely fictional. No diesel engine ever is known to have worn this number.

Class 40 | Thomas the Tank Engine Wikia | Fandom

Class 40
Class 40
Class 40
Background Information
First appearance
Last appearance
Creator (s)
Overview
Name
Gender
Country
Relative (s)
Affiliation
Technical Details
Basis
Gauge
Power type
Vehicle
Fuel type
Configuration
Wheels
Top speed
Designer (s)
Builder (s)
Year built
Visited Sodor
Year scrapped
Number
Railway
Contents
Biography
Personality
Technical Details
Basis
Livery
Appearances
The Railway Series
Companion Volumes
Thomas & Friends
Music Videos
Books
Magazine Stories
Video Games
Video Releases
Audio Files
Horn
Trivia
Merchandise
References
Languages:

Story Time with Thomas and The Railway Show (mentioned)
The Diesel also appeared in the magazine stories, Blowing About!, Diesel Display, Platform Picture and Rusty and the Cheeky Boys . Video Games
2008 - Begins Educational Learning
Video Releases
1995 - The Thomas the Tank Engine Man (cameo)

Audio Files
Horn
First used
Last used
Sound Effect
Series 4
Series 4

Trivia
Class 40's Railway Series livery is inaccurate as none of the Class 40 diesels received British Railways two-tone green livery. Class 40 is called " Diesel 261 " in Japan. According to some VHS descriptions for the fourth series episode Bowled Out, Class 40 was brought to Sodor to take over Daisy 's work while she was ill. Class 40's nameboard sequence has only appeared in Cranky Bugs and Other Thomas Stories and in the airings of Bowled Out in Japan. In the magazine story Platform Picture, he is referred to as " Derek the Diesel". His Hornby model depicts him as a Class 37 diesel which still has an inaccurate number for a locomotive of this type. His Railway Series number is completely fictional. No diesel engine ever is known to have worn this number.

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 Unusually for British designs, the locomotive had a single cab. This caused serious problems with visibility when travelling nose first, though in these circumstances the driver's view is comparable to that on the steam locomotives that the Class 20s replaced. It was common however to find Class 20s paired together at the nose, with their cabs at opposite ends, ensuring that the driver could quite clearly see the road ahead. Two Class 20s, coupled nose to nose, hauling a freight train in 1986
The Class 20 saw only limited service on passenger trains. A small number were fitted with a through pipe for steam heating, primarily for use in conjunction with a Class 27 locomotive on the West Highland Line. Otherwise their use was limited to summer relief services, particularly to Skegness often under the adopted title of The Jolly Fisherman starting from various places including Burton-on-Trent, Stoke-on-Trent, Derby and Leicester. Also occasionally other holiday resorts on the east coast of England, occasional duties as a pilot, and short distance diversions of electric-hauled trains over non-electrified lines. The shift of light mixed freight to the road network left British Rail with an oversupply of small locomotives. The Class 20s, however, could work in multiple and so handle heavier traffic. Most spent the majority of their working lives coupled nose to nose in pairs to provide a more useful 2,000 hp (1,500 kW) unit and to solve the visibility problems.

British Rail Class 20 - Wikipedia

Unusually for British designs, the locomotive had a single cab. This caused serious problems with visibility when travelling nose first, though in these circumstances the driver's view is comparable to that on the steam locomotives that the Class 20s replaced. It was common however to find Class 20s paired together at the nose, with their cabs at opposite ends, ensuring that the driver could quite clearly see the road ahead. Two Class 20s, coupled nose to nose, hauling a freight train in 1986
The Class 20 saw only limited service on passenger trains. A small number were fitted with a through pipe for steam heating, primarily for use in conjunction with a Class 27 locomotive on the West Highland Line. Otherwise their use was limited to summer relief services, particularly to Skegness often under the adopted title of The Jolly Fisherman starting from various places including Burton-on-Trent, Stoke-on-Trent, Derby and Leicester. Also occasionally other holiday resorts on the east coast of England, occasional duties as a pilot, and short distance diversions of electric-hauled trains over non-electrified lines. The shift of light mixed freight to the road network left British Rail with an oversupply of small locomotives. The Class 20s, however, could work in multiple and so handle heavier traffic. Most spent the majority of their working lives coupled nose to nose in pairs to provide a more useful 2,000 hp (1,500 kW) unit and to solve the visibility problems.

British Rail Class 29 - Wikipedia British Rail Class 29
British Rail Class 29
Contents
Background
Withdrawal
Numbering
Model railways
References
Sources
Further reading
External links
 Carter, R.S. (1978). British Rail Main-Line Diesels. Shepperton: Ian Allan Ltd. ISBN 0-7110-0617-2. Sugden, S.A. Diesel & Electric Loco Register (3rd edn). Sheffield: Platform 5. ISBN 1-872524-55-9. Grindlay, Jim. British Railways Locomotive Allocations 1948-1968 (Part 6 - Diesel & Electric Locomotives).

British Rail Class 29 - Wikipedia

British Rail Class 29
British Rail Class 29
Contents
Background
Withdrawal
Numbering
Model railways
References
Sources
Further reading
External links

Carter, R.S. (1978). British Rail Main-Line Diesels. Shepperton: Ian Allan Ltd. ISBN 0-7110-0617-2. Sugden, S.A. Diesel & Electric Loco Register (3rd edn). Sheffield: Platform 5. ISBN 1-872524-55-9. Grindlay, Jim. British Railways Locomotive Allocations 1948-1968 (Part 6 - Diesel & Electric Locomotives).

[IRFCA] Indian Railways FAQ: Diesel and Electric Locomotive Specifications Diesel and Electric Locomotive Specifications
Diesel and Electric Locomotive Specifications
Locomotive Specifications
Diesel Locomotives
Notes:
Abbreviations
 WDM-3A
(WDM-2C)
1994+
DLW
Co-Co
3100/3300
120
112.8
30450
115+
14001-14079
14080-14143? 14144? ( incl. WDM-2CA)
Some rebuilds of WDM-2 locos
now classed WDM-2C,WDM-3A with 18xxxR  numbers. Numbers interspersed with WDM-3C and others
WDM-3
1970
Henschel
B-B
2500
(2440 net)
80/120
?? 22000/
25000
8
18515-18522
WDM-3C
2002? DCW, Patiala
Co-Co
3300
120
?? ?? 2? Various 18833R, 18893R etc. (

[IRFCA] Indian Railways FAQ: Diesel and Electric Locomotive Specifications

Diesel and Electric Locomotive Specifications
Diesel and Electric Locomotive Specifications
Locomotive Specifications
Diesel Locomotives
Notes:
Abbreviations

WDM-3A
(WDM-2C)
1994+
DLW
Co-Co
3100/3300
120
112.8
30450
115+
14001-14079
14080-14143? 14144? ( incl. WDM-2CA)
Some rebuilds of WDM-2 locos
now classed WDM-2C,WDM-3A with 18xxxR  numbers. Numbers interspersed with WDM-3C and others
WDM-3
1970
Henschel
B-B
2500
(2440 net)
80/120
?? 22000/
25000
8
18515-18522
WDM-3C
2002? DCW, Patiala
Co-Co
3300
120
?? ?? 2? Various 18833R, 18893R etc. (

British Rail Class 23 - Wikipedia British Rail Class 23
British Rail Class 23
From Wikipedia, the free encyclopedia
Contents
Introduction and service history
Operation
Technical, design and reliability problems
Modification
Withdrawal
Preservation
Models
References
Sources
Online sources
Further reading
External links
 1,100 hp (820 kW)
Tractive effort
Maximum: 47,000 lbf (209.1 kN)
Brakeforce
360 kN (36 long tons-force)
Career
Operators
British Railways
Numbers
D5900–D5909
Nicknames
Baby Deltic
Axle load class
Route availability 5
Withdrawn
1968–1971
Disposition
All scrapped, one new member being built
The British Rail Class 23 were a class of ten Bo-Bo diesel-electric locomotives built by the English Electric Company (EE) in 1959. The power unit used was a Napier Deltic T9-29 9-cylinder engine of 1,100 bhp (820 kW) driving an EE generator, which powered the four traction motors. They were numbered from D5900 to D5909. The T9-29 diesel engine was a single, half-sized version of those used in the more powerful British Rail Class 55 'Deltic' locomotives, and the overall design and external appearance of the Class 23 was also similar to the Class 55, but much shorter, leading to their nickname of Baby Deltics . Contents
1 Introduction and service history
1.1 Operation
1.2 Technical, design and reliability problems
1.3 Modification
2 Withdrawal
3 Preservation
4 Models
5 References
5.1 Sources
5.2 Online sources
6 Further reading
7 External links
Introduction and service history
D5900 in 1961 without yellow ends or headcode boxes. On initial completion, the first locomotives were found to weigh 3 long tons (3.05 t; 3.36 short tons) over the specification weight of 72 long tons (73.2 t; 80.6 short tons). A programme of lightening was begun:

British Rail Class 23 - Wikipedia

British Rail Class 23
British Rail Class 23
From Wikipedia, the free encyclopedia
Contents
Introduction and service history
Operation
Technical, design and reliability problems
Modification
Withdrawal
Preservation
Models
References
Sources
Online sources
Further reading
External links

1,100 hp (820 kW)
Tractive effort
Maximum: 47,000 lbf (209.1 kN)
Brakeforce
360 kN (36 long tons-force)
Career
Operators
British Railways
Numbers
D5900–D5909
Nicknames
Baby Deltic
Axle load class
Route availability 5
Withdrawn
1968–1971
Disposition
All scrapped, one new member being built
The British Rail Class 23 were a class of ten Bo-Bo diesel-electric locomotives built by the English Electric Company (EE) in 1959. The power unit used was a Napier Deltic T9-29 9-cylinder engine of 1,100 bhp (820 kW) driving an EE generator, which powered the four traction motors. They were numbered from D5900 to D5909. The T9-29 diesel engine was a single, half-sized version of those used in the more powerful British Rail Class 55 'Deltic' locomotives, and the overall design and external appearance of the Class 23 was also similar to the Class 55, but much shorter, leading to their nickname of Baby Deltics . Contents
1 Introduction and service history
1.1 Operation
1.2 Technical, design and reliability problems
1.3 Modification
2 Withdrawal
3 Preservation
4 Models
5 References
5.1 Sources
5.2 Online sources
6 Further reading
7 External links
Introduction and service history
D5900 in 1961 without yellow ends or headcode boxes. On initial completion, the first locomotives were found to weigh 3 long tons (3.05 t; 3.36 short tons) over the specification weight of 72 long tons (73.2 t; 80.6 short tons). A programme of lightening was begun:

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 Phase 1 would cover the north Kent routes via Chatham and Margate, including the Sheerness line, which had not featured in any previous electrification proposals. Phase 2 would cover the remainder of the South Eastern section routes that were to be electrified. The initial assessment was that 88 1,000 horsepower (750 kW) and 20 2,000 horsepower (1,500 kW). Bo-Bo diesel locomotives would be needed, plus 20 electric locomotives. By November, it was thought that 98 locomotives of 1,000 to 1,250 horsepower (750 to 930 kW) would be needed. That figure was based on the locomotives collectively achieving 2,375,624 miles (3,823,196 km) annually. The locomotives would be used on passenger, van and freight trains, as well as working inter-regional services. The British Transport Commission approved the electrification scheme in February 1956. By April 1956, it was apparent that the new locomotives would not be powerful enough, as the Southern Region was intent on eliminating the steam heating of its trains in favour of electric train heating (ETH). As an interim, it was intended that 15 1,160 horsepower (870 kW) Sulzer Type 2 locomotives would be allocated to the Southern Region.

British Rail Class 33 - Wikipedia

Phase 1 would cover the north Kent routes via Chatham and Margate, including the Sheerness line, which had not featured in any previous electrification proposals. Phase 2 would cover the remainder of the South Eastern section routes that were to be electrified. The initial assessment was that 88 1,000 horsepower (750 kW) and 20 2,000 horsepower (1,500 kW). Bo-Bo diesel locomotives would be needed, plus 20 electric locomotives. By November, it was thought that 98 locomotives of 1,000 to 1,250 horsepower (750 to 930 kW) would be needed. That figure was based on the locomotives collectively achieving 2,375,624 miles (3,823,196 km) annually. The locomotives would be used on passenger, van and freight trains, as well as working inter-regional services. The British Transport Commission approved the electrification scheme in February 1956. By April 1956, it was apparent that the new locomotives would not be powerful enough, as the Southern Region was intent on eliminating the steam heating of its trains in favour of electric train heating (ETH). As an interim, it was intended that 15 1,160 horsepower (870 kW) Sulzer Type 2 locomotives would be allocated to the Southern Region.

British Rail Class 50 - Wikipedia British Rail Class 50
British Rail Class 50
Contents
Description
Development
Production
Service
Refurbishment
Accidents and incidents
Fleet list
Portuguese locomotives
Preservation
List of preserved locomotives
Model railways
Gallery
References, literature and notes
Notes
References
Sources
Further reading
External links
 Once the electrification from Crewe to Glasgow was completed the locomotives were moved to the Great Western Main Line (GWML) out of Paddington to allow the retirement of most of the remaining diesel-hydraulic locomotives then in use. As trains on the GWML steadily moved to High Speed Train operation from 1976, the Class 50s moved to hauling trains between London Waterloo and Exeter St Davids, and also trains from London Paddington to Hereford and Worcester via Oxford until the majority of those trains too were taken over by IC125 operation. The class was steadily retired from service in the late 1980s and early 1990s as their services moved to operation by second-generation Class 159 DMUs. Contents
1 Description
1.1 Development
1.2 Production
2 Service
3 Refurbishment
4 Accidents and incidents
5 Fleet list
6 Portuguese locomotives
7 Preservation
7.1 List of preserved locomotives
8 Model railways
9 Gallery
10 References, literature and notes
10.1 Notes
10.2 References
10.3 Sources
11 Further reading
12 External links
Description
Development
The origins of the Class 50 lie in an invitation from the British Transport Commission (BTC) to manufacturers to produce a design for a lightweight Type 4 diesel locomotive with a gross power output of at least 2500 hp. In order to produce a prototype quickly, English Electric based their design on that for their Deltic locomotives which were then in production. Unlike the Deltics, this design was powered by a single engine, the 16CSVT, a development of the 16SVT used in the Class 40 locomotives. Parts related to the contemporary Class 37s were also used. The result was DP2, a 2700 hp Diesel-electric locomotive weighing 105 tons and with a top speed of 100 mph. However, before the prototype could be completed, English Electric's design was rejected by the BTC, primarily on the grounds that the 16CSVT was unproven, and doubted its ability to produce the required power levels. Even after the delivery of DP2 in May 1962, any hope of future orders seemed over with the BTC's decision to standardise its Type 4 fleet on the Brush - Sulzer Class 47 design.

British Rail Class 50 - Wikipedia

British Rail Class 50
British Rail Class 50
Contents
Description
Development
Production
Service
Refurbishment
Accidents and incidents
Fleet list
Portuguese locomotives
Preservation
List of preserved locomotives
Model railways
Gallery
References, literature and notes
Notes
References
Sources
Further reading
External links

4-6-4 - Wikipedia 4-6-4
4-6-4
Contents
Overview
Tender locomotives
Tank locomotives
Usage
Australia
Tender locomotives
Tank locomotives
Canada
Tender locomotives
Tank locomotives
Finland
France
Germany
Tender locomotives
Tank locomotives
India
Indonesia
Ireland
Japan
Netherlands
Philippines
South Africa
Soviet Union
United Kingdom
Tender locomotives
Tank locomotives
United States
North American production list
North American 4-6-4 locomotives (in order of introduction)
References
 The use of these R class locomotives on the Warrnambool line did not continue after the demise of the private operator in 2004. Tank locomotives
The 4-6-4 tank locomotive configuration was a popular type with the Western Australian Government Railways. The D class was introduced for suburban passenger service in 1912. Its successors, both also of the 4-6-4T wheel arrangement, were the Dm class of 1945 that was rebuilt from older E class 4-6-2 Pacific tender locomotives, and the Dd class of 1946. The N.S.W. Government Railways 30 Class 4-6-4T locomotives were used on Sydney and Newcastle suburban passenger train workings from 1903 until the end of steam operations in the 1970s. No. 3046 is preserved at the Dorrigo Steam Railway and Museum on the N.S.W. north coast. No. 3013 is stored, dismantled at the Australian Railway Historical Society Museum in Canberra. 3085 is awaiting restoration at Goulburn Roundhouse.

4-6-4 - Wikipedia

4-6-4
4-6-4
Contents
Overview
Tender locomotives
Tank locomotives
Usage
Australia
Tender locomotives
Tank locomotives
Canada
Tender locomotives
Tank locomotives
Finland
France
Germany
Tender locomotives
Tank locomotives
India
Indonesia
Ireland
Japan
Netherlands
Philippines
South Africa
Soviet Union
United Kingdom
Tender locomotives
Tank locomotives
United States
North American production list
North American 4-6-4 locomotives (in order of introduction)
References

The use of these R class locomotives on the Warrnambool line did not continue after the demise of the private operator in 2004. Tank locomotives
The 4-6-4 tank locomotive configuration was a popular type with the Western Australian Government Railways. The D class was introduced for suburban passenger service in 1912. Its successors, both also of the 4-6-4T wheel arrangement, were the Dm class of 1945 that was rebuilt from older E class 4-6-2 Pacific tender locomotives, and the Dd class of 1946. The N.S.W. Government Railways 30 Class 4-6-4T locomotives were used on Sydney and Newcastle suburban passenger train workings from 1903 until the end of steam operations in the 1970s. No. 3046 is preserved at the Dorrigo Steam Railway and Museum on the N.S.W. north coast. No. 3013 is stored, dismantled at the Australian Railway Historical Society Museum in Canberra. 3085 is awaiting restoration at Goulburn Roundhouse.

British Rail Class 50 - Wikipedia British Rail Class 50
British Rail Class 50
Contents
Description
Development
Production
Service
Refurbishment
Accidents and incidents
Fleet list
Portuguese locomotives
Preservation
List of preserved locomotives
Model railways
Gallery
References, literature and notes
Notes
References
Sources
Further reading
External links
 33,000 lbf (147,000 N)@ 23.5 mph (37.8 km/h)
Career
Operators
British Rail
Numbers
D400–D449; later 50001–50050
Nicknames
Hoovers
Axle load class
Route availability 6
Withdrawn
1987–1994
Disposition
18 preserved, remainder scrapped
The British Rail Class 50 is a class of diesel locomotives designed to haul express passenger trains at 100 mph. Built by English Electric at the Vulcan Foundry in Newton-le-Willows between 1967 and 1968, the Class 50s were initially on a 10-year lease from English Electric Leasing, and were employed hauling express passenger trains on the, then non-electrified, section of the West Coast Main Line between Crewe and Scotland. Initially numbered D400 - D449 and known as English Electric Type 4s, the locomotives were purchased outright by British Rail (BR) at the end of the lease and became Class 50 in the TOPS renumbering of 1973. The class gained the nickname "Hoovers" because of the noise made by the clean air plant at the No.2 end, prior to refurbishment, which was likened to that of a vacuum cleaner, a name believed given to them by the staff at Paddington Station. Once the electrification from Crewe to Glasgow was completed the locomotives were moved to the Great Western Main Line (GWML) out of Paddington to allow the retirement of most of the remaining diesel-hydraulic locomotives then in use. As trains on the GWML steadily moved to High Speed Train operation from 1976, the Class 50s moved to hauling trains between London Waterloo and Exeter St Davids, and also trains from London Paddington to Hereford and Worcester via Oxford until the majority of those trains too were taken over by IC125 operation. The class was steadily retired from service in the late 1980s and early 1990s as their services moved to operation by second-generation Class 159 DMUs. Contents
1 Description
1.1 Development
1.2 Production
2 Service
3 Refurbishment
4 Accidents and incidents
5 Fleet list
6 Portuguese locomotives
7 Preservation
7.1 List of preserved locomotives
8 Model railways
9 Gallery
10 References, literature and notes
10.1 Notes
10.2 References
10.3 Sources
11 Further reading
12 External links
Description
Development
The origins of the Class 50 lie in an invitation from the British Transport Commission (BTC) to manufacturers to produce a design for a lightweight Type 4 diesel locomotive with a gross power output of at least 2500 hp. In order to produce a prototype quickly, English Electric based their design on that for their Deltic locomotives which were then in production.

British Rail Class 50 - Wikipedia

British Rail Class 29 - Wikipedia British Rail Class 29
British Rail Class 29
Contents
Background
Withdrawal
Numbering
Model railways
References
Sources
Further reading
External links
 Troon: Modelmaster Publications. ISBN 978-0-9544264-6-0. Ian Allan ABC of British Railways Locomotives, summer 1966 edition
Further reading
Marsden, Colin J.; Fenn, Graham B. (1988). British Rail Main Line Diesel Locomotives. Sparkford: Haynes. pp. 76–81.

British Rail Class 29 - Wikipedia

Troon: Modelmaster Publications. ISBN 978-0-9544264-6-0. Ian Allan ABC of British Railways Locomotives, summer 1966 edition
Further reading
Marsden, Colin J.; Fenn, Graham B. (1988). British Rail Main Line Diesel Locomotives. Sparkford: Haynes. pp. 76–81.

British Rail Class 220 - Wikipedia British Rail Class 220
British Rail Class 220
Contents
Technical details
Accidents and incidents
Formation and passenger facilities
Operations
Fleet details
See also
References
Further reading
External links
 This fire was caused by a bird getting caught under one of the hot brake resistors on the roof of the train. Damage to the train was not serious and it was repaired and returned to service. Formation and passenger facilities

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The interior of First Class aboard a Class 220
Class 220s operate in four-coach sets. These trains, unlike the older trains they replaced, feature electronic information displays on the exterior walls showing the train number, the departure time, the coach, the train's destination, and the next station. This is also a feature of the Class 221 and Class 222 trains (The Class 390 trains also have such electronic information displays, but in the doors). They are air-conditioned throughout, with powered doors. The coaches are fitted with power sockets for laptop computers and mobile phone charging.

British Rail Class 220 - Wikipedia

British Rail Class 220
British Rail Class 220
Contents
Technical details
Accidents and incidents
Formation and passenger facilities
Operations
Fleet details
See also
References
Further reading
External links

This fire was caused by a bird getting caught under one of the hot brake resistors on the roof of the train. Damage to the train was not serious and it was repaired and returned to service. Formation and passenger facilities

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The interior of First Class aboard a Class 220
Class 220s operate in four-coach sets. These trains, unlike the older trains they replaced, feature electronic information displays on the exterior walls showing the train number, the departure time, the coach, the train's destination, and the next station. This is also a feature of the Class 221 and Class 222 trains (The Class 390 trains also have such electronic information displays, but in the doors). They are air-conditioned throughout, with powered doors. The coaches are fitted with power sockets for laptop computers and mobile phone charging.

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 At their January 1958 meeting, the Electrification Committee heard that delivery of the locomotives would be calculated once all technical details had been agreed. One locomotive would be delivered 21 months thereafter, two the following month and three per month after that. This pushed back final delivery until March 1961. In February 1958, the BTC approved the purchase of 34 Type 2 locomotives, but deferred a decision on 751 others due to be built in 1959, including 20 needed for Phase 2 of the electrification programme. In November, the Electrification Committee was informed that due to the delays in delivery, the phasing out of steam locomotives would be delayed. It was agreed to push for the purchase of the second batch of 20 locomotives. The BTC discussed the purchase later that month, and agreed to accept BRCWs tender of £78,940 per locomotive. Eleven locomotives were to be delivered by December 1960 and the rest by February 1961. In February 1959, the Electrification Committee discussed a third batch of 33 locomotives, including 12 suitable to work the Hastings line. The BTC approved the locomotives for the Hastings line in May, but deferred a decision on the other 21.

British Rail Class 33 - Wikipedia

At their January 1958 meeting, the Electrification Committee heard that delivery of the locomotives would be calculated once all technical details had been agreed. One locomotive would be delivered 21 months thereafter, two the following month and three per month after that. This pushed back final delivery until March 1961. In February 1958, the BTC approved the purchase of 34 Type 2 locomotives, but deferred a decision on 751 others due to be built in 1959, including 20 needed for Phase 2 of the electrification programme. In November, the Electrification Committee was informed that due to the delays in delivery, the phasing out of steam locomotives would be delayed. It was agreed to push for the purchase of the second batch of 20 locomotives. The BTC discussed the purchase later that month, and agreed to accept BRCWs tender of £78,940 per locomotive. Eleven locomotives were to be delivered by December 1960 and the rest by February 1961. In February 1959, the Electrification Committee discussed a third batch of 33 locomotives, including 12 suitable to work the Hastings line. The BTC approved the locomotives for the Hastings line in May, but deferred a decision on the other 21.

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 83 short tons)
Class 33/1 – 77.6 long tons (79 t; 87 short tons)
Class 33/2 – 74.4 long tons (76 t; 83 short tons)
Fuel capacity
800 imp gal (3,600 l; 960 US gal)
Prime mover
Sulzer 8LDA28
Generator
DC generator
Traction motors
DC traction motors
Transmission
Diesel electric
MU working
★ Blue Star,
33/1 SR MU System
Train heating
Electric Train Heat
Train brakes
Dual ( Air & Vacuum)
Performance figures
Maximum speed
85 mph (137 km/h)
Power output
Engine: 1,550 bhp (1,156 kW)
At rail: 1,215 hp (906 kW)
Tractive effort
Maximum: 45,000 lbf (200 kN)
Continuous: 26,000 lbf (116 kN)
Brakeforce
35 long tons-force (349 kN)
Career
Operators
Former
British Rail ( Southern and Eastern Regions)
Direct Rail Services
English, Welsh & Scottish
Fragonset Railways
Current
West Coast Railways
Various British heritage railways
Class
D15/1, D15/2; 15/6, 15/6A; Class 33, Class 34 (reserved, not used), Class 83/3
Numbers
D6500–D6597;

British Rail Class 33 - Wikipedia

83 short tons)
Class 33/1 – 77.6 long tons (79 t; 87 short tons)
Class 33/2 – 74.4 long tons (76 t; 83 short tons)
Fuel capacity
800 imp gal (3,600 l; 960 US gal)
Prime mover
Sulzer 8LDA28
Generator
DC generator
Traction motors
DC traction motors
Transmission
Diesel electric
MU working
★ Blue Star,
33/1 SR MU System
Train heating
Electric Train Heat
Train brakes
Dual ( Air & Vacuum)
Performance figures
Maximum speed
85 mph (137 km/h)
Power output
Engine: 1,550 bhp (1,156 kW)
At rail: 1,215 hp (906 kW)
Tractive effort
Maximum: 45,000 lbf (200 kN)
Continuous: 26,000 lbf (116 kN)
Brakeforce
35 long tons-force (349 kN)
Career
Operators
Former
British Rail ( Southern and Eastern Regions)
Direct Rail Services
English, Welsh & Scottish
Fragonset Railways
Current
West Coast Railways
Various British heritage railways
Class
D15/1, D15/2; 15/6, 15/6A; Class 33, Class 34 (reserved, not used), Class 83/3
Numbers
D6500–D6597;

British Rail Class 23 - Wikipedia British Rail Class 23
British Rail Class 23
From Wikipedia, the free encyclopedia
Contents
Introduction and service history
Operation
Technical, design and reliability problems
Modification
Withdrawal
Preservation
Models
References
Sources
Online sources
Further reading
External links
 Withdrawal
By the late 1960s BR had drawn up a "National Traction Plan", whose aim was to rationalise the number and types of diesel locomotives in traffic (and thus reduce operating costs). The 'Baby Deltics' were an obvious target, being only a ten-strong class, and still beset with operational problems. The locos were withdrawn between 1968 and 1971. The last two locos in traffic on revenue-earning service were D5905 and D5909. Several of the class received full yellow ends whilst still in two-tone green. These were D5900/3/4/8; D5908 also carried the new double-arrow BR symbol. D5909 was the only locomotive to receive the full "rail blue" livery. D5901 was transferred to the departmental fleet of the Railway Technical Centre in 1969. It worked test trains to and from the RTC until 1975, when it was replaced by a Class 24.

British Rail Class 23 - Wikipedia

Withdrawal
By the late 1960s BR had drawn up a "National Traction Plan", whose aim was to rationalise the number and types of diesel locomotives in traffic (and thus reduce operating costs). The 'Baby Deltics' were an obvious target, being only a ten-strong class, and still beset with operational problems. The locos were withdrawn between 1968 and 1971. The last two locos in traffic on revenue-earning service were D5905 and D5909. Several of the class received full yellow ends whilst still in two-tone green. These were D5900/3/4/8; D5908 also carried the new double-arrow BR symbol. D5909 was the only locomotive to receive the full "rail blue" livery. D5901 was transferred to the departmental fleet of the Railway Technical Centre in 1969. It worked test trains to and from the RTC until 1975, when it was replaced by a Class 24.

British Rail Class 70 (diesel) - Wikipedia British Rail Class 70 (diesel)
British Rail Class 70 (diesel)
Contents
Background and specification
Operations
Freightliner
Turkish demonstrator
Colas Rail
Accidents and incidents
Fleet list
See also
Notes
References
External links
 The locomotives ordered were intended to match older types in terms of haulage capacity whilst at the same time being more fuel-efficient. The project was a collaborative effort between Freightliner and GE, with input from drivers on the cab design. The locomotives utilize a GE PowerHaul P616 diesel engine rated at 2,750 kW (3,690 hp). the locomotive meets EU Tier IIIa emission regulations. Freightliner expects that the locomotive's efficiency is 7% better than contemporary models, with a further 3% increase in efficiency whilst braking; regenerative braking is used to supply the energy to power auxiliary motors. The locomotives were given the Class 70 TOPS code, breaking the previous convention that class numbers in the 70s were used for DC electric locomotives . The new locomotives are similar in appearance to a Class 58; a hood unit design with a narrow body typical of locomotive types in use in North America, the cabs are accessed from the rear via exterior walkways on the narrow part of the hood. The distinctive front end shape is due to crashworthiness features It is also fitted with air conditioning and acoustic insulation to improve the crew's environment, making it an improvement over the Class 66.

British Rail Class 70 (diesel) - Wikipedia

British Rail Class 70 (diesel)
British Rail Class 70 (diesel)
Contents
Background and specification
Operations
Freightliner
Turkish demonstrator
Colas Rail
Accidents and incidents
Fleet list
See also
Notes
References
External links

The locomotives ordered were intended to match older types in terms of haulage capacity whilst at the same time being more fuel-efficient. The project was a collaborative effort between Freightliner and GE, with input from drivers on the cab design. The locomotives utilize a GE PowerHaul P616 diesel engine rated at 2,750 kW (3,690 hp). the locomotive meets EU Tier IIIa emission regulations. Freightliner expects that the locomotive's efficiency is 7% better than contemporary models, with a further 3% increase in efficiency whilst braking; regenerative braking is used to supply the energy to power auxiliary motors. The locomotives were given the Class 70 TOPS code, breaking the previous convention that class numbers in the 70s were used for DC electric locomotives . The new locomotives are similar in appearance to a Class 58; a hood unit design with a narrow body typical of locomotive types in use in North America, the cabs are accessed from the rear via exterior walkways on the narrow part of the hood. The distinctive front end shape is due to crashworthiness features It is also fitted with air conditioning and acoustic insulation to improve the crew's environment, making it an improvement over the Class 66.

List of trains in the Netherlands - Wikipedia List of trains in the Netherlands
List of trains in the Netherlands
Contents
In use
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
High-speed services
Intercity services
Local services
Coaches
Out of service
Steam locomotives
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
Coaches
Configuration of seats
Toilet
See also
References
External links
 Many are sold abroad. Class 66: European version of the UK Class 66 locomotives used by various freight companies. Vossloh G1206: Locomotives used by a number of private freight and infrastructure companies. Vossloh G2000 BB: Locomotives used by RheinCargo, Rotterdam Rail Feeding and Rurtalbahn. Electric locomotives
1600 Class locomotive in the Railion livery at Amersfoort station
1200 Class: These locomotives are former NS locomotive; They are operated by RailExperts for charter trains.

List of trains in the Netherlands - Wikipedia

List of trains in the Netherlands
List of trains in the Netherlands
Contents
In use
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
High-speed services
Intercity services
Local services
Coaches
Out of service
Steam locomotives
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
Coaches
Configuration of seats
Toilet
See also
References
External links

Many are sold abroad. Class 66: European version of the UK Class 66 locomotives used by various freight companies. Vossloh G1206: Locomotives used by a number of private freight and infrastructure companies. Vossloh G2000 BB: Locomotives used by RheinCargo, Rotterdam Rail Feeding and Rurtalbahn. Electric locomotives
1600 Class locomotive in the Railion livery at Amersfoort station
1200 Class: These locomotives are former NS locomotive; They are operated by RailExperts for charter trains.

British Rail Class 29 - Wikipedia British Rail Class 29
British Rail Class 29
Contents
Background
Withdrawal
Numbering
Model railways
References
Sources
Further reading
External links
 Sheffield: Platform 5. ISBN 1-872524-55-9. Grindlay, Jim. British Railways Locomotive Allocations 1948-1968 (Part 6 - Diesel & Electric Locomotives). Troon: Modelmaster Publications. ISBN 978-0-9544264-6-0. Ian Allan ABC of British Railways Locomotives, summer 1966 edition
Further reading
Marsden, Colin J.; Fenn, Graham B. (1988).

British Rail Class 29 - Wikipedia

Sheffield: Platform 5. ISBN 1-872524-55-9. Grindlay, Jim. British Railways Locomotive Allocations 1948-1968 (Part 6 - Diesel & Electric Locomotives). Troon: Modelmaster Publications. ISBN 978-0-9544264-6-0. Ian Allan ABC of British Railways Locomotives, summer 1966 edition
Further reading
Marsden, Colin J.; Fenn, Graham B. (1988).

Class 40 | Thomas the Tank Engine Wikia | Fandom Class 40
Class 40
Class 40
Background Information
First appearance
Last appearance
Creator (s)
Overview
Name
Gender
Country
Relative (s)
Affiliation
Technical Details
Basis
Gauge
Power type
Vehicle
Fuel type
Configuration
Wheels
Top speed
Designer (s)
Builder (s)
Year built
Visited Sodor
Year scrapped
Number
Railway
Contents
Biography
Personality
Technical Details
Basis
Livery
Appearances
The Railway Series
Companion Volumes
Thomas & Friends
Music Videos
Books
Magazine Stories
Video Games
Video Releases
Audio Files
Horn
Trivia
Merchandise
References
Languages:
 Merchandise
ERTL (discontinued)
Wooden Railway (discontinued)
Hornby (Re-used Class 37 Diesel tooling; labelled as Diesel D261; discontinued)
Brio (discontinued)
Thomas Engine Collection Series (discontinued)
Nakayoshi (discontinued)
Take-n-Play (labelled as Class 40; discontinued)
Trading Cards (discontinued)
De Agostini (discontinued)
Tsunagete Collection (discontinued)
References
↑ 1.0 1.1 #Trivia
↑ Series 12 Face Reference Sheet
United Kingdom
* RWS only | ** T&F only
Locomotives
SR
Stepney | Boxhill * | Bluebell and Primrose * | Adams *
LNER
Gordon's Brothers * | Flying Scotsman | Pretty Polly | Lemberg | Green Arrow * | Mallard * | Silver Jubilee * | Toby's Brothers * | 1020 * | 8783 *
LMS
Jinty and Pug * | The Foreign Engine * | Bahamas * | Duchess of Hamilton * | Duchess **
GWR
City of Truro | The Dukes * | King James I * | Iron Duke * | Earnest **
BR
Diesel * | Class 40 | D199 * | Old Stuck-Up * | British Railways Diesels | D5705 * | 31120 * | 10751 *
NG
Talyllyn * | Dolgoch * | Douglas * | Prince * | River Irt | River Mite | Northern Rock
Other
The Coalbrookdale Locomotive | Midland Railway Engines * | Albert * | The Highland Engines * | 98462 and 87546 * | Workshop Engines | The Foreign Engines * | Scrapped Engines | Cromford * | Captain Baxter * | Stephenson's Rocket * | Novelty | Sans Pareil | Wilbert * | Sixteen * | Sixteen's Friends * | Alfred and Judy * | The Hunslet Diesels * | Eurostar | Other Real Locomotives | Puffing Billy | The Mainland Engines ** | Splatter and Dodge ** | Spencer ** | Connor ** | Caitlin ** | Samson ** | Logan ** | The Mainland Diesels ** | Merlin ** | Lexi ** | Theo ** | Hurricane ** | Frankie **
Rolling Stock
Henrietta's Sister | Thomas' Special Coach * | Helena * | Spencer's Coaches ** | Connor's Coaches ** | Caitlin's Coaches ** | Plank Trucks | Troublesome Trucks | Flatbeds, Conflats and Well Wagons | Ladle Trucks | Brake Vans | Bradford **
Vehicles
North Star * | Mermaid Liverpool | Dilly ** | Beresford ** | Mitchell ** | The Hawker Hurricane **
People
Elizabeth II | The Thin Clergyman | The Fat Clergyman | The Duke and Duchess of Boxford **
Locations
Vicarstown Bridge | Walney Channel | Barrow-in-Furness | King's Cross | Paddington | Euston | St. Pancras | Brighton | Carnforth | Crewe | Fletcher, Jennings & Co. | The Scottish Engine Company | The Great Railway Show Yard ** | The Mainland Canal ** | The Steelworks ** | The Experimental Engines' Yard ** | Bridlington Goods Yard ** | Victoria Station **
Railways
Talyllyn Railway | Ffestiniog Railway | Snowdon Mountain Railway | Ravenglass and Eskdale Railway | Bluebell Railway | Dean Forest Railway | Toby's Old Tramway
Retrieved from " https://ttte.fandom.com/wiki/Class_40?oldid=1965780 "
Categories: Diesel locomotives
1Co-Co1
Real engines
The Mainland
Other railways
Awdry-created characters
The Railway Series characters
Thomas & Friends characters
Male characters
Standard gauge
Visitors
Unnamed Engines
Numbered characters
Merchandised Characters
Green characters
Scrapped Engines
Characters not in CGI
Languages: Español
עברית
日本語
Polski
Р

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 The company was not happy with the situation and a protest was made. In February 1957, the BTC decided to put the process for the procurement of the new locomotives out to tender. To enable Phase 1 of the electrification to be implemented in June 1959, 45 diesel locomotives would be needed. In addition, fifteen Type 2 locomotives would need to be loaned from the London Midland Region. Tenders were returned to the Electrification Committee in July 1957. The committee made its recommendations to the BTC, which met on 8 August. The BTC discussed an order for 45 locomotives at a cost of £76,970 each. They were to be built by the Birmingham Railway Carriage and Wagon Company (BRCW), with Crompton Parkinson electrical equipment and Sulzer engines. Deliveries were to start in April 1959, with 30 locomotives in service by June. Despite offering cheaper locomotive and better delivery times, English Electric did not gain the order.

British Rail Class 33 - Wikipedia

The company was not happy with the situation and a protest was made. In February 1957, the BTC decided to put the process for the procurement of the new locomotives out to tender. To enable Phase 1 of the electrification to be implemented in June 1959, 45 diesel locomotives would be needed. In addition, fifteen Type 2 locomotives would need to be loaned from the London Midland Region. Tenders were returned to the Electrification Committee in July 1957. The committee made its recommendations to the BTC, which met on 8 August. The BTC discussed an order for 45 locomotives at a cost of £76,970 each. They were to be built by the Birmingham Railway Carriage and Wagon Company (BRCW), with Crompton Parkinson electrical equipment and Sulzer engines. Deliveries were to start in April 1959, with 30 locomotives in service by June. Despite offering cheaper locomotive and better delivery times, English Electric did not gain the order.

List of trains in the Netherlands - Wikipedia List of trains in the Netherlands
List of trains in the Netherlands
Contents
In use
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
High-speed services
Intercity services
Local services
Coaches
Out of service
Steam locomotives
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
Coaches
Configuration of seats
Toilet
See also
References
External links
 This locomotive is very similar to the 1600/1800 in appearance but technically different. They are frequently used in combination with DD-AR/DDM and German intercity cars. Plan mP (Motorpost): These are the trains formerly used to distribute mail. Currently they have various tasks such as measuring rails or locate gps. 186 Class: Since 2008, 14 TRAXX F140 AC2 locomotives have been leased by NS from Angel Trains for operations on the HSL-Zuid. They are painted yellow with blue. The locomotives are also used by many freight operators. The NS ordered 45 of these locomotives for use on high speed services;

This locomotive is very similar to the 1600/1800 in appearance but technically different. They are frequently used in combination with DD-AR/DDM and German intercity cars. Plan mP (Motorpost): These are the trains formerly used to distribute mail. Currently they have various tasks such as measuring rails or locate gps. 186 Class: Since 2008, 14 TRAXX F140 AC2 locomotives have been leased by NS from Angel Trains for operations on the HSL-Zuid. They are painted yellow with blue. The locomotives are also used by many freight operators. The NS ordered 45 of these locomotives for use on high speed services;

List of British Rail modern traction locomotive classes - Wikipedia List of British Rail modern traction locomotive classes
List of British Rail modern traction locomotive classes
Contents
Diesel locomotives
Small shunters: under 300 hp
Large shunters: 300–799hp
Type 1 locomotives: 800 – 1000 hp
Type 2 locomotives: 1001 – 1499hp
Type 3 locomotives: 1500–1999 hp
Type 4 locomotives: 2000–2999 hp
Type 5 locomotives: over 3000 hp
Electric locomotives
DC electric locomotives
AC electric locomotives
Miscellaneous locomotives
Class 99
Builders' demonstrators
Unbuilt locomotives
See also
Footnotes
References
External links
 300–799hp
CLASS
NUMBERS
Built
Quantity
Engine
Withdrawn
Notes
Scrapped
TOPS
1948
1955
1962
1948
1957
TOPS

15107
–

1949
1
360 bhp
1958
Ordered by GWR
1

11001
–

1949
1
500 bhp
1959
Ordered by SR
1
Class 08
DEJ4
D3/2
3/1
13000–13366
D3000–D4192 except those
listed under classes 09 and 10
08001–08958
1953 –62
996
350 bhp
still in use

899 (3 in preservation)
Class 09
D3665–71, D3719–21,
D4099–D4114
09001–09026
09101-09107
09201-09205
1959–62
26
350 bhp
still in use
10 rebuilt from Class 08
2

D3/3
3/1B
13117–13126
D3117–D3126

1955
10
350 bhp
1966–67

All
Class 10
DEJ5
D3/4
3/1C
13137–13151
D3137–D3151, D3439–D3453,
D3473–D3502, D3612–D3651,
D4049–D4094
N/A
1955–62
146
350 bhp
1967–72

142 (1 in preservation)

DEJ7
D3/5
3/1D
13152–13166
D3152–D3166

1955
15
350 bhp
1967

All

D3/6

12000–12002

1935
11
350 bhp
1956–62
ex-LMS diesel shunter
10

D3/7
3/8
12003–12032

1939–42
30
350 bhp
1966–67
ex-LMS diesel shunter
All
Class 11
DEJ3
D3/8
3/8A
12033–12138

01153
1945–52
136
350 bhp
1967–72
ex-LMS diesel shunter
128 (1 in preservation)

DEJ1
D3/9
3/10

1944
4
350 bhp
1967
ex- LNER J45 or DES1 Class
All

D3/10
3/11A

1936
1
350 bhp
1965
Built by GWR

D3/11
3/11
15101–15106

1948
6
350 bhp
1967
Ordered by GWR

D3/12
3/9A
15201–15203

1937
3
350 bhp
1964
ex-SR Diesels 1–3
Class 12

D3/13
3/9
15211–15236

N/A
1949–52
24
350 bhp
1968–71
Ordered by SR
23

DEJ2
D3/14
3/2
15004

1949
1
360 bhp
1962
Ordered by LNER
All
Class 13

7/1

D4500–D4502
13001–13003
1965
3
360 bhp
1983–1985
Rebuilt from Class 08
Relation between TOPS, 1948, 1955 and 1962 classes, and 1948, 1957 and TOPS numbers: Type 1 locomotives: 800 – 1000 hp
CLASS
1957 numbers
TOPS numbers
Introduced
Quantity
Engine
Withdrawn
Notes
Scrapped
TOPS
1955
1962
Class 14 (Teddy Bear)
N/A
6/1
D9500–D9555
N/A
1964–65
56
700 hp
1968–69
5 exported to Belgium (2) and Spain (3). 32

10800

1950
1
827 hp
(rebuilt to 1400 hp)
1959
Built by LMS in 1946, entered service in 1948, sold Brush Traction, rebuilt into research locomotive Hawk . 1
Class 15
D8/1
8/5
D8200-D8243
N/A
1957–61
44
800 hp
1968–71
D8203/33/37/43 survived as non-powered electric train pre-heating units at Doncaster until 1981–1989. 43
Class 16
D8/2
8/4
D8400-D8409
N/A
1958
10
800 hp
1968

All
Class 17 (Clayton Type 1)
N/A
9/18
D8500-D8587
N/A
1962–65
117
2× 450 hp
1968–71
D8512/21/98 survived at the Derby Research Centre until 1978. 87
9/19
D8588-D8616
All
Class 18 (I)
N/A
N/A
N/A

1985
(Proposed)

Never Built

Never Built
Class 18 (II)
N/A
N/A
N/A

2021 (Planned)
15 (Planned)

Under Construction

Class 19
N/A
N/A
N/A
19001
2018
1
DVT
still in use
Built in 1988 as Mark 3 DVT, rebuild as self-powered vehicle in 2018. 0
Class 20
D10/3
10/3
D8000-199,
D8300-27
20001–20228
1957–68
228
1000 hp
still in use

189 (1 in preservation)
Relation between TOPS, 1948, 1955 and 1962 classes, and 1948, 1957 and TOPS numbers (unless otherwise given): Type 2 locomotives: 1001 – 1499hp
Locomotive class are listed by TOPS class.

List of British Rail modern traction locomotive classes - Wikipedia

List of British Rail modern traction locomotive classes
List of British Rail modern traction locomotive classes
Contents
Diesel locomotives
Small shunters: under 300 hp
Large shunters: 300–799hp
Type 1 locomotives: 800 – 1000 hp
Type 2 locomotives: 1001 – 1499hp
Type 3 locomotives: 1500–1999 hp
Type 4 locomotives: 2000–2999 hp
Type 5 locomotives: over 3000 hp
Electric locomotives
DC electric locomotives
AC electric locomotives
Miscellaneous locomotives
Class 99
Builders' demonstrators
Unbuilt locomotives
See also
Footnotes
References
External links

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 In the winter, their expected use was to be for freight. Thus, they became the most powerful BR Bo-Bo diesel locomotive. The perennially unreliable steam heating boiler could also be avoided. A total of 98 were built by the Birmingham Railway Carriage and Wagon Company (BRCW) and they were known as "Cromptons" after the Crompton Parkinson electrical equipment installed in them. Like their lower-powered BRCW sisters, the Class 26 and Class 27 locomotives, their bodywork and cab ends were of all steel construction. They were very similar in appearance to class 26 locos, but carried Southern Region two-digit headcode blinds between the cab windows. The original (1957) number sequence was D6500–D6597. Contents
1 Background
2 Design
2.1 Electric Train Heating (ETH)
3 New-build locomotives
3.1 Class 33/0 – standard locomotives
3.2 Class 33/2 – narrow-bodied locomotives
4 Early years
5 Push-pull operations
5.1 Conversions – Class 33/1 – push-pull fitted locomotives
5.2 Tramway safety
6 Accidents and incidents
7 83301
8 Preservation
9 Model railways
10 Notes
11 References
12 Further reading
13 External links
Background
The locomotives were initially needed, unusually, because of an electrification scheme. The 'Kent Coast scheme' was one of five major electrification schemes put forward by the 1955 Modernisation Plan. Under Stage 1 of the scheme, the majority of railway lines east of a line drawn between Reading and Portsmouth would be electrified.

British Rail Class 33 - Wikipedia

In the winter, their expected use was to be for freight. Thus, they became the most powerful BR Bo-Bo diesel locomotive. The perennially unreliable steam heating boiler could also be avoided. A total of 98 were built by the Birmingham Railway Carriage and Wagon Company (BRCW) and they were known as "Cromptons" after the Crompton Parkinson electrical equipment installed in them. Like their lower-powered BRCW sisters, the Class 26 and Class 27 locomotives, their bodywork and cab ends were of all steel construction. They were very similar in appearance to class 26 locos, but carried Southern Region two-digit headcode blinds between the cab windows. The original (1957) number sequence was D6500–D6597. Contents
1 Background
2 Design
2.1 Electric Train Heating (ETH)
3 New-build locomotives
3.1 Class 33/0 – standard locomotives
3.2 Class 33/2 – narrow-bodied locomotives
4 Early years
5 Push-pull operations
5.1 Conversions – Class 33/1 – push-pull fitted locomotives
5.2 Tramway safety
6 Accidents and incidents
7 83301
8 Preservation
9 Model railways
10 Notes
11 References
12 Further reading
13 External links
Background
The locomotives were initially needed, unusually, because of an electrification scheme. The 'Kent Coast scheme' was one of five major electrification schemes put forward by the 1955 Modernisation Plan. Under Stage 1 of the scheme, the majority of railway lines east of a line drawn between Reading and Portsmouth would be electrified.

British Rail Class 60 - Wikipedia British Rail Class 60
British Rail Class 60
From Wikipedia, the free encyclopedia
Contents
History
Design
Bodywork
Electrical
Prime mover
Engine dimensions
Current operators
DB Cargo UK
GB Railfreight
DCRail
Former operators
British Rail
Colas Rail
Accidents and incidents
Naming and liveries
Scrapping
Fleet summary
Class list
Preservation
Models
Notes
References
Further reading
External links
 While the company was reportedly unimpressed by the type's performance, it was retained for heavy freight duties while much of the fleet was stored and subsequently sold onto other operators. Between 2004 and 2007, typically between 50 and 75% of the fleet would be out of action at a given time. However, during November 2010, EWS's successor, DB Schenker, announced that a portion of the fleet would be overhauled, referring to such units as Super 60s and extending their service life through to around 2025. Not all Class 60s received such overhauls however. During 2020, a Class 60 became the first example of the type to be scrapped, while another became the first to be preserved. Contents
1 History
2 Design
2.1 Bodywork
2.2 Electrical
2.3 Prime mover
3 Current operators
3.1 DB Cargo UK
3.2 GB Railfreight
3.3 DCRail
4 Former operators
4.1 British Rail
4.2 Colas Rail
5 Accidents and incidents
6 Naming and liveries
7 Scrapping
8 Fleet summary
8.1 Class list
9 Preservation
10 Models
11 Notes
12 References
13 Further reading
14 External links
History
During the early 1980s, British Rail operated several different diesel locomotives that had been categorised as Type 5, these being a relatively high-powered locomotive suited to heavy freight trains, such as the British Rail Class 56 and British Rail Class 58. However, the Class 56 proved to be somewhat unreliable, contributing to dissatisfaction amongst British Rail's customer base. One such customer, Foster Yeoman, became so disillusioned with the locomotives supplied for its aggregates trains that it procured its own private fleet of locomotives, the British Rail Class 59, that were manufactured by GM-EMD. British Rail was reportedly interested in buying its own version of the Class 59, but hesitated in fear of objections by trade unions, particularly over its production not being based in Britain. To avoid creating tensions, it was deemed necessary for any new locomotive to be manufactured domestically.

British Rail Class 60 - Wikipedia

British Rail Class 60
British Rail Class 60
From Wikipedia, the free encyclopedia
Contents
History
Design
Bodywork
Electrical
Prime mover
Engine dimensions
Current operators
DB Cargo UK
GB Railfreight
DCRail
Former operators
British Rail
Colas Rail
Accidents and incidents
Naming and liveries
Scrapping
Fleet summary
Class list
Preservation
Models
Notes
References
Further reading
External links

British Rail Class 29 - Wikipedia British Rail Class 29
British Rail Class 29
Contents
Background
Withdrawal
Numbering
Model railways
References
Sources
Further reading
External links
 British Rail Main Line Diesel Locomotives. Sparkford: Haynes. pp. 76–81. ISBN 9780860933182. OCLC 17916362. McManus, Michael. Ultimate Allocations, British Railways Locomotives 1948 - 1968. Wirral.

British Rail Class 29 - Wikipedia

British Rail Main Line Diesel Locomotives. Sparkford: Haynes. pp. 76–81. ISBN 9780860933182. OCLC 17916362. McManus, Michael. Ultimate Allocations, British Railways Locomotives 1948 - 1968. Wirral.

DRB Class 50 - Wikipedia DRB Class 50
DRB Class 50
Contents
General
DB Class 50.40
DR Class 50.35-37
DR Class 50.50
DR Class 50.40
Other Railway Companies
See also
Footnotes
References
External links
 of heating tubes
113
No. of smoke tubes
35
Heating tube length
5.200 m (17 ft 0.7 in)
Grate area
3.89 m 2 (41.9 sq ft)
Superheater area
68.94 m 2 (742.1 sq ft)
Evaporative heating area
177.83 m 2 (1,914.1 sq ft)
Tender
2'2' T 26; 2'2' T 30
Train heating
Steam
The DRB Class 50 is a German class of 2-10-0 locomotive, built from 1939 as a standard locomotive ( Einheitsdampflokomotive) for hauling goods trains. It had one leading axle and five coupled axles and was one of the most successful designs produced for the Deutsche Reichsbahn . This class was procured as part of the German Nazi party's preparations for war that led into the Second World War. Up to 1948, 3,164 Class 50 engines were built by almost all the European locomotive factories – towards the end as so-called provisional war locomotives ( Übergangskriegslokomotiven) and classified as 50 ÜK. At the end of the steam locomotive era, they became virtually a universal class of mixed-traffic steam engine that, thanks to their low axle load, could even be employed on branch lines with light track beds. The Deutsche Bundesbahn grouped the locomotives into Classes 050, 051, 052 and 053 from 1968 so that the numbers were computer-compatible. Some of the class were used by the Polish State Railways as type Ty5 . Contents
1 General
2 DB Class 50.40
3 DR Class 50.35-37
3.1 DR Class 50.50
4 DR Class 50.40
5 Other Railway Companies
6 See also
7 Footnotes
8 References
9 External links
General
50 1724 at Köln-Gereon (26 May 1990)
1975 stamps of the Class 50 with Wagner smoke deflectors
DB No.

DRB Class 50 - Wikipedia

DRB Class 50
DRB Class 50
Contents
General
DB Class 50.40
DR Class 50.35-37
DR Class 50.50
DR Class 50.40
Other Railway Companies
See also
Footnotes
References
External links

of heating tubes
113
No. of smoke tubes
35
Heating tube length
5.200 m (17 ft 0.7 in)
Grate area
3.89 m 2 (41.9 sq ft)
Superheater area
68.94 m 2 (742.1 sq ft)
Evaporative heating area
177.83 m 2 (1,914.1 sq ft)
Tender
2'2' T 26; 2'2' T 30
Train heating
Steam
The DRB Class 50 is a German class of 2-10-0 locomotive, built from 1939 as a standard locomotive ( Einheitsdampflokomotive) for hauling goods trains. It had one leading axle and five coupled axles and was one of the most successful designs produced for the Deutsche Reichsbahn . This class was procured as part of the German Nazi party's preparations for war that led into the Second World War. Up to 1948, 3,164 Class 50 engines were built by almost all the European locomotive factories – towards the end as so-called provisional war locomotives ( Übergangskriegslokomotiven) and classified as 50 ÜK. At the end of the steam locomotive era, they became virtually a universal class of mixed-traffic steam engine that, thanks to their low axle load, could even be employed on branch lines with light track beds. The Deutsche Bundesbahn grouped the locomotives into Classes 050, 051, 052 and 053 from 1968 so that the numbers were computer-compatible. Some of the class were used by the Polish State Railways as type Ty5 . Contents
1 General
2 DB Class 50.40
3 DR Class 50.35-37
3.1 DR Class 50.50
4 DR Class 50.40
5 Other Railway Companies
6 See also
7 Footnotes
8 References
9 External links
General
50 1724 at Köln-Gereon (26 May 1990)
1975 stamps of the Class 50 with Wagner smoke deflectors
DB No.

British Rail Class 20 - Wikipedia British Rail Class 20
British Rail Class 20
From Wikipedia, the free encyclopedia
Contents
Overview
Operation
British Rail
After privatisation
Sub-classes
Liveries
British Rail
Privatisation
Accidents and incidents
In popular culture
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 EE 526/5D
Remainder: EE 526/8D
Cylinder size
10 in (250 mm)
Transmission
Diesel electric
Gear ratio
63:17
MU working
★ Blue Star
Train heating
None
Train brakes
Vacuum, Dual or Air
Performance figures
Maximum speed
75 mph (121 km/h)
Power output
Engine: 1,000 hp (746 kW)
Tractive effort
Maximum: 42,000 lbf (186.8 kN)
Continuous: 25,000 lbf (111.2 kN )@ 11 mph (17.7 km/h)
Brakeforce
35 long tons-force (349 kN)
Career
Operators
British Railways
Railfreight
Eurostar
Direct Rail Services
HNRC
Numbers
D8000–D8199, D8300–D8327; later 20 001–20 228
Nicknames
Chopper
Axle load class
Route availability 5
Withdrawn
1976–present
Disposition
6 in service, 22 preserved, remainder scrapped or in storage. The British Rail (BR) Class 20, otherwise known as an English Electric Type 1, is a class of diesel-electric locomotive. In total, 228 locomotives in the class were built by English Electric between 1957 and 1968, the large number being in part because of the failure of other early designs in the same power range to provide reliable locomotives. The locomotives were originally numbered D8000–D8199 and D8300–D8327. They are known by railway enthusiasts as "Choppers".

British Rail Class 20 - Wikipedia

EE 526/5D
Remainder: EE 526/8D
Cylinder size
10 in (250 mm)
Transmission
Diesel electric
Gear ratio
63:17
MU working
★ Blue Star
Train heating
None
Train brakes
Vacuum, Dual or Air
Performance figures
Maximum speed
75 mph (121 km/h)
Power output
Engine: 1,000 hp (746 kW)
Tractive effort
Maximum: 42,000 lbf (186.8 kN)
Continuous: 25,000 lbf (111.2 kN )@ 11 mph (17.7 km/h)
Brakeforce
35 long tons-force (349 kN)
Career
Operators
British Railways
Railfreight
Eurostar
Direct Rail Services
HNRC
Numbers
D8000–D8199, D8300–D8327; later 20 001–20 228
Nicknames
Chopper
Axle load class
Route availability 5
Withdrawn
1976–present
Disposition
6 in service, 22 preserved, remainder scrapped or in storage. The British Rail (BR) Class 20, otherwise known as an English Electric Type 1, is a class of diesel-electric locomotive. In total, 228 locomotives in the class were built by English Electric between 1957 and 1968, the large number being in part because of the failure of other early designs in the same power range to provide reliable locomotives. The locomotives were originally numbered D8000–D8199 and D8300–D8327. They are known by railway enthusiasts as "Choppers".

British Rail Class 23 - Wikipedia British Rail Class 23
British Rail Class 23
From Wikipedia, the free encyclopedia
Contents
Introduction and service history
Operation
Technical, design and reliability problems
Modification
Withdrawal
Preservation
Models
References
Sources
Online sources
Further reading
External links
 It was decided by BR and EE to carry out a programme to refurbish the class and modify the engines with new parts designed by the engine manufacturer. The locos also had modifications to their nose ends, losing the gangway doors and headcode discs in favour of a central roller blind headcode box. The livery also changed to two tone green with grey roof similar to that of the British Rail Class 55s so they looked every bit a 'Baby Deltic'. The locomotives gradually returned to traffic and became very reliable in traffic except for continuing coolant system problems. The allocation of all ten locomotives in October 1967 was Finsbury Park. Withdrawal
By the late 1960s BR had drawn up a "National Traction Plan", whose aim was to rationalise the number and types of diesel locomotives in traffic (and thus reduce operating costs). The 'Baby Deltics' were an obvious target, being only a ten-strong class, and still beset with operational problems. The locos were withdrawn between 1968 and 1971. The last two locos in traffic on revenue-earning service were D5905 and D5909. Several of the class received full yellow ends whilst still in two-tone green.

British Rail Class 23 - Wikipedia

It was decided by BR and EE to carry out a programme to refurbish the class and modify the engines with new parts designed by the engine manufacturer. The locos also had modifications to their nose ends, losing the gangway doors and headcode discs in favour of a central roller blind headcode box. The livery also changed to two tone green with grey roof similar to that of the British Rail Class 55s so they looked every bit a 'Baby Deltic'. The locomotives gradually returned to traffic and became very reliable in traffic except for continuing coolant system problems. The allocation of all ten locomotives in October 1967 was Finsbury Park. Withdrawal
By the late 1960s BR had drawn up a "National Traction Plan", whose aim was to rationalise the number and types of diesel locomotives in traffic (and thus reduce operating costs). The 'Baby Deltics' were an obvious target, being only a ten-strong class, and still beset with operational problems. The locos were withdrawn between 1968 and 1971. The last two locos in traffic on revenue-earning service were D5905 and D5909. Several of the class received full yellow ends whilst still in two-tone green.

British Rail Class 50 - Wikipedia British Rail Class 50
British Rail Class 50
Contents
Description
Development
Production
Service
Refurbishment
Accidents and incidents
Fleet list
Portuguese locomotives
Preservation
List of preserved locomotives
Model railways
Gallery
References, literature and notes
Notes
References
Sources
Further reading
External links
 The locos ran as 400 to 449 from 1969 to 1974. Service
Distribution of locomotives,
March 1974
BR
CD
Code
Name
Quantity
BR
Bristol Bath Road
8
CD
Crewe Diesel
42
Total: 50
The class was built for working passenger services on the West Coast Main Line (WCML) north of Crewe, to Preston, Lancaster, Carlisle, Glasgow Central and Perth, occasionally reaching as far north as Aberdeen. Services south of Crewe would generally be worked by an electric locomotive, with the Class 50s taking over for the journeys that continued north. Initially trains were hauled by a single locomotive, but from May 1970 they were paired on 8 out of 34 locomotive diagrams covering Anglo-Scottish services north of Crewe, allowing greatly accelerated timings to be applied (including a six-hour schedule for the "Royal Scot" London Euston-Glasgow Central and v.v. service). Once the electric service was introduced as far as Preston in 1973, this double-heading by Class 50s transferred there, although poor availability often resulted in single-heading with consequent delays. The ability to operate using multiple working had been part of the locomotive's initial design brief, but only two of the class had the facility from new, but with the introduction of the regular double headed duties, this facility was fitted to the whole class. 50010 at Reading General in 1974
By 1974 the northern WCML was electrified, and the Class 50 fleet was displaced by new Class 87 electrics. The fleet was transferred to the Western Region between 1972 and 1976, working mainline passenger services from London Paddington along the Great Western Main Line (GWML) to destinations such as Oxford, Bristol Temple Meads, Plymouth and Penzance.

British Rail Class 50 - Wikipedia

The locos ran as 400 to 449 from 1969 to 1974. Service
Distribution of locomotives,
March 1974
BR
CD
Code
Name
Quantity
BR
Bristol Bath Road
8
CD
Crewe Diesel
42
Total: 50
The class was built for working passenger services on the West Coast Main Line (WCML) north of Crewe, to Preston, Lancaster, Carlisle, Glasgow Central and Perth, occasionally reaching as far north as Aberdeen. Services south of Crewe would generally be worked by an electric locomotive, with the Class 50s taking over for the journeys that continued north. Initially trains were hauled by a single locomotive, but from May 1970 they were paired on 8 out of 34 locomotive diagrams covering Anglo-Scottish services north of Crewe, allowing greatly accelerated timings to be applied (including a six-hour schedule for the "Royal Scot" London Euston-Glasgow Central and v.v. service). Once the electric service was introduced as far as Preston in 1973, this double-heading by Class 50s transferred there, although poor availability often resulted in single-heading with consequent delays. The ability to operate using multiple working had been part of the locomotive's initial design brief, but only two of the class had the facility from new, but with the introduction of the regular double headed duties, this facility was fitted to the whole class. 50010 at Reading General in 1974
By 1974 the northern WCML was electrified, and the Class 50 fleet was displaced by new Class 87 electrics. The fleet was transferred to the Western Region between 1972 and 1976, working mainline passenger services from London Paddington along the Great Western Main Line (GWML) to destinations such as Oxford, Bristol Temple Meads, Plymouth and Penzance.

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 The BTC approved the order on 26 September. The order was not placed until 5 December. Under the terms of the tender, deliveries were to start 21 months from the placing of the order, and continue at 3 per month thereafter. This meant that the first locomotives would be delivered in November 1959 and completed by February 1961. None of the locomotives would be in service for the planned start date of Phase 1 of te electrification. At their January 1958 meeting, the Electrification Committee heard that delivery of the locomotives would be calculated once all technical details had been agreed. One locomotive would be delivered 21 months thereafter, two the following month and three per month after that. This pushed back final delivery until March 1961. In February 1958, the BTC approved the purchase of 34 Type 2 locomotives, but deferred a decision on 751 others due to be built in 1959, including 20 needed for Phase 2 of the electrification programme. In November, the Electrification Committee was informed that due to the delays in delivery, the phasing out of steam locomotives would be delayed.

British Rail Class 33 - Wikipedia

The BTC approved the order on 26 September. The order was not placed until 5 December. Under the terms of the tender, deliveries were to start 21 months from the placing of the order, and continue at 3 per month thereafter. This meant that the first locomotives would be delivered in November 1959 and completed by February 1961. None of the locomotives would be in service for the planned start date of Phase 1 of te electrification. At their January 1958 meeting, the Electrification Committee heard that delivery of the locomotives would be calculated once all technical details had been agreed. One locomotive would be delivered 21 months thereafter, two the following month and three per month after that. This pushed back final delivery until March 1961. In February 1958, the BTC approved the purchase of 34 Type 2 locomotives, but deferred a decision on 751 others due to be built in 1959, including 20 needed for Phase 2 of the electrification programme. In November, the Electrification Committee was informed that due to the delays in delivery, the phasing out of steam locomotives would be delayed.

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 That figure was based on the locomotives collectively achieving 2,375,624 miles (3,823,196 km) annually. The locomotives would be used on passenger, van and freight trains, as well as working inter-regional services. The British Transport Commission approved the electrification scheme in February 1956. By April 1956, it was apparent that the new locomotives would not be powerful enough, as the Southern Region was intent on eliminating the steam heating of its trains in favour of electric train heating (ETH). As an interim, it was intended that 15 1,160 horsepower (870 kW) Sulzer Type 2 locomotives would be allocated to the Southern Region. The Electrification Committee informed the BTC of their requirements in October, advising them that they had been in contact with Sulzer Brothers Ltd. to determine whether or not a locomotive in the 1,500 to 1,750 horsepower (1,120 to 1,300 kW) range could be built. On 4 December, a meeting between the General and Assistant General Managers of the Southern Region and the BTCs Secretary-General, Chief Mechanical Engineer, and a Technical member, it was agreed to approach English Electric to build the locomotives. This was against the competitive tendering policy in force at the time, but was done as it was thought that this would be the quickest way to acquire the locomotives. A few days later, BTC Chairman Sir Brian Robertson told a director of Vickers-Armstrong Ltd. of the plan at a social event. Vickers-Armstrong was the builder of Sulzer engines in the United Kingdom.

British Rail Class 33 - Wikipedia

That figure was based on the locomotives collectively achieving 2,375,624 miles (3,823,196 km) annually. The locomotives would be used on passenger, van and freight trains, as well as working inter-regional services. The British Transport Commission approved the electrification scheme in February 1956. By April 1956, it was apparent that the new locomotives would not be powerful enough, as the Southern Region was intent on eliminating the steam heating of its trains in favour of electric train heating (ETH). As an interim, it was intended that 15 1,160 horsepower (870 kW) Sulzer Type 2 locomotives would be allocated to the Southern Region. The Electrification Committee informed the BTC of their requirements in October, advising them that they had been in contact with Sulzer Brothers Ltd. to determine whether or not a locomotive in the 1,500 to 1,750 horsepower (1,120 to 1,300 kW) range could be built. On 4 December, a meeting between the General and Assistant General Managers of the Southern Region and the BTCs Secretary-General, Chief Mechanical Engineer, and a Technical member, it was agreed to approach English Electric to build the locomotives. This was against the competitive tendering policy in force at the time, but was done as it was thought that this would be the quickest way to acquire the locomotives. A few days later, BTC Chairman Sir Brian Robertson told a director of Vickers-Armstrong Ltd. of the plan at a social event. Vickers-Armstrong was the builder of Sulzer engines in the United Kingdom.

List of British Rail modern traction locomotive classes - Wikipedia List of British Rail modern traction locomotive classes
List of British Rail modern traction locomotive classes
Contents
Diesel locomotives
Small shunters: under 300 hp
Large shunters: 300–799hp
Type 1 locomotives: 800 – 1000 hp
Type 2 locomotives: 1001 – 1499hp
Type 3 locomotives: 1500–1999 hp
Type 4 locomotives: 2000–2999 hp
Type 5 locomotives: over 3000 hp
Electric locomotives
DC electric locomotives
AC electric locomotives
Miscellaneous locomotives
Class 99
Builders' demonstrators
Unbuilt locomotives
See also
Footnotes
References
External links
 39 hp)
1967
Renumbered 52 in the ER/NER Departmental series in 1953. 1
—
—
—
—
–
13000
–
1934
1
250 hp
1949
ex- LMS diesel shunter 7058; BR number never applied
1
—
DY1
D1/1
1/15
11500–11502
D2950–D2952
–
1954–55
3
153 bhp
1966–67

All
Class 01
DY2
D1/2
1/12
11503–11506, 81
D2953–D2956, D2956 (ii)
01 001–2
1956–58
5
153 hp
1966–81

3
—
DY5
D1/3
1/16
11507–11508
D2957–D2958
–
1956
2
165 bhp
1967–68

Both
Class 02
—
D1/4
1/17
—
D2850–D2869
02 001–4
1960–61
20
170 hp
1969–75

7
—
DY11
D2/1
2/4A
11700–11707
D2700–D2707
–
1953–56
8
200 bhp
1964–68

All
Class 03
DJ15
D2/2
2/1
11187–11211
D2000–D2199
D2370–D2399
03004–03199, 03370–03399 (with gaps)
1957–61
230
204 hp
1968–93
2008

174
Class 04
DJ12/1
D2/4
2/13
11100–11115
D2200–D2214
N/A
(D2341 1948)
1952–62
142
204 hp
1967–72
D2341 ordered by LNER but transferred to Southern Region, 4 exported to Italy
124 (1 in preservation)
DJ12/2
D2/13
11121–11229
D2215–D2341
N/A
—
DJ14
D2/5
2/12A
11177–11186
D2400–D2409
–
1956–57
10
204 bhp
1967–69

All
—
—
D2/7
2/14
11116–20, 11144–48
D2500–D2509
–
1955–56
10
204 bhp
1967

Class 05
DJ13
D2/8
2/15A
11136–43, 11161–76
D2550–D2573
05001
1955–61
69
204 hp
1966–68, 1983

65
DJ13/2
D2/9
2/15
—
D2574–D2618
–
Class 06
—
D2/6
2/12
—
D2410–D2444
06001–06010
1958–60
35
204 hp
1967–84

34
—
DY11
D2/10
2/4
11708–11719
D2708–D2719
–
1957
12
225 bhp
1967

All
2/4B
—
D2720–D2780
–
1958–61
61
225 bhp
1967–68
59
—
—
D2/11
2/2
—
D2999
–
1958
1
180 bhp
1967

0
—
—
D2/12
2/14A
—
D2510–D2519
–
1961
10
204 bhp
1967
D2519 employed at NCB until 1984. 9
Class 07
—
–
2/16
—
D2985–D2998
07001–07014
1962
14
275 hp
1973–77

7
—
—
D3/1
–
3/4
D2900–D2913
–
1958–59
14
330 bhp
1967

All
Relation between TOPS, 1948, 1955 and 1962 classes, and 1948, 1957 and TOPS numbers: Large shunters: 300–799hp
CLASS
NUMBERS
Built
Quantity
Engine
Withdrawn
Notes
Scrapped
TOPS
1948
1955
1962
1948
1957
TOPS

15107
–

1949
1
360 bhp
1958
Ordered by GWR
1

11001
–

1949
1
500 bhp
1959
Ordered by SR
1
Class 08
DEJ4
D3/2
3/1
13000–13366
D3000–D4192 except those
listed under classes 09 and 10
08001–08958
1953 –62
996
350 bhp
still in use

899 (3 in preservation)
Class 09
D3665–71, D3719–21,
D4099–D4114
09001–09026
09101-09107
09201-09205
1959–62
26
350 bhp
still in use
10 rebuilt from Class 08
2

D3/3
3/1B
13117–13126
D3117–D3126

1955
10
350 bhp
1966–67

All
Class 10
DEJ5
D3/4
3/1C
13137–13151
D3137–D3151, D3439–D3453,
D3473–D3502, D3612–D3651,
D4049–D4094
N/A
1955–62
146
350 bhp
1967–72

142 (1 in preservation)

DEJ7
D3/5
3/1D
13152–13166
D3152–D3166

1955
15
350 bhp
1967

All

D3/6

12000–12002

1935
11
350 bhp
1956–62
ex-LMS diesel shunter
10

D3/7
3/8
12003–12032

1939–42
30
350 bhp
1966–67
ex-LMS diesel shunter
All
Class 11
DEJ3
D3/8
3/8A
12033–12138

01153
1945–52
136
350 bhp
1967–72
ex-LMS diesel shunter
128 (1 in preservation)

DEJ1
D3/9
3/10

1944
4
350 bhp
1967
ex- LNER J45 or DES1 Class
All

D3/10
3/11A

1936
1
350 bhp
1965
Built by GWR

D3/11
3/11
15101–15106

1948
6
350 bhp
1967
Ordered by GWR

D3/12
3/9A
15201–15203

1937
3
350 bhp
1964
ex-SR Diesels 1–3
Class 12

D3/13
3/9
15211–15236

N/A
1949–52
24
350 bhp
1968–71
Ordered by SR
23

DEJ2
D3/14
3/2
15004

1949
1
360 bhp
1962
Ordered by LNER
All
Class 13

7/1

D4500–D4502
13001–13003
1965
3
360 bhp
1983–1985
Rebuilt from Class 08
Relation between TOPS, 1948, 1955 and 1962 classes, and 1948, 1957 and TOPS numbers: Type 1 locomotives: 800 – 1000 hp
CLASS
1957 numbers
TOPS numbers
Introduced
Quantity
Engine
Withdrawn
Notes
Scrapped
TOPS
1955
1962
Class 14 (Teddy Bear)
N/A
6/1
D9500–D9555
N/A
1964–65
56
700 hp
1968–69
5 exported to Belgium (2) and Spain (3). 32

10800

1950
1
827 hp
(rebuilt to 1400 hp)
1959
Built by LMS in 1946, entered service in 1948, sold Brush Traction, rebuilt into research locomotive Hawk . 1
Class 15
D8/1
8/5
D8200-D8243
N/A
1957–61
44
800 hp
1968–71
D8203/33/37/43 survived as non-powered electric train pre-heating units at Doncaster until 1981–1989.

List of British Rail modern traction locomotive classes - Wikipedia List of British Rail modern traction locomotive classes
List of British Rail modern traction locomotive classes
Contents
Diesel locomotives
Small shunters: under 300 hp
Large shunters: 300–799hp
Type 1 locomotives: 800 – 1000 hp
Type 2 locomotives: 1001 – 1499hp
Type 3 locomotives: 1500–1999 hp
Type 4 locomotives: 2000–2999 hp
Type 5 locomotives: over 3000 hp
Electric locomotives
DC electric locomotives
AC electric locomotives
Miscellaneous locomotives
Class 99
Builders' demonstrators
Unbuilt locomotives
See also
Footnotes
References
External links
 Locomotives for TOPS classes 24 and 26 have their original sub-classes shown, as each wholly comprised locomotives from a distinct 1962 class. Class 21 (II) has sub-classes shown as these are superficially similar but mechanically different types grouped into a single class. CLASS
1957 numbers
TOPS numbers
Introduced
Quantity
Engine
Withdrawn
Notes
Scrapped
TOPS
1955
1962
Class 21 (I) (NBL)
D10/1
10/4
D6100-D6157
N/A
1958–60
58
1000 hp
1967–68
20 rebuilt to Class 29
All
D11/2
11/4
1100 hp
Class 21 (II)
21/5
N/A
N/A
N/A
21544–21547
2004–05
4
2110 hp
still in use

0
21/6
21610–21611
2006
2
1500 hp
21/9
21901–21910
1991–92
5
1270 hp

2010
2
2016
3
Class 22 (Baby Warship)
D10/2A
10/4A
D6300-D6305
N/A
1959–62
58
1000 hp
1967–72

All
D11/5
11/4A
D6306-D6357
1100 hp
Class 23 (Baby Deltic)
D11/1
11/3
D5900-D5909
N/A
1959
10
1100 hp
1968–71
D5901 survived in departmental use at the Railway Technical Centre until 1975. Class 24
24/0
D11/3
11/1
D5000-D5049
24001–24047
1958–61
50
1160 hp
1967–80
24061 survived in departmental use until 1987
49
24/1
11/1A
D5050-5150
24051–24101
101
98
Class 25
D12/1
12/1
D5151–D5299,
D7500–D7677
25001–25327
1961 -67
323
1250 hp
1984–87

303
Class 26
26/0
D11/4
11/6
D5300-D5319
26001–26046
1958
20
1160 hp
1975–94

13
26/1
N/A
11/6A
D5320-D5346
1958
27
21
Class 27
D12/3
12/6
D5347-D5415
27001–27066
1961–62
69
1250 hp
1987

61
Class 28
D12/1
12/5
D5700-D5719
N/A
1958–59
20
1200 hp
1967–68
D5705 used by the Research Division until 1980. 19
Class 29
N/A
13/4
D6100-03/06-08/12-14/16/19/21/23-24/29-30/32-33/37
N/A
1958–60
Rebuilt 1965–1967
20
1350 hp
1969–71
Rebuilt from Class 21
All
Classes 30 & 31
D13/1, D14/2
14/2
D5500-D5699,
D5800-D5862
31001–31970
1957 -62
263 plus 81
conversions
1,250 bhp or 1,365 bhp
still in use
31128 is still in use. 217 (10 in preservation)
Relation between TOPS, 1948, 1955 and 1962 classes, and 1948, 1957 and TOPS numbers (unless otherwise given): Type 3 locomotives: 1500–1999 hp
CLASS
Pre-TOPS
numbers
TOPS numbers
Introduced
Quantity
Engine
Withdrawn
Notes
Scrapped
TOPS
1955
1962
Classes 33 & 34
D15/1
15/6
D6500–D6585
33001–33065
33101–33119
1960–62
98
1550 hp
still in use (with West Coast Railway Company)

59
D15/2
15/6A
D6586-D6597
33201–33212
8
Class 35
( Hymek)
D17/2
17/7
D7000–D7100
N/A
1961–64
101
1700 hp
1971–1975

97
Class 37
D17/1
17/3
D6600-D6608
D6700-D6999
37001–37308
1960–65
309
1750 hp
still in use

177
Class 38

1980s
(Proposed)

Never built

Never built

D16/1
16/8
10000-10001

1947–48
2
1600 hp
1963
1966
1 built by LMS
All

D16/2
16/9
10201-10203

1950 (2)
1954 (1)
3
10201/2: 1750 hp (1600 hp from 1957)
10203: 2000 hp
1963
Ordered by SR
Relation between TOPS, 1955 and 1962 classes, and pre-TOPS and TOPS numbers (unless otherwise given):

British Rail Class 02 - Wikipedia British Rail Class 02
British Rail Class 02
Contents
Operation
Withdrawal
Preservation
Technical details
Industrial locomotives
Notes
Further reading
External links
 One (D2860) is the works shunter for the National Railway Museum in York, where it is used to move much larger exhibits around. D2853 by Barrow Hill Engine Shed
D2854 by Heritage Shunters Trust
D2858 at Midland Railway – Butterley
D2860 at National Railway Museum, York
D2866 by Heritage Shunters Trust
D2867 Diane at Battlefield Line Railway
D2868 by Barrow Hill Engine Shed
Technical details
The engine is a Rolls-Royce C6NFL176 6-cyl. in-line connected to a Rolls-Royce series 10,000 3-stage twin-disc torque converter and a manually operated YEC reduction and reversing final drive gearbox. The engine and transmission are mounted at an angle of 30 degrees to the horizontal to allow the overall length and height of the locomotive to be reduced. Unlike most earlier British Rail shunters, the Class 02s were built with train vacuum brakes. Industrial locomotives
In addition to these locomotives produced for British Railways, around 50 very similar locomotives (most with diesel-electric transmission and/or more powerful engines) were produced for industrial customers. Many of these can now be found in preservation also, since few industrial users have their own railways anymore. Quite a few are dressed up in fictitious British Railways livery and numbering (for example - 02 101). Notes
^ a b cA Decade After. Midland Railfans.

British Rail Class 02 - Wikipedia

British Rail Class 02
British Rail Class 02
Contents
Operation
Withdrawal
Preservation
Technical details
Industrial locomotives
Notes
Further reading
External links

One (D2860) is the works shunter for the National Railway Museum in York, where it is used to move much larger exhibits around. D2853 by Barrow Hill Engine Shed
D2854 by Heritage Shunters Trust
D2858 at Midland Railway – Butterley
D2860 at National Railway Museum, York
D2866 by Heritage Shunters Trust
D2867 Diane at Battlefield Line Railway
D2868 by Barrow Hill Engine Shed
Technical details
The engine is a Rolls-Royce C6NFL176 6-cyl. in-line connected to a Rolls-Royce series 10,000 3-stage twin-disc torque converter and a manually operated YEC reduction and reversing final drive gearbox. The engine and transmission are mounted at an angle of 30 degrees to the horizontal to allow the overall length and height of the locomotive to be reduced. Unlike most earlier British Rail shunters, the Class 02s were built with train vacuum brakes. Industrial locomotives
In addition to these locomotives produced for British Railways, around 50 very similar locomotives (most with diesel-electric transmission and/or more powerful engines) were produced for industrial customers. Many of these can now be found in preservation also, since few industrial users have their own railways anymore. Quite a few are dressed up in fictitious British Railways livery and numbering (for example - 02 101). Notes
^ a b cA Decade After. Midland Railfans.

British Rail Class 29 - Wikipedia British Rail Class 29
British Rail Class 29
Contents
Background
Withdrawal
Numbering
Model railways
References
Sources
Further reading
External links
 The first unit to be re-engined was D6123, a further 19 machines were re-engined in 1965–1967 at Glasgow Works and mostly Inverurie Works, along with other modifications including the fitting of four-character headcode displays in the nose ends (D6123 retained its original front ends and so did not receive a headcode panel). After rebuilding, they returned to service from Eastfield depot in Glasgow. The allocation of all twenty locomotives in August 1967 was Eastfield. Withdrawal
Although these offered more power and much improved reliability over the original Class 21s, they did not survive much longer, due to their small class size and the use of a non-standard high-speed diesel engine. D6108 was withdrawn in May 1969 and scrapped by McWilliams of Shettleston in 1971, while the other 19 were withdrawn between April and December 1971 and scrapped at BR's Glasgow Works in 1971–72. No Class 21, 22 or Class 29 locomotives survive today. Numbering
The rebuilt locomotives were numbered: D6100
D6101
D6102
D6103
D6106
D6107
D6108
D6112
D6113
D6114
D6116
D6119
D6121
D6123
D6124
D6129
D6130
D6132
D6133
D6137
Model railways
In 1978 Hornby Railways launched its first version of the BR Class 29 in BR green and blue liveries in OO gauge. Dapol also produce a Class 29 in BR blue livery. References
^ xp64mag.co.uk
^ British Rail Locoshed Book.

British Rail Class 29 - Wikipedia

The first unit to be re-engined was D6123, a further 19 machines were re-engined in 1965–1967 at Glasgow Works and mostly Inverurie Works, along with other modifications including the fitting of four-character headcode displays in the nose ends (D6123 retained its original front ends and so did not receive a headcode panel). After rebuilding, they returned to service from Eastfield depot in Glasgow. The allocation of all twenty locomotives in August 1967 was Eastfield. Withdrawal
Although these offered more power and much improved reliability over the original Class 21s, they did not survive much longer, due to their small class size and the use of a non-standard high-speed diesel engine. D6108 was withdrawn in May 1969 and scrapped by McWilliams of Shettleston in 1971, while the other 19 were withdrawn between April and December 1971 and scrapped at BR's Glasgow Works in 1971–72. No Class 21, 22 or Class 29 locomotives survive today. Numbering
The rebuilt locomotives were numbered: D6100
D6101
D6102
D6103
D6106
D6107
D6108
D6112
D6113
D6114
D6116
D6119
D6121
D6123
D6124
D6129
D6130
D6132
D6133
D6137
Model railways
In 1978 Hornby Railways launched its first version of the BR Class 29 in BR green and blue liveries in OO gauge. Dapol also produce a Class 29 in BR blue livery. References
^ xp64mag.co.uk
^ British Rail Locoshed Book.

4-6-4 - Wikipedia 4-6-4
4-6-4
Contents
Overview
Tender locomotives
Tank locomotives
Usage
Australia
Tender locomotives
Tank locomotives
Canada
Tender locomotives
Tank locomotives
Finland
France
Germany
Tender locomotives
Tank locomotives
India
Indonesia
Ireland
Japan
Netherlands
Philippines
South Africa
Soviet Union
United Kingdom
Tender locomotives
Tank locomotives
United States
North American production list
North American 4-6-4 locomotives (in order of introduction)
References
 Usage
Australia
Tender locomotives
Victorian Railways R class
Seventy R class 4-6-4 Hudson tender locomotives, the only class of this configuration in Australia and built by North British Locomotive Company, were introduced by the Victorian Railways in 1951 for mainline express passenger operations. However, the introduction in 1952 of the B class diesel-electric locomotives saw the R class almost immediately being relegated to secondary passenger and freight use, with many being staged at depots around the state. A number were preserved and some of these continued to operate on special excursion trains. West Coast Railway R class 711
With the privatisation of regional passenger operations in Victoria in the mid-1990s, two R class locomotives were brought back into normal revenue service by the West Coast Railway, for regularly scheduled mainline passenger trains between Melbourne and Warrnambool. The locomotives underwent a number of modifications to allow for reliable high speed operation, including dual Lempor exhausts, oil firing and the addition of a diesel control stand for multiple unit operation. The use of these R class locomotives on the Warrnambool line did not continue after the demise of the private operator in 2004. Tank locomotives
The 4-6-4 tank locomotive configuration was a popular type with the Western Australian Government Railways. The D class was introduced for suburban passenger service in 1912. Its successors, both also of the 4-6-4T wheel arrangement, were the Dm class of 1945 that was rebuilt from older E class 4-6-2 Pacific tender locomotives, and the Dd class of 1946. The N.S.W. Government Railways 30 Class 4-6-4T locomotives were used on Sydney and Newcastle suburban passenger train workings from 1903 until the end of steam operations in the 1970s.

4-6-4 - Wikipedia

British Rail Class 60 - Wikipedia British Rail Class 60
British Rail Class 60
From Wikipedia, the free encyclopedia
Contents
History
Design
Bodywork
Electrical
Prime mover
Engine dimensions
Current operators
DB Cargo UK
GB Railfreight
DCRail
Former operators
British Rail
Colas Rail
Accidents and incidents
Naming and liveries
Scrapping
Fleet summary
Class list
Preservation
Models
Notes
References
Further reading
External links
 Contents
1 History
2 Design
2.1 Bodywork
2.2 Electrical
2.3 Prime mover
3 Current operators
3.1 DB Cargo UK
3.2 GB Railfreight
3.3 DCRail
4 Former operators
4.1 British Rail
4.2 Colas Rail
5 Accidents and incidents
6 Naming and liveries
7 Scrapping
8 Fleet summary
8.1 Class list
9 Preservation
10 Models
11 Notes
12 References
13 Further reading
14 External links
History
During the early 1980s, British Rail operated several different diesel locomotives that had been categorised as Type 5, these being a relatively high-powered locomotive suited to heavy freight trains, such as the British Rail Class 56 and British Rail Class 58. However, the Class 56 proved to be somewhat unreliable, contributing to dissatisfaction amongst British Rail's customer base. One such customer, Foster Yeoman, became so disillusioned with the locomotives supplied for its aggregates trains that it procured its own private fleet of locomotives, the British Rail Class 59, that were manufactured by GM-EMD. British Rail was reportedly interested in buying its own version of the Class 59, but hesitated in fear of objections by trade unions, particularly over its production not being based in Britain. To avoid creating tensions, it was deemed necessary for any new locomotive to be manufactured domestically. These various factors drove British Rail to produce a stringent requirement calling for a new Type 5 diesel locomotive for use on its Trainload Freight sector. In terms of its basic configuration, it sought a high-powered low-speed locomotive suitable for its existing core traffic operations. Furthermore, this requirement stipulated that the tentative locomotive would be required to maintain an average availability of no less than 95 percent, which was far higher than any locomotive to have been operated by British Rail at that time. It was believed that the high performance levels demanded would generate considerable cost reductions, as well as significantly bolstering efforts within British Rail's rail freight division to meet targets set out by the British government It was forecast that 100 of these new locomotives could replace 236 locomotives of various older classes, including the British Rail Class 20, British Rail Class 33, and British Rail Class 47, many of which would be withdrawn or cascaded onto other duties. Despite having discounted a direct purchase of the Class 59, during the research phase, some of the concepts for the Class 60 were reportedly modelled upon its design.

British Rail Class 60 - Wikipedia

[IRFCA] Indian Railways FAQ: Locomotives -- Specific classes : AC Electric
Diesel Locomotive Classes –
Broad Gauge
Broad Gauge Diesel Locomotives
 Comparative Specifications
WDM-2D There are a few WDM-2D units in ER used for push-pull operations (Sealdah-Hasnabad, Ranaghat-Krishnagar, Lalgola-Murshidaba, Bardhaman-Rampurhat). It is not known how they differ from the WDM-2 / WDM-2C classes. WDM–3 (Old class name.) Rarities. Diesel locos with hydraulic transmission -- only 8 were produced, by Henschel (model DHG2500BB). Mercedes Benz MD108DZ20 engines, B-B axles. Built around 1970, IR numbers 18515-18522, works numbers 31300-7. No longer in use, decommissioned at Gooty shed, 1995. The first two had Maybach Mekydro transmissions and the rest had the indigenous Suri transmission. Note:

[IRFCA] Indian Railways FAQ: Locomotives -- Specific classes : AC Electric

Diesel Locomotive Classes –
Broad Gauge
Broad Gauge Diesel Locomotives

Comparative Specifications
WDM-2D There are a few WDM-2D units in ER used for push-pull operations (Sealdah-Hasnabad, Ranaghat-Krishnagar, Lalgola-Murshidaba, Bardhaman-Rampurhat). It is not known how they differ from the WDM-2 / WDM-2C classes. WDM–3 (Old class name.) Rarities. Diesel locos with hydraulic transmission -- only 8 were produced, by Henschel (model DHG2500BB). Mercedes Benz MD108DZ20 engines, B-B axles. Built around 1970, IR numbers 18515-18522, works numbers 31300-7. No longer in use, decommissioned at Gooty shed, 1995. The first two had Maybach Mekydro transmissions and the rest had the indigenous Suri transmission. Note:

British Rail Class 23 - Wikipedia British Rail Class 23
British Rail Class 23
From Wikipedia, the free encyclopedia
Contents
Introduction and service history
Operation
Technical, design and reliability problems
Modification
Withdrawal
Preservation
Models
References
Sources
Online sources
Further reading
External links
 They were based at Hornsey, although at weekends were usually located at Hitchin engine shed. It had been British Rail 's original intention to work the locos across London on the widened lines but the locomotives were found to be too heavy. The first of the class was held at Vulcan Foundry whilst EE tried to reduce the weight but this could not be completed to a satisfactory standard. Operation
The locomotives were put to work on King's Cross outer suburban duties such as the Cambridge Buffet Express as well as services from Kings Cross to Moorgate sub-surface platforms via the 'widened lines' (more recently, part of Thameslink ). The locomotives were later banned from Moorgate because of excessive exhaust smoke in the tunnels. Other services entrusted to the class were race specials run from King's Cross to race meetings at Newmarket. Technical, design and reliability problems
Initial problems with the locomotives were minor and varied, although a problem with cracking in the cylinder liner around the injector hole required the engine to be changed. By November 1959, seven engines had been changed and this reduced availability first raised comparisons with the better reliability of the British Rail Class 24 Type 2. The Type 2s were averaging 30–40,000 miles per failure, the Baby Deltic less than a quarter of this. Although they suffered problems with the cylinder liners that were not dissimilar to those of the Class 55 Deltics, most of the Class 23's early problems were a variety of failures with the engine ancillaries.

British Rail Class 23 - Wikipedia

They were based at Hornsey, although at weekends were usually located at Hitchin engine shed. It had been British Rail 's original intention to work the locos across London on the widened lines but the locomotives were found to be too heavy. The first of the class was held at Vulcan Foundry whilst EE tried to reduce the weight but this could not be completed to a satisfactory standard. Operation
The locomotives were put to work on King's Cross outer suburban duties such as the Cambridge Buffet Express as well as services from Kings Cross to Moorgate sub-surface platforms via the 'widened lines' (more recently, part of Thameslink ). The locomotives were later banned from Moorgate because of excessive exhaust smoke in the tunnels. Other services entrusted to the class were race specials run from King's Cross to race meetings at Newmarket. Technical, design and reliability problems
Initial problems with the locomotives were minor and varied, although a problem with cracking in the cylinder liner around the injector hole required the engine to be changed. By November 1959, seven engines had been changed and this reduced availability first raised comparisons with the better reliability of the British Rail Class 24 Type 2. The Type 2s were averaging 30–40,000 miles per failure, the Baby Deltic less than a quarter of this. Although they suffered problems with the cylinder liners that were not dissimilar to those of the Class 55 Deltics, most of the Class 23's early problems were a variety of failures with the engine ancillaries.

British Rail Class 60 - Wikipedia British Rail Class 60
British Rail Class 60
From Wikipedia, the free encyclopedia
Contents
History
Design
Bodywork
Electrical
Prime mover
Engine dimensions
Current operators
DB Cargo UK
GB Railfreight
DCRail
Former operators
British Rail
Colas Rail
Accidents and incidents
Naming and liveries
Scrapping
Fleet summary
Class list
Preservation
Models
Notes
References
Further reading
External links
 3,100 bhp (2,300 kW)
at rail: 2,415 bhp (1,801 kW)
Tractive effort
Maximum: 106,500 lbf (474 kN)
Brakeforce
62 kN (13,900 lb f) or 74 kN (16,600 lb f)
Career
Operators
British Rail
DB Cargo UK
DCRail
GB Railfreight
Numbers
60001–60015
60017–60100
60500 (originally 60016)
Axle load class
Route availability 7
Disposition
29 in service, 66 stored, 3 preserved, 1 scrapped
The British Rail Class 60 is a class of Co-Co heavy freight diesel-electric locomotives built by Brush Traction. They are nicknamed Tugs by rail enthusiasts. During the 1980s, it became increasingly apparent that British Rail required a more capable Type 5 locomotive for its heavy freight trains. Dissatisfaction with the British Rail Class 56 's reliability led to 95 percent availability, a stringent requirement for the era, being included amongst the requirements given. A total of three bids were received to a competitive tender issued on 10 August 1987; of these, Brush Traction 's submission was selected and an order for 100 locomotives was issued during the following year. Despite the first example being completed during June 1989, due to a number of technical issues discovered during testing, the first examples of the Class 60 would not enter revenue service until late 1990. Operated only during the final years of British Rail, the entire Class 60 fleet became the property of English Welsh & Scottish (EWS) following the privatisation of British Rail during the mid 1990s.

British Rail Class 60 - Wikipedia

3,100 bhp (2,300 kW)
at rail: 2,415 bhp (1,801 kW)
Tractive effort
Maximum: 106,500 lbf (474 kN)
Brakeforce
62 kN (13,900 lb f) or 74 kN (16,600 lb f)
Career
Operators
British Rail
DB Cargo UK
DCRail
GB Railfreight
Numbers
60001–60015
60017–60100
60500 (originally 60016)
Axle load class
Route availability 7
Disposition
29 in service, 66 stored, 3 preserved, 1 scrapped
The British Rail Class 60 is a class of Co-Co heavy freight diesel-electric locomotives built by Brush Traction. They are nicknamed Tugs by rail enthusiasts. During the 1980s, it became increasingly apparent that British Rail required a more capable Type 5 locomotive for its heavy freight trains. Dissatisfaction with the British Rail Class 56 's reliability led to 95 percent availability, a stringent requirement for the era, being included amongst the requirements given. A total of three bids were received to a competitive tender issued on 10 August 1987; of these, Brush Traction 's submission was selected and an order for 100 locomotives was issued during the following year. Despite the first example being completed during June 1989, due to a number of technical issues discovered during testing, the first examples of the Class 60 would not enter revenue service until late 1990. Operated only during the final years of British Rail, the entire Class 60 fleet became the property of English Welsh & Scottish (EWS) following the privatisation of British Rail during the mid 1990s.

Travel class - Wikipedia Travel class
Travel class
Contents
Airliners
Ocean liners
Trains
China
Taiwan
Europe
India
Indonesia
Japan
Great Britain
North America
See also
References
 In 1953, the "Equality Express" was introduced with second class carriages only. Eventually, all expresses save for the sole Limited Express offered only second class service, and all other, slower trains, offered only third class. This resulted in the quality of service being associated with the speed of the train. The Diesel Limited Express was introduced in 1956 with one class only. In 1960, with the reforming of Limited Expresses (the Limited Express with Reserved Seating and Diesel Limited Express merged into one fare), all passenger trains officially offered only one class. Therefore, all expresses had only second class carriages and other trains only third class. As time passes, more types of carriages were introduced, but these were thought as types instead of classes. Europe
Italian passenger carriage, showing a "2" denoting second class
Travel class illustrations at the beginning of the 20th century. Representations of the station restaurants of the first and second classes (left) and third class (right). Reliefs of the Iml train station of Metz, France.

Travel class - Wikipedia

Travel class
Travel class
Contents
Airliners
Ocean liners
Trains
China
Taiwan
Europe
India
Indonesia
Japan
Great Britain
North America
See also
References

In 1953, the "Equality Express" was introduced with second class carriages only. Eventually, all expresses save for the sole Limited Express offered only second class service, and all other, slower trains, offered only third class. This resulted in the quality of service being associated with the speed of the train. The Diesel Limited Express was introduced in 1956 with one class only. In 1960, with the reforming of Limited Expresses (the Limited Express with Reserved Seating and Diesel Limited Express merged into one fare), all passenger trains officially offered only one class. Therefore, all expresses had only second class carriages and other trains only third class. As time passes, more types of carriages were introduced, but these were thought as types instead of classes. Europe
Italian passenger carriage, showing a "2" denoting second class
Travel class illustrations at the beginning of the 20th century. Representations of the station restaurants of the first and second classes (left) and third class (right). Reliefs of the Iml train station of Metz, France.

[IRFCA] Indian Railways FAQ: Locomotives -- Specific classes : AC Electric
Diesel Locomotive Classes –
Broad Gauge
Broad Gauge Diesel Locomotives
 Mercedes Benz MD108DZ20 engines, B-B axles. Built around 1970, IR numbers 18515-18522, works numbers 31300-7. No longer in use, decommissioned at Gooty shed, 1995. The first two had Maybach Mekydro transmissions and the rest had the indigenous Suri transmission. Note: The WDM-3A has nothing to do with the original WDM-3 Henschel locos, and is the new class code for the WDM-2C loco based on the power rating of 3100hp (see below). Comparative Specifications
WDM-3A / WDM–2C (Old class name WDM-2C, new class name WDM-3A.) These 3100hp locos are more powerful versions of the WDM-2. The first one was delivered on August 22, 1994. A single WDM-2C could haul a 21-coach passenger train, something that required two of the older WDM-2's. The WDM-2C / WDM-3A also has a rated top speed of 120km/h, and has the same power-pack as the WDG-2 and WDP-2 locos.

Mercedes Benz MD108DZ20 engines, B-B axles. Built around 1970, IR numbers 18515-18522, works numbers 31300-7. No longer in use, decommissioned at Gooty shed, 1995. The first two had Maybach Mekydro transmissions and the rest had the indigenous Suri transmission. Note: The WDM-3A has nothing to do with the original WDM-3 Henschel locos, and is the new class code for the WDM-2C loco based on the power rating of 3100hp (see below). Comparative Specifications
WDM-3A / WDM–2C (Old class name WDM-2C, new class name WDM-3A.) These 3100hp locos are more powerful versions of the WDM-2. The first one was delivered on August 22, 1994. A single WDM-2C could haul a 21-coach passenger train, something that required two of the older WDM-2's. The WDM-2C / WDM-3A also has a rated top speed of 120km/h, and has the same power-pack as the WDG-2 and WDP-2 locos.

British Rail Class 50 - Wikipedia British Rail Class 50
British Rail Class 50
Contents
Description
Development
Production
Service
Refurbishment
Accidents and incidents
Fleet list
Portuguese locomotives
Preservation
List of preserved locomotives
Model railways
Gallery
References, literature and notes
Notes
References
Sources
Further reading
External links
 English Electric produced several alternative front-end designs including one with a wrap-around windscreen but the standard front-end design was eventually adopted for the class. Production
The complete production run of 50 locomotives was built in just over a year and numbered from D400 to D449. D400 entered service in October 1967 and deliveries were completed with D449 in November 1968. Unusually, the ownership of the locomotives remained with the manufacturer and they were operated by British Rail on a 10-year lease which included certain stipulations relating to availability. The D prefix was quickly dropped as for all diesel locos after steam had disappeared in 1968. The locos ran as 400 to 449 from 1969 to 1974. Service
Distribution of locomotives,
March 1974
BR
CD
Code
Name
Quantity
BR
Bristol Bath Road
8
CD
Crewe Diesel
42
Total: 50
The class was built for working passenger services on the West Coast Main Line (WCML) north of Crewe, to Preston, Lancaster, Carlisle, Glasgow Central and Perth, occasionally reaching as far north as Aberdeen. Services south of Crewe would generally be worked by an electric locomotive, with the Class 50s taking over for the journeys that continued north. Initially trains were hauled by a single locomotive, but from May 1970 they were paired on 8 out of 34 locomotive diagrams covering Anglo-Scottish services north of Crewe, allowing greatly accelerated timings to be applied (including a six-hour schedule for the "Royal Scot" London Euston-Glasgow Central and v.v.

British Rail Class 50 - Wikipedia

English Electric produced several alternative front-end designs including one with a wrap-around windscreen but the standard front-end design was eventually adopted for the class. Production
The complete production run of 50 locomotives was built in just over a year and numbered from D400 to D449. D400 entered service in October 1967 and deliveries were completed with D449 in November 1968. Unusually, the ownership of the locomotives remained with the manufacturer and they were operated by British Rail on a 10-year lease which included certain stipulations relating to availability. The D prefix was quickly dropped as for all diesel locos after steam had disappeared in 1968. The locos ran as 400 to 449 from 1969 to 1974. Service
Distribution of locomotives,
March 1974
BR
CD
Code
Name
Quantity
BR
Bristol Bath Road
8
CD
Crewe Diesel
42
Total: 50
The class was built for working passenger services on the West Coast Main Line (WCML) north of Crewe, to Preston, Lancaster, Carlisle, Glasgow Central and Perth, occasionally reaching as far north as Aberdeen. Services south of Crewe would generally be worked by an electric locomotive, with the Class 50s taking over for the journeys that continued north. Initially trains were hauled by a single locomotive, but from May 1970 they were paired on 8 out of 34 locomotive diagrams covering Anglo-Scottish services north of Crewe, allowing greatly accelerated timings to be applied (including a six-hour schedule for the "Royal Scot" London Euston-Glasgow Central and v.v.

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 1,215 hp (906 kW)
Tractive effort
Maximum: 45,000 lbf (200 kN)
Continuous: 26,000 lbf (116 kN)
Brakeforce
35 long tons-force (349 kN)
Career
Operators
Former
British Rail ( Southern and Eastern Regions)
Direct Rail Services
English, Welsh & Scottish
Fragonset Railways
Current
West Coast Railways
Various British heritage railways
Class
D15/1, D15/2; 15/6, 15/6A; Class 33, Class 34 (reserved, not used), Class 83/3
Numbers
D6500–D6597; later 33001–33065, 33101–33 119, 33201–33212
Nicknames
Cromptons (All locomotives)
Bagpipes (33/1s only)
Slim Jims (33/2s only)
Axle load class
Route availability 6
Disposition
3 still in service, 24 preserved, 2 stored, remainder scrapped
The British Rail Class 33, also known as the BRCW Type 3 or Crompton, is a class of Bo-Bo diesel-electric locomotives, ordered in 1957 and built for the Southern Region of British Railways between 1960 and 1962. They were produced as a more powerful Type 3 (1,550 bhp) development of the 1,160 bhp Type 2 Class 26. This was achieved, quite simply, by removing the steam heating boiler and fitting a larger 8 cylinder version of the previous 6 cylinder engine. This was possible because of the traffic requirements of the Southern Region: locomotive-hauled passenger traffic depended on seasonal tourist traffic and was heavier in the summer, when carriage heating was not needed.

British Rail Class 33 - Wikipedia

1,215 hp (906 kW)
Tractive effort
Maximum: 45,000 lbf (200 kN)
Continuous: 26,000 lbf (116 kN)
Brakeforce
35 long tons-force (349 kN)
Career
Operators
Former
British Rail ( Southern and Eastern Regions)
Direct Rail Services
English, Welsh & Scottish
Fragonset Railways
Current
West Coast Railways
Various British heritage railways
Class
D15/1, D15/2; 15/6, 15/6A; Class 33, Class 34 (reserved, not used), Class 83/3
Numbers
D6500–D6597; later 33001–33065, 33101–33 119, 33201–33212
Nicknames
Cromptons (All locomotives)
Bagpipes (33/1s only)
Slim Jims (33/2s only)
Axle load class
Route availability 6
Disposition
3 still in service, 24 preserved, 2 stored, remainder scrapped
The British Rail Class 33, also known as the BRCW Type 3 or Crompton, is a class of Bo-Bo diesel-electric locomotives, ordered in 1957 and built for the Southern Region of British Railways between 1960 and 1962. They were produced as a more powerful Type 3 (1,550 bhp) development of the 1,160 bhp Type 2 Class 26. This was achieved, quite simply, by removing the steam heating boiler and fitting a larger 8 cylinder version of the previous 6 cylinder engine. This was possible because of the traffic requirements of the Southern Region: locomotive-hauled passenger traffic depended on seasonal tourist traffic and was heavier in the summer, when carriage heating was not needed.

[IRFCA] Indian Railways FAQ: Diesel and Electric Locomotive Specifications Diesel and Electric Locomotive Specifications
Diesel and Electric Locomotive Specifications
Locomotive Specifications
Diesel Locomotives
Notes:
Abbreviations
 ? WDS-8
1979-82
CLW
Bo-Bo
700
35
?? 22000
5
PS only, no IR numbers
DLW Works Shunters
1966-67
DLW
0-B-0
250
?? ?? ?? 4
19053-19055
19056 ex-MG No. 1007
MG Diesels
YDM-1
1955-56
North British
B-B
700
(625 net)
88
44
10920
20
6000-6019
YDM-2
1986-90
CLW
B-B
700
75
48
14400
41
2001-41
YDM-3
1961-62
GM
1-B-B-1
1390
(1260 net)
80
59
14300
30
6050+
YDM-4
1961-90
Alco / DLW
Co-Co
1400
(1300 net)
96
72
18935
572
6020-6049/6105-6129 (Alco)
6199-6258/6289-6769+ (DLW)
YDM-4A
1964-69
MLW
Co-Co
1400
(1300 net)
96
72
18935
99
6130-198/6259-288
YDM-5
1964
GM
C-C
1390
(1260 net)
80
69
21790
25
6080-6184
DLW Works Shunters (MG)
1967+
DLW
0-B-0
250
?? ?? ?? 2 (3?)

? WDS-8
1979-82
CLW
Bo-Bo
700
35
?? 22000
5
PS only, no IR numbers
DLW Works Shunters
1966-67
DLW
0-B-0
250
?? ?? ?? 4
19053-19055
19056 ex-MG No. 1007
MG Diesels
YDM-1
1955-56
North British
B-B
700
(625 net)
88
44
10920
20
6000-6019
YDM-2
1986-90
CLW
B-B
700
75
48
14400
41
2001-41
YDM-3
1961-62
GM
1-B-B-1
1390
(1260 net)
80
59
14300
30
6050+
YDM-4
1961-90
Alco / DLW
Co-Co
1400
(1300 net)
96
72
18935
572
6020-6049/6105-6129 (Alco)
6199-6258/6289-6769+ (DLW)
YDM-4A
1964-69
MLW
Co-Co
1400
(1300 net)
96
72
18935
99
6130-198/6259-288
YDM-5
1964
GM
C-C
1390
(1260 net)
80
69
21790
25
6080-6184
DLW Works Shunters (MG)
1967+
DLW
0-B-0
250
?? ?? ?? 2 (3?)

British Rail Class 29 - Wikipedia British Rail Class 29
British Rail Class 29
Contents
Background
Withdrawal
Numbering
Model railways
References
Sources
Further reading
External links
 No Class 21, 22 or Class 29 locomotives survive today. Numbering
The rebuilt locomotives were numbered: D6100
D6101
D6102
D6103
D6106
D6107
D6108
D6112
D6113
D6114
D6116
D6119
D6121
D6123
D6124
D6129
D6130
D6132
D6133
D6137
Model railways
In 1978 Hornby Railways launched its first version of the BR Class 29 in BR green and blue liveries in OO gauge. Dapol also produce a Class 29 in BR blue livery. References
^ xp64mag.co.uk
^ British Rail Locoshed Book. Shepperton: Ian Allan. February 1968. pp. 26–27.

British Rail Class 29 - Wikipedia

No Class 21, 22 or Class 29 locomotives survive today. Numbering
The rebuilt locomotives were numbered: D6100
D6101
D6102
D6103
D6106
D6107
D6108
D6112
D6113
D6114
D6116
D6119
D6121
D6123
D6124
D6129
D6130
D6132
D6133
D6137
Model railways
In 1978 Hornby Railways launched its first version of the BR Class 29 in BR green and blue liveries in OO gauge. Dapol also produce a Class 29 in BR blue livery. References
^ xp64mag.co.uk
^ British Rail Locoshed Book. Shepperton: Ian Allan. February 1968. pp. 26–27.

India: Travelling by Trains - Booking Tickets - Tripadvisor India: Travelling by Trains - Booking Tickets
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India: Travelling by Trains - Booking Tickets
Share your knowledge
Can I book the Train Tickets through Internet and Pay Online
Is the Food Served on the Trains Safe for Consumption?
 For International Tourists would strongly recommend Rajadhani / Shatabdi Express Trains if its available on the route you would like to travel. New Series Duronto Express started in 2010: The Indian Railways started a new series of Express Trains called Duronto Express considered to be Non Stop Trains (though it would have Technical Halts for Crew Change but No Commercial Halts). The Ticket Fare is a bit higher compared to normal Express Trains but still cheaper compared to Rajadhani Express and has Non AC & AC Sleeper Coaches. Currently these trains are being introduced in a phased manner between different Metro Cities. These Trains would reach the destinations 2-3 hrs earlier compared to the normal Express/Superfast Express Trains. What are the different type of Travel Classes available
The long distance trains/overnight trains has the following options. Sleeper Class Non AC consisting of 6 berths in a block
3AC or Third AC 6 berths in a block / The best option
2AC or Second AC 4 berths in a block / not worth the extra price
1AC or First AC 4 berths individual block with lockable door but Shared Toilets
*Bed Rolls consisting of Bedsheets, Blanket, Towel are provided in Overnight Trains in AC Coaches Only 1AC, 2AC, 3AC which are given around 8-9PM and collected back by 6AM
International Travellers avoid travelling in Sleeper Class
First AC is available only on selected Trains quite expensive on par with flight tickets rate. The short distance trains which has only sitting accommodation has the following options. Executive Chair Car Available only in Shatabdi Express Trains
AC Chair Car Recommended
Second Sitting Non AC basic Seats / Avoid It.

India: Travelling by Trains - Booking Tickets - Tripadvisor

India: Travelling by Trains - Booking Tickets
Save money. We search 200+ sites for the lowest hotel prices.
India: Travelling by Trains - Booking Tickets
Share your knowledge
Can I book the Train Tickets through Internet and Pay Online
Is the Food Served on the Trains Safe for Consumption?

For International Tourists would strongly recommend Rajadhani / Shatabdi Express Trains if its available on the route you would like to travel. New Series Duronto Express started in 2010: The Indian Railways started a new series of Express Trains called Duronto Express considered to be Non Stop Trains (though it would have Technical Halts for Crew Change but No Commercial Halts). The Ticket Fare is a bit higher compared to normal Express Trains but still cheaper compared to Rajadhani Express and has Non AC & AC Sleeper Coaches. Currently these trains are being introduced in a phased manner between different Metro Cities. These Trains would reach the destinations 2-3 hrs earlier compared to the normal Express/Superfast Express Trains. What are the different type of Travel Classes available
The long distance trains/overnight trains has the following options. Sleeper Class Non AC consisting of 6 berths in a block
3AC or Third AC 6 berths in a block / The best option
2AC or Second AC 4 berths in a block / not worth the extra price
1AC or First AC 4 berths individual block with lockable door but Shared Toilets
*Bed Rolls consisting of Bedsheets, Blanket, Towel are provided in Overnight Trains in AC Coaches Only 1AC, 2AC, 3AC which are given around 8-9PM and collected back by 6AM
International Travellers avoid travelling in Sleeper Class
First AC is available only on selected Trains quite expensive on par with flight tickets rate. The short distance trains which has only sitting accommodation has the following options. Executive Chair Car Available only in Shatabdi Express Trains
AC Chair Car Recommended
Second Sitting Non AC basic Seats / Avoid It.

Class 40 | Thomas the Tank Engine Wikia | Fandom Class 40
Class 40
Class 40
Background Information
First appearance
Last appearance
Creator (s)
Overview
Name
Gender
Country
Relative (s)
Affiliation
Technical Details
Basis
Gauge
Power type
Vehicle
Fuel type
Configuration
Wheels
Top speed
Designer (s)
Builder (s)
Year built
Visited Sodor
Year scrapped
Number
Railway
Contents
Biography
Personality
Technical Details
Basis
Livery
Appearances
The Railway Series
Companion Volumes
Thomas & Friends
Music Videos
Books
Magazine Stories
Video Games
Video Releases
Audio Files
Horn
Trivia
Merchandise
References
Languages:
 Class 40's nameboard sequence has only appeared in Cranky Bugs and Other Thomas Stories and in the airings of Bowled Out in Japan. In the magazine story Platform Picture, he is referred to as " Derek the Diesel". His Hornby model depicts him as a Class 37 diesel which still has an inaccurate number for a locomotive of this type. His Railway Series number is completely fictional. No diesel engine ever is known to have worn this number. In the Days Out with Thomas events, Class 40 wore Toad 's face. Class 40's television series model is currently on display at Drayton Manor Theme Park and is wearing his sad face. Series 12 production notes call him " Diesel 40 ". Class 40's Take 'n' Play model incorrectly depicts him with a Bo-Bo wheel arrangement. This was likely due to the fact that the manufacturers could not depict him with his correct 1Co-Co1 arrangement.

Class 40's nameboard sequence has only appeared in Cranky Bugs and Other Thomas Stories and in the airings of Bowled Out in Japan. In the magazine story Platform Picture, he is referred to as " Derek the Diesel". His Hornby model depicts him as a Class 37 diesel which still has an inaccurate number for a locomotive of this type. His Railway Series number is completely fictional. No diesel engine ever is known to have worn this number. In the Days Out with Thomas events, Class 40 wore Toad 's face. Class 40's television series model is currently on display at Drayton Manor Theme Park and is wearing his sad face. Series 12 production notes call him " Diesel 40 ". Class 40's Take 'n' Play model incorrectly depicts him with a Bo-Bo wheel arrangement. This was likely due to the fact that the manufacturers could not depict him with his correct 1Co-Co1 arrangement.

[IRFCA] Indian Railways FAQ: Diesel and Electric Locomotive Specifications Diesel and Electric Locomotive Specifications
Diesel and Electric Locomotive Specifications
Locomotive Specifications
Diesel Locomotives
Notes:
Abbreviations
 19000-014
WDS-2
1954-55
Kraus
Maffei
C
440 (400 net)
54 / 28 (ML / S)
51.4
9200/
15420
30
19016-045
WDS-3
1961
Maschi-
nenbau    Kiel
C
618
65 / 27 (ML / S)
57
10400 /
17100
7
19046-
WDS-4
1968-1969
CLW
C
600
65 / 27 (ML / S)
60
9500 /
18000
27
19062-19086/19108-19109
(Some to PS)
WDS-4A
1968
CLW
C
660
65 / 38 (ML / S)
60
16700 /
18000
5
19057-061
WDS-4B
1969+
CLW
C
700
65 / 27 (ML / S)
60
11500 /
18000
450+
19110-19541
19660-19732 (includes WDS-4D)
(Some to PS.) WDS-4C
1976-78
CLW (??) C
700
65 / 27 (ML / S)
60
11500 /
18000
7
19046-19052
WDS-4D
1984-97
CLW
C
700
60 / 25 (ML / S)
60
18000
120+
19542-19659
19660-19732 (includes WDS-4B)
WDS-5
1967
Alco
Co-Co
1065 /
(994 net)
109
126
31500
21
19087-19107
WDS-6
1975+
DLW
Co-Co
1400 (1328 net)
1350 / 1120 std for WDS-6AD
71
/ 63
120-129
34000
260+
36000-36254 (includes WDS-6R)
36254-36265, 36501-36503+ WDS-6AD. Some units originally 19459-19468, transferred to public sector units, renumbered). WCDS-6
2009
Golden Rock
? ? WDS-8
1979-82
CLW
Bo-Bo
700
35
?? 22000
5
PS only, no IR numbers
DLW Works Shunters
1966-67
DLW
0-B-0
250
?? ?? ??

19000-014
WDS-2
1954-55
Kraus
Maffei
C
440 (400 net)
54 / 28 (ML / S)
51.4
9200/
15420
30
19016-045
WDS-3
1961
Maschi-
nenbau    Kiel
C
618
65 / 27 (ML / S)
57
10400 /
17100
7
19046-
WDS-4
1968-1969
CLW
C
600
65 / 27 (ML / S)
60
9500 /
18000
27
19062-19086/19108-19109
(Some to PS)
WDS-4A
1968
CLW
C
660
65 / 38 (ML / S)
60
16700 /
18000
5
19057-061
WDS-4B
1969+
CLW
C
700
65 / 27 (ML / S)
60
11500 /
18000
450+
19110-19541
19660-19732 (includes WDS-4D)
(Some to PS.) WDS-4C
1976-78
CLW (??) C
700
65 / 27 (ML / S)
60
11500 /
18000
7
19046-19052
WDS-4D
1984-97
CLW
C
700
60 / 25 (ML / S)
60
18000
120+
19542-19659
19660-19732 (includes WDS-4B)
WDS-5
1967
Alco
Co-Co
1065 /
(994 net)
109
126
31500
21
19087-19107
WDS-6
1975+
DLW
Co-Co
1400 (1328 net)
1350 / 1120 std for WDS-6AD
71
/ 63
120-129
34000
260+
36000-36254 (includes WDS-6R)
36254-36265, 36501-36503+ WDS-6AD. Some units originally 19459-19468, transferred to public sector units, renumbered). WCDS-6
2009
Golden Rock
? ? WDS-8
1979-82
CLW
Bo-Bo
700
35
?? 22000
5
PS only, no IR numbers
DLW Works Shunters
1966-67
DLW
0-B-0
250
?? ?? ??

List of British Rail modern traction locomotive classes - Wikipedia List of British Rail modern traction locomotive classes
List of British Rail modern traction locomotive classes
Contents
Diesel locomotives
Small shunters: under 300 hp
Large shunters: 300–799hp
Type 1 locomotives: 800 – 1000 hp
Type 2 locomotives: 1001 – 1499hp
Type 3 locomotives: 1500–1999 hp
Type 4 locomotives: 2000–2999 hp
Type 5 locomotives: over 3000 hp
Electric locomotives
DC electric locomotives
AC electric locomotives
Miscellaneous locomotives
Class 99
Builders' demonstrators
Unbuilt locomotives
See also
Footnotes
References
External links
 217 (10 in preservation)
Relation between TOPS, 1948, 1955 and 1962 classes, and 1948, 1957 and TOPS numbers (unless otherwise given): Type 3 locomotives: 1500–1999 hp
CLASS
Pre-TOPS
numbers
TOPS numbers
Introduced
Quantity
Engine
Withdrawn
Notes
Scrapped
TOPS
1955
1962
Classes 33 & 34
D15/1
15/6
D6500–D6585
33001–33065
33101–33119
1960–62
98
1550 hp
still in use (with West Coast Railway Company)

59
D15/2
15/6A
D6586-D6597
33201–33212
8
Class 35
( Hymek)
D17/2
17/7
D7000–D7100
N/A
1961–64
101
1700 hp
1971–1975

97
Class 37
D17/1
17/3
D6600-D6608
D6700-D6999
37001–37308
1960–65
309
1750 hp
still in use

177
Class 38

1980s
(Proposed)

Never built

Never built

D16/1
16/8
10000-10001

1947–48
2
1600 hp
1963
1966
1 built by LMS
All

D16/2
16/9
10201-10203

1950 (2)
1954 (1)
3
10201/2: 1750 hp (1600 hp from 1957)
10203: 2000 hp
1963
Ordered by SR
Relation between TOPS, 1955 and 1962 classes, and pre-TOPS and TOPS numbers (unless otherwise given): Type 4 locomotives: 2000–2999 hp
CLASS
1957 numbers
TOPS numbers
Built
Quantity
Engine
Withdrawn
Notes
Scrapped
TOPS
1955
1962

10100

1951
1
2000 hp
1958
Nicknamed "The Fell Locomotive", ordered by LMS
1
Class 40
D20/1
20/3
D200-D399
40 001-40 199
1958–62
200
2000 hp
1967 (1)
1975–85
4 survived in departmental stock until 1987. 193
Class 41 (I) (Warship)
D20/2
20/4
D600-D604
N/A
1958–59
5
2× 1000 hp
1967
Withdrawn before introduction of TOPS system
All
Class 41 (II)
N/A
41001-41002
43000-43001
1972
2
2250 hp
1982
Power cars for Prototype HST
1
Class 41 (III)
N/A

1990s
(Proposed)

Never Built

Never Built
Class 42 (Warship)
D22/1
22/1
D800-D832,
D866-D

217 (10 in preservation)
Relation between TOPS, 1948, 1955 and 1962 classes, and 1948, 1957 and TOPS numbers (unless otherwise given): Type 3 locomotives: 1500–1999 hp
CLASS
Pre-TOPS
numbers
TOPS numbers
Introduced
Quantity
Engine
Withdrawn
Notes
Scrapped
TOPS
1955
1962
Classes 33 & 34
D15/1
15/6
D6500–D6585
33001–33065
33101–33119
1960–62
98
1550 hp
still in use (with West Coast Railway Company)

59
D15/2
15/6A
D6586-D6597
33201–33212
8
Class 35
( Hymek)
D17/2
17/7
D7000–D7100
N/A
1961–64
101
1700 hp
1971–1975

97
Class 37
D17/1
17/3
D6600-D6608
D6700-D6999
37001–37308
1960–65
309
1750 hp
still in use

177
Class 38

1980s
(Proposed)

Never built

Never built

D16/1
16/8
10000-10001

1947–48
2
1600 hp
1963
1966
1 built by LMS
All

D16/2
16/9
10201-10203

1950 (2)
1954 (1)
3
10201/2: 1750 hp (1600 hp from 1957)
10203: 2000 hp
1963
Ordered by SR
Relation between TOPS, 1955 and 1962 classes, and pre-TOPS and TOPS numbers (unless otherwise given): Type 4 locomotives: 2000–2999 hp
CLASS
1957 numbers
TOPS numbers
Built
Quantity
Engine
Withdrawn
Notes
Scrapped
TOPS
1955
1962

10100

1951
1
2000 hp
1958
Nicknamed "The Fell Locomotive", ordered by LMS
1
Class 40
D20/1
20/3
D200-D399
40 001-40 199
1958–62
200
2000 hp
1967 (1)
1975–85
4 survived in departmental stock until 1987. 193
Class 41 (I) (Warship)
D20/2
20/4
D600-D604
N/A
1958–59
5
2× 1000 hp
1967
Withdrawn before introduction of TOPS system
All
Class 41 (II)
N/A
41001-41002
43000-43001
1972
2
2250 hp
1982
Power cars for Prototype HST
1
Class 41 (III)
N/A

1990s
(Proposed)

Never Built

Never Built
Class 42 (Warship)
D22/1
22/1
D800-D832,
D866-D

British Rail Class 66 - Wikipedia British Rail Class 66
British Rail Class 66
Contents
History
Background
Order and specification
United Kingdom
Continental Europe
UK importation
Emission compliance
Current operators
Colas Rail
DB Cargo UK
Direct Rail Services
Freightliner
GB Railfreight
Former operators
Advenza Freight
Fastline
Sub-classes
Names
Poor working environment
Accidents
Models
See also
References and sources
References
Sources
Further reading
External links
 In Continental Europe it is marketed as the EMD Class 66 (JT42CWR). Contents
1 History
1.1 Background
1.2 Order and specification
1.3 United Kingdom
1.4 Continental Europe
1.5 UK importation
1.6 Emission compliance
2 Current operators
2.1 Colas Rail
2.2 DB Cargo UK
2.3 Direct Rail Services
2.4 Freightliner
2.5 GB Railfreight
3 Former operators
3.1 Advenza Freight
3.2 Fastline
4 Sub-classes
5 Names
6 Poor working environment
7 Accidents
8 Models
9 See also
10 References and sources
10.1 References
10.2 Sources
11 Further reading
12 External links
History
Background
On the privatisation of British Rail 's freight operations in 1996, Wisconsin Central Transportation Systems under the control of Ed Burkhardt bought a number of the newly privatised rail freight companies: Transrail; Mainline; Loadhaul; and later Railfreight Distribution and Rail Express Systems. Controlling 93% of UK rail freight, after a public relations exercise involving the input of the general public, the company was named English Welsh & Scottish. EWS inherited a fleet of 1,600 mainly diesel locomotives, with an average age of over 30 years; 300 had been cannibalised for spares. Typical of the fleet, the 2580 hp Class 47s needed a major overhaul every seven years, costing £400,000;

British Rail Class 66 - Wikipedia

British Rail Class 66
British Rail Class 66
Contents
History
Background
Order and specification
United Kingdom
Continental Europe
UK importation
Emission compliance
Current operators
Colas Rail
DB Cargo UK
Direct Rail Services
Freightliner
GB Railfreight
Former operators
Advenza Freight
Fastline
Sub-classes
Names
Poor working environment
Accidents
Models
See also
References and sources
References
Sources
Further reading
External links

In Continental Europe it is marketed as the EMD Class 66 (JT42CWR). Contents
1 History
1.1 Background
1.2 Order and specification
1.3 United Kingdom
1.4 Continental Europe
1.5 UK importation
1.6 Emission compliance
2 Current operators
2.1 Colas Rail
2.2 DB Cargo UK
2.3 Direct Rail Services
2.4 Freightliner
2.5 GB Railfreight
3 Former operators
3.1 Advenza Freight
3.2 Fastline
4 Sub-classes
5 Names
6 Poor working environment
7 Accidents
8 Models
9 See also
10 References and sources
10.1 References
10.2 Sources
11 Further reading
12 External links
History
Background
On the privatisation of British Rail 's freight operations in 1996, Wisconsin Central Transportation Systems under the control of Ed Burkhardt bought a number of the newly privatised rail freight companies: Transrail; Mainline; Loadhaul; and later Railfreight Distribution and Rail Express Systems. Controlling 93% of UK rail freight, after a public relations exercise involving the input of the general public, the company was named English Welsh & Scottish. EWS inherited a fleet of 1,600 mainly diesel locomotives, with an average age of over 30 years; 300 had been cannibalised for spares. Typical of the fleet, the 2580 hp Class 47s needed a major overhaul every seven years, costing £400,000;

British Rail Class 70 (diesel) - Wikipedia British Rail Class 70 (diesel)
British Rail Class 70 (diesel)
Contents
Background and specification
Operations
Freightliner
Turkish demonstrator
Colas Rail
Accidents and incidents
Fleet list
See also
Notes
References
External links
 regenerative braking is used to supply the energy to power auxiliary motors. The locomotives were given the Class 70 TOPS code, breaking the previous convention that class numbers in the 70s were used for DC electric locomotives . The new locomotives are similar in appearance to a Class 58; a hood unit design with a narrow body typical of locomotive types in use in North America, the cabs are accessed from the rear via exterior walkways on the narrow part of the hood. The distinctive front end shape is due to crashworthiness features It is also fitted with air conditioning and acoustic insulation to improve the crew's environment, making it an improvement over the Class 66. Operations
Freightliner
Freightliner 70001 Powerhaul
Construction of the first two locomotives at GE's Erie, Pennsylvania plant was completed in July 2009, with both locomotives tested during the same month. The original plan was for two months of testing, with the locomotives then spending a further three weeks being modified where necessary and prepared for transport to the United Kingdom. The first two locomotives arrived at Newport Docks on 8 November 2009. The delivery gave GE its first locomotives in service on the British rail network. The first locomotive was given the name 'PowerHaul' at Leeds on 24 November 2009.

regenerative braking is used to supply the energy to power auxiliary motors. The locomotives were given the Class 70 TOPS code, breaking the previous convention that class numbers in the 70s were used for DC electric locomotives . The new locomotives are similar in appearance to a Class 58; a hood unit design with a narrow body typical of locomotive types in use in North America, the cabs are accessed from the rear via exterior walkways on the narrow part of the hood. The distinctive front end shape is due to crashworthiness features It is also fitted with air conditioning and acoustic insulation to improve the crew's environment, making it an improvement over the Class 66. Operations
Freightliner
Freightliner 70001 Powerhaul
Construction of the first two locomotives at GE's Erie, Pennsylvania plant was completed in July 2009, with both locomotives tested during the same month. The original plan was for two months of testing, with the locomotives then spending a further three weeks being modified where necessary and prepared for transport to the United Kingdom. The first two locomotives arrived at Newport Docks on 8 November 2009. The delivery gave GE its first locomotives in service on the British rail network. The first locomotive was given the name 'PowerHaul' at Leeds on 24 November 2009.

List of British Rail modern traction locomotive classes - Wikipedia List of British Rail modern traction locomotive classes
List of British Rail modern traction locomotive classes
Contents
Diesel locomotives
Small shunters: under 300 hp
Large shunters: 300–799hp
Type 1 locomotives: 800 – 1000 hp
Type 2 locomotives: 1001 – 1499hp
Type 3 locomotives: 1500–1999 hp
Type 4 locomotives: 2000–2999 hp
Type 5 locomotives: over 3000 hp
Electric locomotives
DC electric locomotives
AC electric locomotives
Miscellaneous locomotives
Class 99
Builders' demonstrators
Unbuilt locomotives
See also
Footnotes
References
External links
 1500–1999 hp
1.6 Type 4 locomotives: 2000–2999 hp
1.7 Type 5 locomotives: over 3000 hp
2 Electric locomotives
2.1 DC electric locomotives
2.2 AC electric locomotives
3 Miscellaneous locomotives
3.1 Class 99
3.2 Builders' demonstrators
3.3 Unbuilt locomotives
4 See also
5 Footnotes
6 References
7 External links
Diesel locomotives
The 1955 diesel locomotive classes are given in brackets where applicable. A large number of different shunter types were purchased by British Rail and its predecessors, many of which were withdrawn prior to the introduction of TOPS. The tables below attempt to list the different types and the different classifications used to describe them as clearly as possible: Small shunters: under 300 hp
Shunter classes are listed by 1955 class, which puts TOPS classes in ascending order, and generally puts 1948 and 1962 classes in ascending order. Unclassed shunters are placed at the start of the table; TOPS class 07 has been placed so its 1962 class is in the logical place. TOPS Class
1948
Class
1955
Class
1962
Class
1948 Numbers
1957 Numbers
TOPS Numbers
Year (s)
built
Quantity
built
Engine
Year (s)
withdrawn
Notes
Scrapped
—
—
—
—
–
11104
–
1950
1
52 hp ("At rail:"

1500–1999 hp
1.6 Type 4 locomotives: 2000–2999 hp
1.7 Type 5 locomotives: over 3000 hp
2 Electric locomotives
2.1 DC electric locomotives
2.2 AC electric locomotives
3 Miscellaneous locomotives
3.1 Class 99
3.2 Builders' demonstrators
3.3 Unbuilt locomotives
4 See also
5 Footnotes
6 References
7 External links
Diesel locomotives
The 1955 diesel locomotive classes are given in brackets where applicable. A large number of different shunter types were purchased by British Rail and its predecessors, many of which were withdrawn prior to the introduction of TOPS. The tables below attempt to list the different types and the different classifications used to describe them as clearly as possible: Small shunters: under 300 hp
Shunter classes are listed by 1955 class, which puts TOPS classes in ascending order, and generally puts 1948 and 1962 classes in ascending order. Unclassed shunters are placed at the start of the table; TOPS class 07 has been placed so its 1962 class is in the logical place. TOPS Class
1948
Class
1955
Class
1962
Class
1948 Numbers
1957 Numbers
TOPS Numbers
Year (s)
built
Quantity
built
Engine
Year (s)
withdrawn
Notes
Scrapped
—
—
—
—
–
11104
–
1950
1
52 hp ("At rail:"

Class 40 | Thomas the Tank Engine Wikia | Fandom Class 40
Class 40
Class 40
Background Information
First appearance
Last appearance
Creator (s)
Overview
Name
Gender
Country
Relative (s)
Affiliation
Technical Details
Basis
Gauge
Power type
Vehicle
Fuel type
Configuration
Wheels
Top speed
Designer (s)
Builder (s)
Year built
Visited Sodor
Year scrapped
Number
Railway
Contents
Biography
Personality
Technical Details
Basis
Livery
Appearances
The Railway Series
Companion Volumes
Thomas & Friends
Music Videos
Books
Magazine Stories
Video Games
Video Releases
Audio Files
Horn
Trivia
Merchandise
References
Languages:
 Reading Between the Lines (mentioned)
2007 - Thomas the Tank Engine: The New Collection (indirectly mentioned)

Thomas & Friends
Series 4 - Rusty to the Rescue (not named) and Bowled Out (not named)
Music Videos
Series 4 - Thomas' Anthem Grand Finale
Series 5 - Come for the Ride
Series 7 - The Whistle Song
Books
2004 - Oliver (cameo)
2008 - Thomas' Sticker Express
2011 - Oliver the Great Western Engine (cameo)
2017 - Oliver (cameo)
Magazine Stories
2001 - Diesel Day! and Dusty Diesel
2002 - Just Right and Dusty Diesel! 2003 - The Big Hero
2006 - Heavy Load, Sounds Better and Bridge Bother
2007 - Platform Picture (incorrectly named as Derek)
2008 - Superhero! and Left Alone (cameo)
2010 - Proud Puffers
2011 - Team Effort
2012 - Tender Trouble, Team Effort!, Story Time with Thomas and The Railway Show (mentioned)
The Diesel also appeared in the magazine stories, Blowing About!, Diesel Display, Platform Picture and Rusty and the Cheeky Boys . Video Games
2008 - Begins Educational Learning
Video Releases
1995 - The Thomas the Tank Engine Man (cameo)

Audio Files
Horn
First used
Last used
Sound Effect
Series 4
Series 4

Trivia
Class 40's Railway Series livery is inaccurate as none of the Class 40 diesels received British Railways two-tone green livery. Class 40 is called " Diesel 261 " in Japan. According to some VHS descriptions for the fourth series episode Bowled Out, Class 40 was brought to Sodor to take over Daisy 's work while she was ill.

Class 40
Class 40
Class 40
Background Information
First appearance
Last appearance
Creator (s)
Overview
Name
Gender
Country
Relative (s)
Affiliation
Technical Details
Basis
Gauge
Power type
Vehicle
Fuel type
Configuration
Wheels
Top speed
Designer (s)
Builder (s)
Year built
Visited Sodor
Year scrapped
Number
Railway
Contents
Biography
Personality
Technical Details
Basis
Livery
Appearances
The Railway Series
Companion Volumes
Thomas & Friends
Music Videos
Books
Magazine Stories
Video Games
Video Releases
Audio Files
Horn
Trivia
Merchandise
References
Languages:

Reading Between the Lines (mentioned)
2007 - Thomas the Tank Engine: The New Collection (indirectly mentioned)

Thomas & Friends
Series 4 - Rusty to the Rescue (not named) and Bowled Out (not named)
Music Videos
Series 4 - Thomas' Anthem Grand Finale
Series 5 - Come for the Ride
Series 7 - The Whistle Song
Books
2004 - Oliver (cameo)
2008 - Thomas' Sticker Express
2011 - Oliver the Great Western Engine (cameo)
2017 - Oliver (cameo)
Magazine Stories
2001 - Diesel Day! and Dusty Diesel
2002 - Just Right and Dusty Diesel! 2003 - The Big Hero
2006 - Heavy Load, Sounds Better and Bridge Bother
2007 - Platform Picture (incorrectly named as Derek)
2008 - Superhero! and Left Alone (cameo)
2010 - Proud Puffers
2011 - Team Effort
2012 - Tender Trouble, Team Effort!, Story Time with Thomas and The Railway Show (mentioned)
The Diesel also appeared in the magazine stories, Blowing About!, Diesel Display, Platform Picture and Rusty and the Cheeky Boys . Video Games
2008 - Begins Educational Learning
Video Releases
1995 - The Thomas the Tank Engine Man (cameo)

Audio Files
Horn
First used
Last used
Sound Effect
Series 4
Series 4

Trivia
Class 40's Railway Series livery is inaccurate as none of the Class 40 diesels received British Railways two-tone green livery. Class 40 is called " Diesel 261 " in Japan. According to some VHS descriptions for the fourth series episode Bowled Out, Class 40 was brought to Sodor to take over Daisy 's work while she was ill.

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 On secondary and branch lines not electrified, such as Tonbridge – West St. Leonards, diesel electric multiple units would work passenger services. The scheme involved the electrification of 250 route miles (400 km) of track at a cost of approximately £25m. The British Transport Commission (BTC) approved the scheme in February 1956. The Southern Region established an Electrification Committee, which met monthly from August 1955. On the South Eastern section, electrification was to be carried out in two phases. Phase 1 would cover the north Kent routes via Chatham and Margate, including the Sheerness line, which had not featured in any previous electrification proposals. Phase 2 would cover the remainder of the South Eastern section routes that were to be electrified. The initial assessment was that 88 1,000 horsepower (750 kW) and 20 2,000 horsepower (1,500 kW). Bo-Bo diesel locomotives would be needed, plus 20 electric locomotives. By November, it was thought that 98 locomotives of 1,000 to 1,250 horsepower (750 to 930 kW) would be needed.

British Rail Class 33 - Wikipedia

British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links

On secondary and branch lines not electrified, such as Tonbridge – West St. Leonards, diesel electric multiple units would work passenger services. The scheme involved the electrification of 250 route miles (400 km) of track at a cost of approximately £25m. The British Transport Commission (BTC) approved the scheme in February 1956. The Southern Region established an Electrification Committee, which met monthly from August 1955. On the South Eastern section, electrification was to be carried out in two phases. Phase 1 would cover the north Kent routes via Chatham and Margate, including the Sheerness line, which had not featured in any previous electrification proposals. Phase 2 would cover the remainder of the South Eastern section routes that were to be electrified. The initial assessment was that 88 1,000 horsepower (750 kW) and 20 2,000 horsepower (1,500 kW). Bo-Bo diesel locomotives would be needed, plus 20 electric locomotives. By November, it was thought that 98 locomotives of 1,000 to 1,250 horsepower (750 to 930 kW) would be needed.

British Rail Class 23 - Wikipedia British Rail Class 23
British Rail Class 23
From Wikipedia, the free encyclopedia
Contents
Introduction and service history
Operation
Technical, design and reliability problems
Modification
Withdrawal
Preservation
Models
References
Sources
Online sources
Further reading
External links
 Other services entrusted to the class were race specials run from King's Cross to race meetings at Newmarket. Technical, design and reliability problems
Initial problems with the locomotives were minor and varied, although a problem with cracking in the cylinder liner around the injector hole required the engine to be changed. By November 1959, seven engines had been changed and this reduced availability first raised comparisons with the better reliability of the British Rail Class 24 Type 2. The Type 2s were averaging 30–40,000 miles per failure, the Baby Deltic less than a quarter of this. Although they suffered problems with the cylinder liners that were not dissimilar to those of the Class 55 Deltics, most of the Class 23's early problems were a variety of failures with the engine ancillaries. The auxiliary gearbox used to drive the compressor and cooling fans was a particular problem, suffering from vibration in its geartrain and a resonant whirling in the long drive shaft to it at particular rpm. Many engines seized because this shaft driving the auxiliaries snapped and then whipped round, rupturing coolant hoses and causing overheating. By October 1960 the emphasis of failures had shifted from the ancillaries to the engine itself. Locomotive mileages had only reached 40–60,000 miles each, including stoppages, whilst in this 18 months there had been 44 engine changes across only 10 locomotives. Despite a generous availability of spare engines, four of the ten locomotives were out of service at the time.

British Rail Class 23 - Wikipedia

Other services entrusted to the class were race specials run from King's Cross to race meetings at Newmarket. Technical, design and reliability problems
Initial problems with the locomotives were minor and varied, although a problem with cracking in the cylinder liner around the injector hole required the engine to be changed. By November 1959, seven engines had been changed and this reduced availability first raised comparisons with the better reliability of the British Rail Class 24 Type 2. The Type 2s were averaging 30–40,000 miles per failure, the Baby Deltic less than a quarter of this. Although they suffered problems with the cylinder liners that were not dissimilar to those of the Class 55 Deltics, most of the Class 23's early problems were a variety of failures with the engine ancillaries. The auxiliary gearbox used to drive the compressor and cooling fans was a particular problem, suffering from vibration in its geartrain and a resonant whirling in the long drive shaft to it at particular rpm. Many engines seized because this shaft driving the auxiliaries snapped and then whipped round, rupturing coolant hoses and causing overheating. By October 1960 the emphasis of failures had shifted from the ancillaries to the engine itself. Locomotive mileages had only reached 40–60,000 miles each, including stoppages, whilst in this 18 months there had been 44 engine changes across only 10 locomotives. Despite a generous availability of spare engines, four of the ten locomotives were out of service at the time.

[IRFCA] Indian Railways FAQ: Locomotives -- Specific classes : AC Electric
Diesel Locomotive Classes –
Broad Gauge
Broad Gauge Diesel Locomotives
 The WDM-3A has nothing to do with the original WDM-3 Henschel locos, and is the new class code for the WDM-2C loco based on the power rating of 3100hp (see below). Comparative Specifications
WDM-3A / WDM–2C (Old class name WDM-2C, new class name WDM-3A.) These 3100hp locos are more powerful versions of the WDM-2. The first one was delivered on August 22, 1994. A single WDM-2C could haul a 21-coach passenger train, something that required two of the older WDM-2's. The WDM-2C / WDM-3A also has a rated top speed of 120km/h, and has the same power-pack as the WDG-2 and WDP-2 locos. Early units were air-braked but lately m

The WDM-3A has nothing to do with the original WDM-3 Henschel locos, and is the new class code for the WDM-2C loco based on the power rating of 3100hp (see below). Comparative Specifications
WDM-3A / WDM–2C (Old class name WDM-2C, new class name WDM-3A.) These 3100hp locos are more powerful versions of the WDM-2. The first one was delivered on August 22, 1994. A single WDM-2C could haul a 21-coach passenger train, something that required two of the older WDM-2's. The WDM-2C / WDM-3A also has a rated top speed of 120km/h, and has the same power-pack as the WDG-2 and WDP-2 locos. Early units were air-braked but lately m

British Rail Class 50 - Wikipedia British Rail Class 50
British Rail Class 50
Contents
Description
Development
Production
Service
Refurbishment
Accidents and incidents
Fleet list
Portuguese locomotives
Preservation
List of preserved locomotives
Model railways
Gallery
References, literature and notes
Notes
References
Sources
Further reading
External links
 21.8 short tons)
Loco weight
115 long tons (117 t; 129 short tons)
Fuel capacity
1,540 imp gal (7,000 l; 1,850 US gal)
Prime mover
English Electric 16 CSVT
Engine type
246 litres (15,000 cu in) Diesel engine
Traction motors
6 English Electric type 538/5A axle-hung nose-suspended 400 hp (300 kW) traction motors
Cylinders
16
MU working
■ Orange Square
Train heating
Electric Train Heat
Train brakes
Dual ( Air and Vacuum)
Performance figures
Maximum speed
100 mph (161 km/h)
Power output
Engine: 2,700 bhp (2,010 kW)
Tractive effort
Maximum: 48,500 lbf (216 kN)
Continuous: 33,000 lbf (147,000 N)@ 23.5 mph (37.8 km/h)
Career
Operators
British Rail
Numbers
D400–D449; later 50001–50050
Nicknames
Hoovers
Axle load class
Route availability 6
Withdrawn
1987–1994
Disposition
18 preserved, remainder scrapped
The British Rail Class 50 is a class of diesel locomotives designed to haul express passenger trains at 100 mph. Built by English Electric at the Vulcan Foundry in Newton-le-Willows between 1967 and 1968, the Class 50s were initially on a 10-year lease from English Electric Leasing, and were employed hauling express passenger trains on the, then non-electrified, section of the West Coast Main Line between Crewe and Scotland. Initially numbered D400 - D449 and known as English Electric Type 4s, the locomotives were purchased outright by British Rail (BR) at the end of the lease and became Class 50 in the TOPS renumbering of 1973. The class gained the nickname "Hoovers" because of the noise made by the clean air plant at the No.2 end, prior to refurbishment, which was likened to that of a vacuum cleaner, a name believed given to them by the staff at Paddington Station.

British Rail Class 50 - Wikipedia

21.8 short tons)
Loco weight
115 long tons (117 t; 129 short tons)
Fuel capacity
1,540 imp gal (7,000 l; 1,850 US gal)
Prime mover
English Electric 16 CSVT
Engine type
246 litres (15,000 cu in) Diesel engine
Traction motors
6 English Electric type 538/5A axle-hung nose-suspended 400 hp (300 kW) traction motors
Cylinders
16
MU working
■ Orange Square
Train heating
Electric Train Heat
Train brakes
Dual ( Air and Vacuum)
Performance figures
Maximum speed
100 mph (161 km/h)
Power output
Engine: 2,700 bhp (2,010 kW)
Tractive effort
Maximum: 48,500 lbf (216 kN)
Continuous: 33,000 lbf (147,000 N)@ 23.5 mph (37.8 km/h)
Career
Operators
British Rail
Numbers
D400–D449; later 50001–50050
Nicknames
Hoovers
Axle load class
Route availability 6
Withdrawn
1987–1994
Disposition
18 preserved, remainder scrapped
The British Rail Class 50 is a class of diesel locomotives designed to haul express passenger trains at 100 mph. Built by English Electric at the Vulcan Foundry in Newton-le-Willows between 1967 and 1968, the Class 50s were initially on a 10-year lease from English Electric Leasing, and were employed hauling express passenger trains on the, then non-electrified, section of the West Coast Main Line between Crewe and Scotland. Initially numbered D400 - D449 and known as English Electric Type 4s, the locomotives were purchased outright by British Rail (BR) at the end of the lease and became Class 50 in the TOPS renumbering of 1973. The class gained the nickname "Hoovers" because of the noise made by the clean air plant at the No.2 end, prior to refurbishment, which was likened to that of a vacuum cleaner, a name believed given to them by the staff at Paddington Station.

British Rail Class 60 - Wikipedia British Rail Class 60
British Rail Class 60
From Wikipedia, the free encyclopedia
Contents
History
Design
Bodywork
Electrical
Prime mover
Engine dimensions
Current operators
DB Cargo UK
GB Railfreight
DCRail
Former operators
British Rail
Colas Rail
Accidents and incidents
Naming and liveries
Scrapping
Fleet summary
Class list
Preservation
Models
Notes
References
Further reading
External links
 These various factors drove British Rail to produce a stringent requirement calling for a new Type 5 diesel locomotive for use on its Trainload Freight sector. In terms of its basic configuration, it sought a high-powered low-speed locomotive suitable for its existing core traffic operations. Furthermore, this requirement stipulated that the tentative locomotive would be required to maintain an average availability of no less than 95 percent, which was far higher than any locomotive to have been operated by British Rail at that time. It was believed that the high performance levels demanded would generate considerable cost reductions, as well as significantly bolstering efforts within British Rail's rail freight division to meet targets set out by the British government It was forecast that 100 of these new locomotives could replace 236 locomotives of various older classes, including the British Rail Class 20, British Rail Class 33, and British Rail Class 47, many of which would be withdrawn or cascaded onto other duties. Despite having discounted a direct purchase of the Class 59, during the research phase, some of the concepts for the Class 60 were reportedly modelled upon its design. Inspiration was also drawn from the French rail freight industry. Roughly a dozen designs were studied, based upon staff feedback and market research; a total of three were carried through to the advanced stages of study, during which mock-ups were produced. A late-stage decision to reduce the size of the engine compartment enabled the redesign of the cabs at either end of the locomotive. On 10 August 1987, the British Railways Board issued a competitive tender for response by 7 November, for a fleet of 100 locomotives.

British Rail Class 60 - Wikipedia

These various factors drove British Rail to produce a stringent requirement calling for a new Type 5 diesel locomotive for use on its Trainload Freight sector. In terms of its basic configuration, it sought a high-powered low-speed locomotive suitable for its existing core traffic operations. Furthermore, this requirement stipulated that the tentative locomotive would be required to maintain an average availability of no less than 95 percent, which was far higher than any locomotive to have been operated by British Rail at that time. It was believed that the high performance levels demanded would generate considerable cost reductions, as well as significantly bolstering efforts within British Rail's rail freight division to meet targets set out by the British government It was forecast that 100 of these new locomotives could replace 236 locomotives of various older classes, including the British Rail Class 20, British Rail Class 33, and British Rail Class 47, many of which would be withdrawn or cascaded onto other duties. Despite having discounted a direct purchase of the Class 59, during the research phase, some of the concepts for the Class 60 were reportedly modelled upon its design. Inspiration was also drawn from the French rail freight industry. Roughly a dozen designs were studied, based upon staff feedback and market research; a total of three were carried through to the advanced stages of study, during which mock-ups were produced. A late-stage decision to reduce the size of the engine compartment enabled the redesign of the cabs at either end of the locomotive. On 10 August 1987, the British Railways Board issued a competitive tender for response by 7 November, for a fleet of 100 locomotives.

British Rail Class 08 - Wikipedia British Rail Class 08
British Rail Class 08
Contents
History
Exported locomotives
Operations
Technical description
Design variations
Class 08/9
BR Class 13
Fleet
Preservation
Models
In fiction
References
Further reading
External links
 British Rail Class 08 - Wikipedia
British Rail Class 08
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
British Rail Class 08
08 801 at Penzance station in 1990
Type and origin
Power type
Diesel-electric
Builder
British Railways: Crewe Works
Darlington Works
Derby Works
Doncaster Works
Horwich Works
Build date
1952–1962
Total produced
996
Specifications
Configuration:
• Whyte
0-6-0
• UIC
C
Wheel diameter
4 ft 6 in (1.372 m)
Wheelbase
11 ft 6 in (3.505 m)
Length
29 ft 3 in (8.92 m)
Width
8 ft 6 in (2.591 m)
Height
12 ft 8
+
5⁄8 in (3.877 m)
11 ft 9
+
5⁄8 in (3.597 m) (08/9)
Loco weight
49 long tons (49.8 t; 54.9 short tons) to
51 long tons (51.8 t; 57.1 short tons)
Fuel capacity
668 imp gal (3,040 l; 802 US gal)
Prime mover
English Electric 6KT
Generator
DC
Traction motors
DC English Electric 506, 2 off
Transmission
Diesel-electric transmission, double reduction gearing
MU working
Not originally fitted, some retrofitted with type ★ Blue Star
Train heating
None
Train brakes
Vacuum, later Air & Vacuum or Air only
Performance figures
Maximum speed
15 mph (24 km/h) or 20 mph (32 km/h)
Power output
Engine: 350 hp (261 kW)
Tractive effort
Maximum: 35,000 lbf (160 kN)
Brakeforce
19 long tons-force (190 kN)
Career
Operators
British Railways
InterCity
Network SouthEast
Rail Express Systems
Freightliner
Eurostar
DB Cargo UK
GNER
National Express East Coast
East Coast
Virgin Trains East Coast
LNER
Midland Mainline
East Midlands Trains
East Midlands Railway
Arriva Rail North
Northern Trains
Harry Needle Railroad Company
Foster Yeoman
Mendip Rail
Numbers
13000–13116, 13127–13136, 13167–13365; later: D3000–D3116, D3127–D3136, D3167-D3365 (renumbered from above), D3366–D3438, D3454–D3472, D3503–D3611, D3652–D3664, D3672–D3718, D3722–D4048, D4095–D4098, D4115–D4192;

British Rail Class 08 - Wikipedia

British Rail Class 08
British Rail Class 08
Contents
History
Exported locomotives
Operations
Technical description
Design variations
Class 08/9
BR Class 13
Fleet
Preservation
Models
In fiction
References
Further reading
External links

Push–pull train - Wikipedia Push–pull train
Push–pull train
Contents
Train formation
Locomotive at one end
Two locomotives
Locomotive in the middle
Distributed power
History
Britain
Steam
Great Western Railway
Other railways
Electric and diesel
Driving van trailers (DVTs)
Ireland
North America
Israel
Australia
New Zealand
See also
References
Further reading
External links
 but some problems of delay in actuation were experienced. They were replaced in 1979 by a system in which a Driving Brake Standard Open (DBSO), converted from a Mark 2, could control the Class 47/7 locomotive via computerised time-division multiplex (TDM) signalling through the train lighting circuits. This had the added benefit that intermediate carriages needed no special equipment, and was found more satisfactory. Such trains became widely used on the intensive passenger service between Edinburgh Waverley and Glasgow Queen Street. When the push–pull sets were replaced by multiple units, the DBSOs were transferred to the Liverpool Street to Norwich service, where they were modified to work with Class 86 electric locomotives. The original system of using the Blue Star multiple working was later revived after privatisation as a way of allowing locomotive-hauled stock to replace multiple units on certain routes, thus increasing capacity without the complications of having to run around or drag a dead locomotive at the rear. It was used by First North Western and Wessex Trains with Class 31s, and by Abellio Greater Anglia, Arriva Trains Northern, Northern Rail and Northern with Class 37s all with Mark 2 carriages. The same system was also adopted by Network Rail for its track observation trains, although on many trains one locomotive has recently been replaced by a DBSO modified to work with Blue Star. Driving van trailers (DVTs)
A GNER Mark 4 Driving Van Trailer at Alnmouth in June 2005
Main article: Driving Van Trailer
In 1988, 52 Mark 3 Driving Van Trailers were built by British Rail Engineering Limited to allow it to replace life

Push–pull train - Wikipedia

Push–pull train
Push–pull train
Contents
Train formation
Locomotive at one end
Two locomotives
Locomotive in the middle
Distributed power
History
Britain
Steam
Great Western Railway
Other railways
Electric and diesel
Driving van trailers (DVTs)
Ireland
North America
Israel
Australia
New Zealand
See also
References
Further reading
External links

but some problems of delay in actuation were experienced. They were replaced in 1979 by a system in which a Driving Brake Standard Open (DBSO), converted from a Mark 2, could control the Class 47/7 locomotive via computerised time-division multiplex (TDM) signalling through the train lighting circuits. This had the added benefit that intermediate carriages needed no special equipment, and was found more satisfactory. Such trains became widely used on the intensive passenger service between Edinburgh Waverley and Glasgow Queen Street. When the push–pull sets were replaced by multiple units, the DBSOs were transferred to the Liverpool Street to Norwich service, where they were modified to work with Class 86 electric locomotives. The original system of using the Blue Star multiple working was later revived after privatisation as a way of allowing locomotive-hauled stock to replace multiple units on certain routes, thus increasing capacity without the complications of having to run around or drag a dead locomotive at the rear. It was used by First North Western and Wessex Trains with Class 31s, and by Abellio Greater Anglia, Arriva Trains Northern, Northern Rail and Northern with Class 37s all with Mark 2 carriages. The same system was also adopted by Network Rail for its track observation trains, although on many trains one locomotive has recently been replaced by a DBSO modified to work with Blue Star. Driving van trailers (DVTs)
A GNER Mark 4 Driving Van Trailer at Alnmouth in June 2005
Main article: Driving Van Trailer
In 1988, 52 Mark 3 Driving Van Trailers were built by British Rail Engineering Limited to allow it to replace life

List of British Rail modern traction locomotive classes - Wikipedia List of British Rail modern traction locomotive classes
List of British Rail modern traction locomotive classes
Contents
Diesel locomotives
Small shunters: under 300 hp
Large shunters: 300–799hp
Type 1 locomotives: 800 – 1000 hp
Type 2 locomotives: 1001 – 1499hp
Type 3 locomotives: 1500–1999 hp
Type 4 locomotives: 2000–2999 hp
Type 5 locomotives: over 3000 hp
Electric locomotives
DC electric locomotives
AC electric locomotives
Miscellaneous locomotives
Class 99
Builders' demonstrators
Unbuilt locomotives
See also
Footnotes
References
External links
 List of British Rail modern traction locomotive classes - Wikipedia
List of British Rail modern traction locomotive classes
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Wikipedia list article
This page lists every locomotive allocated a TOPS classification and all modern traction (e.g. diesel, electric, gas turbine, petrol) stock used on the mainline network since 1948 (i.e. British Railways and post-privatisation)..
Contents
1 Diesel locomotives
1.1 Small shunters: under 300 hp
1.2 Large shunters: 300–799hp
1.3 Type 1 locomotives: 800 – 1000 hp
1.4 Type 2 locomotives: 1001 – 1499hp
1.5 Type 3 locomotives: 1500–1999 hp
1.6 Type 4 locomotives: 2000–2999 hp
1.7 Type 5 locomotives: over 3000 hp
2 Electric locomotives
2.1 DC electric locomotives
2.2 AC electric locomotives
3 Miscellaneous locomotives
3.1 Class 99
3.2 Builders' demonstrators
3.3 Unbuilt locomotives
4 See also
5 Footnotes
6 References
7 External links
Diesel locomotives
The 1955 diesel locomotive classes are given in brackets where applicable. A large number of different shunter types were purchased by British Rail and its predecessors, many of which were withdrawn prior to the introduction of TOPS. The tables below attempt to list the different types and the different classifications used to describe them as clearly as possible:

List of British Rail modern traction locomotive classes - Wikipedia
List of British Rail modern traction locomotive classes
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Wikipedia list article
This page lists every locomotive allocated a TOPS classification and all modern traction (e.g. diesel, electric, gas turbine, petrol) stock used on the mainline network since 1948 (i.e. British Railways and post-privatisation)..
Contents
1 Diesel locomotives
1.1 Small shunters: under 300 hp
1.2 Large shunters: 300–799hp
1.3 Type 1 locomotives: 800 – 1000 hp
1.4 Type 2 locomotives: 1001 – 1499hp
1.5 Type 3 locomotives: 1500–1999 hp
1.6 Type 4 locomotives: 2000–2999 hp
1.7 Type 5 locomotives: over 3000 hp
2 Electric locomotives
2.1 DC electric locomotives
2.2 AC electric locomotives
3 Miscellaneous locomotives
3.1 Class 99
3.2 Builders' demonstrators
3.3 Unbuilt locomotives
4 See also
5 Footnotes
6 References
7 External links
Diesel locomotives
The 1955 diesel locomotive classes are given in brackets where applicable. A large number of different shunter types were purchased by British Rail and its predecessors, many of which were withdrawn prior to the introduction of TOPS. The tables below attempt to list the different types and the different classifications used to describe them as clearly as possible:

London Underground rolling stock - Wikipedia London Underground rolling stock
London Underground rolling stock
Contents
Current stock
London Underground lines
Development plans
New Tube for London (NTfL)
History
Steam locomotives
District Railway
Metropolitan Railway
London Passenger Transport Board
Electric locomotives
Carriages
Sub-surface electric multiple units
District Railway
Metropolitan Railway
London Passenger Transport Board
Tube electric multiple units
Early trains
Standard Stock
London Passenger Transport Board
Isle of Wight
Inter-car barriers
Fire extinguishers
Heritage vehicles
Engineering trains
Locomotives
Steam locomotives
Battery-electric locomotives
Diesel locomotives
Departmental stock
Sleet locomotives
Other stock
See also
Notes
References
Sources
Further reading
 From 1891, more locomotives were needed for work on the line from Baker Street into the country. Four C Class ( 0-4-4) were received in 1891 and six D Class ( 2-4-0) in 1894. From 1896 to 1901 seven E Class ( 0-4-4) locomotives were built to replace the A class on this line. In 1901 the Met also received four F Class ( 0-6-2 ), a freight variant of the E Class. Not all these new locomotives were fitted with the condensing equipment needed to work south of Finchley Road. The need for more powerful engines meant in 1915 four G Class ( 0-6-4) arrived, named after people or places associated with the Metropolitan Railway. Eight 75 mph (121 km/h) capable H Class ( 4-4-4) were built in 1920 for express passenger services, replacing the C and D class locomotives. Finally in 1925, six freight K Class ( 2-6-4) locomotives arrived. These were out of gauge south of Finchley Road. London Passenger Transport Board
On 1 November 1937, the later Metropolitan Railway G, H and K Class steam locomotives were transferred to the London and North Eastern Railway (LNER) who took over all freight workings and became responsible for hauling passenger trains with steam locomotives north of Rickmansworth.

London Underground rolling stock - Wikipedia

London Underground rolling stock
London Underground rolling stock
Contents
Current stock
London Underground lines
Development plans
New Tube for London (NTfL)
History
Steam locomotives
District Railway
Metropolitan Railway
London Passenger Transport Board
Electric locomotives
Carriages
Sub-surface electric multiple units
District Railway
Metropolitan Railway
London Passenger Transport Board
Tube electric multiple units
Early trains
Standard Stock
London Passenger Transport Board
Isle of Wight
Inter-car barriers
Fire extinguishers
Heritage vehicles
Engineering trains
Locomotives
Steam locomotives
Battery-electric locomotives
Diesel locomotives
Departmental stock
Sleet locomotives
Other stock
See also
Notes
References
Sources
Further reading

From 1891, more locomotives were needed for work on the line from Baker Street into the country. Four C Class ( 0-4-4) were received in 1891 and six D Class ( 2-4-0) in 1894. From 1896 to 1901 seven E Class ( 0-4-4) locomotives were built to replace the A class on this line. In 1901 the Met also received four F Class ( 0-6-2 ), a freight variant of the E Class. Not all these new locomotives were fitted with the condensing equipment needed to work south of Finchley Road. The need for more powerful engines meant in 1915 four G Class ( 0-6-4) arrived, named after people or places associated with the Metropolitan Railway. Eight 75 mph (121 km/h) capable H Class ( 4-4-4) were built in 1920 for express passenger services, replacing the C and D class locomotives. Finally in 1925, six freight K Class ( 2-6-4) locomotives arrived. These were out of gauge south of Finchley Road. London Passenger Transport Board
On 1 November 1937, the later Metropolitan Railway G, H and K Class steam locomotives were transferred to the London and North Eastern Railway (LNER) who took over all freight workings and became responsible for hauling passenger trains with steam locomotives north of Rickmansworth.

British Rail Class 60 - Wikipedia British Rail Class 60
British Rail Class 60
From Wikipedia, the free encyclopedia
Contents
History
Design
Bodywork
Electrical
Prime mover
Engine dimensions
Current operators
DB Cargo UK
GB Railfreight
DCRail
Former operators
British Rail
Colas Rail
Accidents and incidents
Naming and liveries
Scrapping
Fleet summary
Class list
Preservation
Models
Notes
References
Further reading
External links
 On 17 May 1988, the placement of an order for 100 locomotives with Brush valued at £120 million was announced by Paul Channon, the Secretary of State for Transport. Production of the type commenced quickly thereafter. Brush decided to subcontract much of the component manufacturing work, while performing final assembly of each locomotive at its erecting shops at Loughborough. The bodyshell of the Class 60, which was shared with the Class 92 electric locomotives, was fabricated by Procor (UK) of Wakefield. The engine was a higher-powered development of the Mirrlees engine, which had been previously fitted experimentally to Class 37 nos. 37 901-37 904. On 1 July 1989, less than 14 months following the order's announcement, the first locomotive departed Brush, having been formally handed over to British Rail in a ceremony held the day beforehand. It was initially dispatched to the Engineering Development Unit at Derby where it underwent testing, revealing the type to possess a number of teething problems. Specific areas that required redesign work included the control software, suspension system, and structural elements; reportedly, there were in excess of 100 individual faults ultimately identified, resulting in a threat of the order's cancellation being issued unless the outstanding problems were rectified.

British Rail Class 60 - Wikipedia

On 17 May 1988, the placement of an order for 100 locomotives with Brush valued at £120 million was announced by Paul Channon, the Secretary of State for Transport. Production of the type commenced quickly thereafter. Brush decided to subcontract much of the component manufacturing work, while performing final assembly of each locomotive at its erecting shops at Loughborough. The bodyshell of the Class 60, which was shared with the Class 92 electric locomotives, was fabricated by Procor (UK) of Wakefield. The engine was a higher-powered development of the Mirrlees engine, which had been previously fitted experimentally to Class 37 nos. 37 901-37 904. On 1 July 1989, less than 14 months following the order's announcement, the first locomotive departed Brush, having been formally handed over to British Rail in a ceremony held the day beforehand. It was initially dispatched to the Engineering Development Unit at Derby where it underwent testing, revealing the type to possess a number of teething problems. Specific areas that required redesign work included the control software, suspension system, and structural elements; reportedly, there were in excess of 100 individual faults ultimately identified, resulting in a threat of the order's cancellation being issued unless the outstanding problems were rectified.

British Rail Class 29 - Wikipedia British Rail Class 29
British Rail Class 29
Contents
Background
Withdrawal
Numbering
Model railways
References
Sources
Further reading
External links
 ISBN 0-7110-0004-2. ^ http://www.brdatabase.info/locoqry.php?action=class&id=27&type=D&page=fleet
^ "Hornby BR Class 29". Hornby Railways Collector Guide. Retrieved 1 February 2020. Sources
Stevens-Stratten, S.W.; Carter, R.S. (1978). British Rail Main-Line Diesels. Shepperton: Ian Allan Ltd. ISBN 0-7110-0617-2. Sugden, S.A. Diesel & Electric Loco Register (3rd edn).

British Rail Class 29 - Wikipedia

British Rail Class 29
British Rail Class 29
Contents
Background
Withdrawal
Numbering
Model railways
References
Sources
Further reading
External links

ISBN 0-7110-0004-2. ^ http://www.brdatabase.info/locoqry.php?action=class&id=27&type=D&page=fleet
^ "Hornby BR Class 29". Hornby Railways Collector Guide. Retrieved 1 February 2020. Sources
Stevens-Stratten, S.W.; Carter, R.S. (1978). British Rail Main-Line Diesels. Shepperton: Ian Allan Ltd. ISBN 0-7110-0617-2. Sugden, S.A. Diesel & Electric Loco Register (3rd edn).

DRB Class 50 - Wikipedia DRB Class 50
DRB Class 50
Contents
General
DB Class 50.40
DR Class 50.35-37
DR Class 50.50
DR Class 50.40
Other Railway Companies
See also
Footnotes
References
External links
 Up to 1948, 3,164 Class 50 engines were built by almost all the European locomotive factories – towards the end as so-called provisional war locomotives ( Übergangskriegslokomotiven) and classified as 50 ÜK. At the end of the steam locomotive era, they became virtually a universal class of mixed-traffic steam engine that, thanks to their low axle load, could even be employed on branch lines with light track beds. The Deutsche Bundesbahn grouped the locomotives into Classes 050, 051, 052 and 053 from 1968 so that the numbers were computer-compatible. Some of the class were used by the Polish State Railways as type Ty5 . Contents
1 General
2 DB Class 50.40
3 DR Class 50.35-37
3.1 DR Class 50.50
4 DR Class 50.40
5 Other Railway Companies
6 See also
7 Footnotes
8 References
9 External links
General
50 1724 at Köln-Gereon (26 May 1990)
1975 stamps of the Class 50 with Wagner smoke deflectors
DB No. 050 915-8 on a Hof-Marktredwitz passenger train, Easter 1972
In spite of wartime losses, a large number of engines still remained in 1945. No fewer than 2,159 working locomotives were taken over by the Deutsche Bundesbahn alone and, for a long time, they formed the backbone of goods traffic operations together with the larger DRG Class 44. They were also used for passenger services. To protect the engine crew when running in reverse, the front of the tender (a 2'2' T 26) was furnished with a protective shield. On many locomotives the Wagner smoke deflectors were replaced by the Witte model after the war.

DRB Class 50 - Wikipedia

Up to 1948, 3,164 Class 50 engines were built by almost all the European locomotive factories – towards the end as so-called provisional war locomotives ( Übergangskriegslokomotiven) and classified as 50 ÜK. At the end of the steam locomotive era, they became virtually a universal class of mixed-traffic steam engine that, thanks to their low axle load, could even be employed on branch lines with light track beds. The Deutsche Bundesbahn grouped the locomotives into Classes 050, 051, 052 and 053 from 1968 so that the numbers were computer-compatible. Some of the class were used by the Polish State Railways as type Ty5 . Contents
1 General
2 DB Class 50.40
3 DR Class 50.35-37
3.1 DR Class 50.50
4 DR Class 50.40
5 Other Railway Companies
6 See also
7 Footnotes
8 References
9 External links
General
50 1724 at Köln-Gereon (26 May 1990)
1975 stamps of the Class 50 with Wagner smoke deflectors
DB No. 050 915-8 on a Hof-Marktredwitz passenger train, Easter 1972
In spite of wartime losses, a large number of engines still remained in 1945. No fewer than 2,159 working locomotives were taken over by the Deutsche Bundesbahn alone and, for a long time, they formed the backbone of goods traffic operations together with the larger DRG Class 44. They were also used for passenger services. To protect the engine crew when running in reverse, the front of the tender (a 2'2' T 26) was furnished with a protective shield. On many locomotives the Wagner smoke deflectors were replaced by the Witte model after the war.

British Rail Class 60 - Wikipedia British Rail Class 60
British Rail Class 60
From Wikipedia, the free encyclopedia
Contents
History
Design
Bodywork
Electrical
Prime mover
Engine dimensions
Current operators
DB Cargo UK
GB Railfreight
DCRail
Former operators
British Rail
Colas Rail
Accidents and incidents
Naming and liveries
Scrapping
Fleet summary
Class list
Preservation
Models
Notes
References
Further reading
External links
 It would take two years before 60 001, the first member of the class, would be available for traffic. As a consequence of needing to make modifications, none of the Class 60s were used operationally until the following year. During late 1990, British Rail accepted the first pair of locomotives into revenue service. Initially, the Class 60s were divided amongst several sectors of British Rail; 42 locomotives were assigned to coal traffic, while 13 were tasked with construction trains, along with 17 locomotives for moving metal trains and a further 17 for petroleum movements. A further seven were used during the construction of the Channel Tunnel, before being reassigned to general construction duties. During March 1993, the final locomotive of the class was accepted into traffic. Design
Bodywork
Unlike the Classes 59 and 66 (solid girder underframe) the Class 60s have a monocoque stressed skin construction with diagonal trusses - with the external bodywork providing support for the internal components. Two different cab designs were considered and full size mock-ups were made in wood, plastic and metal by the Engineering Development Unit at the Railway Technical Centre in Derby. One of these had a French-style raked-forward cab end, similar to the SNCF Class CC 72000, but this was rejected in favour of a more conventional cab.

British Rail Class 60 - Wikipedia

It would take two years before 60 001, the first member of the class, would be available for traffic. As a consequence of needing to make modifications, none of the Class 60s were used operationally until the following year. During late 1990, British Rail accepted the first pair of locomotives into revenue service. Initially, the Class 60s were divided amongst several sectors of British Rail; 42 locomotives were assigned to coal traffic, while 13 were tasked with construction trains, along with 17 locomotives for moving metal trains and a further 17 for petroleum movements. A further seven were used during the construction of the Channel Tunnel, before being reassigned to general construction duties. During March 1993, the final locomotive of the class was accepted into traffic. Design
Bodywork
Unlike the Classes 59 and 66 (solid girder underframe) the Class 60s have a monocoque stressed skin construction with diagonal trusses - with the external bodywork providing support for the internal components. Two different cab designs were considered and full size mock-ups were made in wood, plastic and metal by the Engineering Development Unit at the Railway Technical Centre in Derby. One of these had a French-style raked-forward cab end, similar to the SNCF Class CC 72000, but this was rejected in favour of a more conventional cab.

DRB Class 52 - Wikipedia DRB Class 52
DRB Class 52
Contents
Overview
Engine design
Countries using the engine
Gallery
Notes
See also
References
External links
 One engine, restored by the Norwegian Railway Club, is preserved at the Norwegian Railway Museum in Hamar . The ČSD Czechoslovak state railways used hundreds of 52s post-war, some left behind by the Germans after 1945, some being rebuilt by the Škoda Works in Plzeň. They bore designation class ČSD 555; several dozen were subsequently adapted, as the 555.3, to burn mazut fuel oil, a large surplus of which was generated in synthetic fuel plants in occupied Czechoslovakia from brown coal. The 555.3 differed visibly by having a lid on the smokestack to slow down cooling of the lining of the flue passage, to prevent cracking. The Hungarian State Railways ( MÁV) acquired 100 type 52s from the Soviet Union in 1963. They were designated class 520 and used into the 1980s. Others were used by Yugoslavia before that country's dissolution in the 1990s. A few were still in industrial service in Bosnia in late 2017. Gallery
Several Class 52s have been preserved in operating condition.

DRB Class 52 - Wikipedia

DRB Class 52
DRB Class 52
Contents
Overview
Engine design
Countries using the engine
Gallery
Notes
See also
References
External links

One engine, restored by the Norwegian Railway Club, is preserved at the Norwegian Railway Museum in Hamar . The ČSD Czechoslovak state railways used hundreds of 52s post-war, some left behind by the Germans after 1945, some being rebuilt by the Škoda Works in Plzeň. They bore designation class ČSD 555; several dozen were subsequently adapted, as the 555.3, to burn mazut fuel oil, a large surplus of which was generated in synthetic fuel plants in occupied Czechoslovakia from brown coal. The 555.3 differed visibly by having a lid on the smokestack to slow down cooling of the lining of the flue passage, to prevent cracking. The Hungarian State Railways ( MÁV) acquired 100 type 52s from the Soviet Union in 1963. They were designated class 520 and used into the 1980s. Others were used by Yugoslavia before that country's dissolution in the 1990s. A few were still in industrial service in Bosnia in late 2017. Gallery
Several Class 52s have been preserved in operating condition.

What is the Duronto Express? What are its characteristics? - Railways FAQ - Railway Enquiry
 The fares for the Duronto trains are less than other prestigious superfast rail services such as the Rajdhani Express which ply the same routes. The fare in the new "Economy" AC 3-tier class (similar to that of Garib Rath Express) of the Duronto is marginally more than the fares of the standard AC 3-tier class because the fares include food and catering costs. The AC 3 tier economy class (3E class) introduced Side Middle Berths (SM), increasing the capacity of each coach from 72 to 81 passengers. This enables the trains to carry more passengers and consequently reduce waiting lists on these busy routes as well as the ticket costs. However, the class was discontinued from the New Delhi-Sealdah Duronto Express after passenger protest. The Duronto services would consist of five classes of accommodation namely First AC, Two-tier AC, Three-tier AC, Economy Three-tier AC (similar to that of Garib Rath Express) and Non AC Sleeper Class (Available in Mumbai-Nagpur Duronto, Secunderabad New Delhi Duranto, Howrah-Yeshwantapur Duronto and New Delhi - Allahabad Duronto). The Rakes comprise ICF coaches used in the Rajdhanis and Garib Raths earlier. Each Duronto coach is 24 metres long, compared to the regular coach length of 22.3 metres. The distance between coaches is less too - 460 mm instead of the regular 960 mm. Besides safety and hygiene features like dustbins and fire extinguishers, the coaches have sleeker designs for bottle holders and switches, mobile charging points, sliding transparent doors between coaches, and LED night lamps instead of regular fluorescent lights.

What is the Duronto Express? What are its characteristics? - Railways FAQ - Railway Enquiry

The fares for the Duronto trains are less than other prestigious superfast rail services such as the Rajdhani Express which ply the same routes. The fare in the new "Economy" AC 3-tier class (similar to that of Garib Rath Express) of the Duronto is marginally more than the fares of the standard AC 3-tier class because the fares include food and catering costs. The AC 3 tier economy class (3E class) introduced Side Middle Berths (SM), increasing the capacity of each coach from 72 to 81 passengers. This enables the trains to carry more passengers and consequently reduce waiting lists on these busy routes as well as the ticket costs. However, the class was discontinued from the New Delhi-Sealdah Duronto Express after passenger protest. The Duronto services would consist of five classes of accommodation namely First AC, Two-tier AC, Three-tier AC, Economy Three-tier AC (similar to that of Garib Rath Express) and Non AC Sleeper Class (Available in Mumbai-Nagpur Duronto, Secunderabad New Delhi Duranto, Howrah-Yeshwantapur Duronto and New Delhi - Allahabad Duronto). The Rakes comprise ICF coaches used in the Rajdhanis and Garib Raths earlier. Each Duronto coach is 24 metres long, compared to the regular coach length of 22.3 metres. The distance between coaches is less too - 460 mm instead of the regular 960 mm. Besides safety and hygiene features like dustbins and fire extinguishers, the coaches have sleeker designs for bottle holders and switches, mobile charging points, sliding transparent doors between coaches, and LED night lamps instead of regular fluorescent lights.

British Rail Class 02 - Wikipedia British Rail Class 02
British Rail Class 02
Contents
Operation
Withdrawal
Preservation
Technical details
Industrial locomotives
Notes
Further reading
External links
 British Rail Class 02 - Wikipedia
British Rail Class 02
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
British Rail Class 02
D2854 on the Middleton Railway in 1994
Type and origin
Power type
Diesel-hydraulic
Builder
Yorkshire Engine Co.
Serial number
2809–2818, 2843–2852
Build date
1960–1961
Total produced
20
Specifications
Configuration:
• Whyte
0-4-0 DH
• UIC
B
Gauge
4 ft 8 1⁄2 in ( 1,435 mm)
Wheel diameter
3 ft 4 in (1.016 m)
Minimum curve
1 chain (20 m)
Wheelbase
6 ft 0 in (1.829 m)
Length
21 ft 11 1⁄2 in (6.693 m)
Width
8 ft 6 in (2.59 m)
Height
11 ft 5 1⁄4 in (3.486 m)
Loco weight
28.60 long tons (29.06 t; 32.03 short tons)
Fuel capacity
300 imp gal (1,400 l; 360 US gal)
Prime mover
Rolls-Royce C6NFL176
Engine type
Straight-6 diesel
Transmission
Rolls-Royce 10,000-series 3-stage twin-disc torque converter, manually operated YEC reduction and reversing final drive gearbox
Train brakes
Vacuum
Performance figures
Maximum speed
19.5 mph (31.4 km/h)
Power output
Engine: 170 hp (130 kW)
At rail: 100 hp (75 kW)
Tractive effort
15,000 lbf (66.7 kN) (max)
Brakeforce
21 long tons-force (210 kN)
Career
Operators
British Railways
Number in class
20
Numbers
D2850–D2869; later 02 001–02 004
Axle load class
RA 2
Withdrawn
December 1969 - June 1975
Disposition
Seven preserved, remainder scrapped
The British Rail Class 02 were a class of twenty 0-4-0 diesel-hydraulic shunting locomotives built by the Yorkshire Engine Company in 1960 (first ten, D2850-D2859) and 1961 (D2860-D2869) for service in areas of restricted loading gauge and curvature such as docks. They had the door to the cab at the rear, with a railed veranda behind the cab; this feature was very unusual on British Rail locomotives although was used on many Yorkshire Engine Co. designs and was/is quite normal in North American practice. Contents
1 Operation
1.1 Withdrawal
2 Preservation
3 Technical details
4 Industrial locomotives
5 Notes
6 Further reading
7 External links
Operation
Initial deliveries were to Bank Hall shed in Liverpool and most were allocated to Depots around Liverpool or Manchester.

British Rail Class 02 - Wikipedia

Dublin Suburban Rail - Wikipedia Dublin Suburban Rail
Dublin Suburban Rail
Contents
Service frequency
Rolling stock
Routes
Northern Commuter
South Eastern Commuter
South Western Commuter
Western Commuter
Dublin Area Rapid Transit (DART)
See also
References
External links
 The 29000 Class DMUs are fitted with interior LEDs and automated information systems. 8100 Class electric multiple units form the backbone of the DART services, with 8500, 8510 and 8520 Classes also in use. Locomotive hauled services are no longer used on any DART/Commuter services, although these (typically Cravens trains) were a feature before the delivery of the 2800 Class DMUs in the year 2000. Currently, all Kildare Commuter services are operated by 22000 Class railcars. Routes
Northern Commuter
Fleet: 29000 Class and 22000 Class DMUs. Stations served - Dublin Pearse, Tara Street, Dublin Connolly, Howth Junction, Clongriffin, Portmarnock, Malahide, Donabate, Rush and Lusk, Skerries, Balbriggan, Gormanston, Laytown, Drogheda, Dundalk and Newry (limited service). Dunleer and/or Dundalk South have been mooted as possible additional stations. The track is shared with the Dublin- Belfast Enterprise service, and DART services as far as Malahide. The bridge at Drogheda is single track which may hinder high frequency services in the long term.

Dublin Suburban Rail - Wikipedia

Dublin Suburban Rail
Dublin Suburban Rail
Contents
Service frequency
Rolling stock
Routes
Northern Commuter
South Eastern Commuter
South Western Commuter
Western Commuter
Dublin Area Rapid Transit (DART)
See also
References
External links

The 29000 Class DMUs are fitted with interior LEDs and automated information systems. 8100 Class electric multiple units form the backbone of the DART services, with 8500, 8510 and 8520 Classes also in use. Locomotive hauled services are no longer used on any DART/Commuter services, although these (typically Cravens trains) were a feature before the delivery of the 2800 Class DMUs in the year 2000. Currently, all Kildare Commuter services are operated by 22000 Class railcars. Routes
Northern Commuter
Fleet: 29000 Class and 22000 Class DMUs. Stations served - Dublin Pearse, Tara Street, Dublin Connolly, Howth Junction, Clongriffin, Portmarnock, Malahide, Donabate, Rush and Lusk, Skerries, Balbriggan, Gormanston, Laytown, Drogheda, Dundalk and Newry (limited service). Dunleer and/or Dundalk South have been mooted as possible additional stations. The track is shared with the Dublin- Belfast Enterprise service, and DART services as far as Malahide. The bridge at Drogheda is single track which may hinder high frequency services in the long term.

British Rail Class 33 - Wikipedia British Rail Class 33
British Rail Class 33
From Wikipedia, the free encyclopedia
Contents
Background
Design
Electric Train Heating (ETH)
New-build locomotives
Class 33/0 – standard locomotives
Class 33/2 – narrow-bodied locomotives
Early years
Push-pull operations
Conversions – Class 33/1 – push-pull fitted locomotives
Tramway safety
Accidents and incidents
83301
Preservation
Model railways
Notes
References
Sources
Further reading
External links
 British Rail Class 33 - Wikipedia
British Rail Class 33
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
BRCW Type 3
British Rail Class 33
33008 passing through Woking station, circa 1978, with a train of Mark 1 coaching stock. Type and origin
Power type
Diesel-electric
Builder
Birmingham Railway Carriage and Wagon Company
Serial number
DEL92–DEL156, DEL169-DEL189, DEL157-DEL168
Build date
1960–1962
Total produced
98
Specifications
Configuration:
• UIC
Bo'Bo'
• Commonwealth
Bo-Bo
Gauge
4 ft 8
+
1⁄2 in ( 1,435 mm) standard gauge
Wheel diameter
3 ft 7 in (1,090 mm)
Minimum curve
4 chains (80.47 m)
Wheelbase
39 ft 0 in (11.89 m)
• Bogie
10 ft 0 in (3.05 m)
Length
50 ft 9 in (15.47 m)
Width
Class 33/0 and 33/1: 9 ft 3 in (2.82 m)
Class 33/2: 8 ft 8 in (2.64 m)
Height
12 ft 8 in (3.86 m)
Loco weight
Class 33/0 – 73.8 long tons (75 t; 83 short tons)
Class 33/1 – 77.6 long tons (79 t; 87 short tons)
Class 33/2 – 74.4 long tons (76 t; 83 short tons)
Fuel capacity
800 imp gal (3,600 l; 960 US gal)
Prime mover
Sulzer 8LDA28
Generator
DC generator
Traction motors
DC traction motors
Transmission
Diesel electric
MU working
★ Blue Star,
33/1 SR MU System
Train heating
Electric Train Heat
Train brakes
Dual ( Air & Vacuum)
Performance figures
Maximum speed
85 mph (137 km/h)
Power output
Engine: 1,550 bhp (1,156 kW)
At rail:

British Rail Class 33 - Wikipedia

British Rail Class 33 - Wikipedia
British Rail Class 33
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
BRCW Type 3
British Rail Class 33
33008 passing through Woking station, circa 1978, with a train of Mark 1 coaching stock. Type and origin
Power type
Diesel-electric
Builder
Birmingham Railway Carriage and Wagon Company
Serial number
DEL92–DEL156, DEL169-DEL189, DEL157-DEL168
Build date
1960–1962
Total produced
98
Specifications
Configuration:
• UIC
Bo'Bo'
• Commonwealth
Bo-Bo
Gauge
4 ft 8
+
1⁄2 in ( 1,435 mm) standard gauge
Wheel diameter
3 ft 7 in (1,090 mm)
Minimum curve
4 chains (80.47 m)
Wheelbase
39 ft 0 in (11.89 m)
• Bogie
10 ft 0 in (3.05 m)
Length
50 ft 9 in (15.47 m)
Width
Class 33/0 and 33/1: 9 ft 3 in (2.82 m)
Class 33/2: 8 ft 8 in (2.64 m)
Height
12 ft 8 in (3.86 m)
Loco weight
Class 33/0 – 73.8 long tons (75 t; 83 short tons)
Class 33/1 – 77.6 long tons (79 t; 87 short tons)
Class 33/2 – 74.4 long tons (76 t; 83 short tons)
Fuel capacity
800 imp gal (3,600 l; 960 US gal)
Prime mover
Sulzer 8LDA28
Generator
DC generator
Traction motors
DC traction motors
Transmission
Diesel electric
MU working
★ Blue Star,
33/1 SR MU System
Train heating
Electric Train Heat
Train brakes
Dual ( Air & Vacuum)
Performance figures
Maximum speed
85 mph (137 km/h)
Power output
Engine: 1,550 bhp (1,156 kW)
At rail:

British Rail Class 08 - Wikipedia British Rail Class 08
British Rail Class 08
Contents
History
Exported locomotives
Operations
Technical description
Design variations
Class 08/9
BR Class 13
Fleet
Preservation
Models
In fiction
References
Further reading
External links
 802 US gal)
Prime mover
English Electric 6KT
Generator
DC
Traction motors
DC English Electric 506, 2 off
Transmission
Diesel-electric transmission, double reduction gearing
MU working
Not originally fitted, some retrofitted with type ★ Blue Star
Train heating
None
Train brakes
Vacuum, later Air & Vacuum or Air only
Performance figures
Maximum speed
15 mph (24 km/h) or 20 mph (32 km/h)
Power output
Engine: 350 hp (261 kW)
Tractive effort
Maximum: 35,000 lbf (160 kN)
Brakeforce
19 long tons-force (190 kN)
Career
Operators
British Railways
InterCity
Network SouthEast
Rail Express Systems
Freightliner
Eurostar
DB Cargo UK
GNER
National Express East Coast
East Coast
Virgin Trains East Coast
LNER
Midland Mainline
East Midlands Trains
East Midlands Railway
Arriva Rail North
Northern Trains
Harry Needle Railroad Company
Foster Yeoman
Mendip Rail
Numbers
13000–13116, 13127–13136, 13167–13365; later: D3000–D3116, D3127–D3136, D3167-D3365 (renumbered from above), D3366–D3438, D3454–D3472, D3503–D3611, D3652–D3664, D3672–D3718, D3722–D4048, D4095–D4098, D4115–D4192; later 08 001–08 958
Axle load class
Route availability 5 or 6 (see text)
Withdrawn
1967–present
Disposition
82 preserved
10 converted to Class 09s
6 converted to Class 13s
5 exported to Liberia
100 in service
Remainder scrapped
The British Rail Class 08 is a class of diesel-electric shunting locomotive built by British Railways (BR). As the standard BR general-purpose diesel shunter, the class became a familiar sight at major stations and freight yards. Since their introduction in 1952 however, the nature of rail traffic in Britain has changed considerably. Freight trains are now mostly fixed rakes of wagons, and passenger trains are mostly multiple units, neither requiring the attention of a shunting locomotive. Consequently, a large proportion of the class has been withdrawn from mainline use and stored, scrapped, exported or sold to industrial or heritage railways .

British Rail Class 08 - Wikipedia

British Rail Class 60 - Wikipedia British Rail Class 60
British Rail Class 60
From Wikipedia, the free encyclopedia
Contents
History
Design
Bodywork
Electrical
Prime mover
Engine dimensions
Current operators
DB Cargo UK
GB Railfreight
DCRail
Former operators
British Rail
Colas Rail
Accidents and incidents
Naming and liveries
Scrapping
Fleet summary
Class list
Preservation
Models
Notes
References
Further reading
External links
 37 901-37 904. On 1 July 1989, less than 14 months following the order's announcement, the first locomotive departed Brush, having been formally handed over to British Rail in a ceremony held the day beforehand. It was initially dispatched to the Engineering Development Unit at Derby where it underwent testing, revealing the type to possess a number of teething problems. Specific areas that required redesign work included the control software, suspension system, and structural elements; reportedly, there were in excess of 100 individual faults ultimately identified, resulting in a threat of the order's cancellation being issued unless the outstanding problems were rectified. It would take two years before 60 001, the first member of the class, would be available for traffic. As a consequence of needing to make modifications, none of the Class 60s were used operationally until the following year. During late 1990, British Rail accepted the first pair of locomotives into revenue service. Initially, the Class 60s were divided amongst several sectors of British Rail; 42 locomotives were assigned to coal traffic, while 13 were tasked with construction trains, along with 17 locomotives for moving metal trains and a further 17 for petroleum movements.

British Rail Class 60 - Wikipedia

37 901-37 904. On 1 July 1989, less than 14 months following the order's announcement, the first locomotive departed Brush, having been formally handed over to British Rail in a ceremony held the day beforehand. It was initially dispatched to the Engineering Development Unit at Derby where it underwent testing, revealing the type to possess a number of teething problems. Specific areas that required redesign work included the control software, suspension system, and structural elements; reportedly, there were in excess of 100 individual faults ultimately identified, resulting in a threat of the order's cancellation being issued unless the outstanding problems were rectified. It would take two years before 60 001, the first member of the class, would be available for traffic. As a consequence of needing to make modifications, none of the Class 60s were used operationally until the following year. During late 1990, British Rail accepted the first pair of locomotives into revenue service. Initially, the Class 60s were divided amongst several sectors of British Rail; 42 locomotives were assigned to coal traffic, while 13 were tasked with construction trains, along with 17 locomotives for moving metal trains and a further 17 for petroleum movements.

London Underground rolling stock - Wikipedia London Underground rolling stock
London Underground rolling stock
Contents
Current stock
London Underground lines
Development plans
New Tube for London (NTfL)
History
Steam locomotives
District Railway
Metropolitan Railway
London Passenger Transport Board
Electric locomotives
Carriages
Sub-surface electric multiple units
District Railway
Metropolitan Railway
London Passenger Transport Board
Tube electric multiple units
Early trains
Standard Stock
London Passenger Transport Board
Isle of Wight
Inter-car barriers
Fire extinguishers
Heritage vehicles
Engineering trains
Locomotives
Steam locomotives
Battery-electric locomotives
Diesel locomotives
Departmental stock
Sleet locomotives
Other stock
See also
Notes
References
Sources
Further reading
 This was unsuccessful and the first public trains were hauled by broad gauge GWR Metropolitan Class condensing 2-4-0 tank engines designed by Daniel Gooch. These were followed by standard gauge Great Northern Railway locomotives and then by the Metropolitan Railway's own standard gauge locomotives. All tank engines, these locomotives were classified by letters of the alphabet. Initially eighteen A Class ( 4-4-0) were ordered in 1864 and by 1870 a total of forty-four had been built. In 1885, an improved version was ordered and twenty-two B Class were built. From 1891, more locomotives were needed for work on the line from Baker Street into the country. Four C Class ( 0-4-4) were received in 1891 and six D Class ( 2-4-0) in 1894. From 1896 to 1901 seven E Class ( 0-4-4) locomotives were built to replace the A class on this line. In 1901 the Met also received four F Class ( 0-6-2 ), a freight variant of the E Class. Not all these new locomotives were fitted with the condensing equipment needed to work south of Finchley Road.

This was unsuccessful and the first public trains were hauled by broad gauge GWR Metropolitan Class condensing 2-4-0 tank engines designed by Daniel Gooch. These were followed by standard gauge Great Northern Railway locomotives and then by the Metropolitan Railway's own standard gauge locomotives. All tank engines, these locomotives were classified by letters of the alphabet. Initially eighteen A Class ( 4-4-0) were ordered in 1864 and by 1870 a total of forty-four had been built. In 1885, an improved version was ordered and twenty-two B Class were built. From 1891, more locomotives were needed for work on the line from Baker Street into the country. Four C Class ( 0-4-4) were received in 1891 and six D Class ( 2-4-0) in 1894. From 1896 to 1901 seven E Class ( 0-4-4) locomotives were built to replace the A class on this line. In 1901 the Met also received four F Class ( 0-6-2 ), a freight variant of the E Class. Not all these new locomotives were fitted with the condensing equipment needed to work south of Finchley Road.

[IRFCA] Indian Railways FAQ: Locomotives -- Specific classes : AC Electric
Diesel Locomotive Classes –
Broad Gauge
Broad Gauge Diesel Locomotives
 D3389). After 1964, DLW produced this loco in vast numbers in lots of different configurations. This loco model was IR's workhorse for the second half of the 20th century, and perhaps the one loco that has an iconic association with IR for many people. These locos are found all over India hauling goods and passenger trains — the standard workhorse of IR. Many crack trains of IR used to be double-headed by WDM-2 locos; this has decreased now owing to the electrification of most important sections and the use of more powerful locos. A single WDM-2 can generally haul around 9 passenger coaches; twin WDM-2's were therefore used for 18-coach trains. Jumbos – A few locos of the WDM-2 class produced in 1978-79 have a full-width short hood; these are unofficially termed 'Jumbos' by the crew.

D3389). After 1964, DLW produced this loco in vast numbers in lots of different configurations. This loco model was IR's workhorse for the second half of the 20th century, and perhaps the one loco that has an iconic association with IR for many people. These locos are found all over India hauling goods and passenger trains — the standard workhorse of IR. Many crack trains of IR used to be double-headed by WDM-2 locos; this has decreased now owing to the electrification of most important sections and the use of more powerful locos. A single WDM-2 can generally haul around 9 passenger coaches; twin WDM-2's were therefore used for 18-coach trains. Jumbos – A few locos of the WDM-2 class produced in 1978-79 have a full-width short hood; these are unofficially termed 'Jumbos' by the crew.

Train reporting number - Wikipedia Train reporting number
Train reporting number
Contents
History
Headcodes
Train reporting numbers
1960 headcode/reporting number merger
Components
Train classes
Destination letters
Individual identifier
Examples
Special numbering
References
External links
 Many trains intended to run over Southern Region lines were designed to display the numeric route-code portion of the train reporting number, which they still display, usually as a dot-matrix display. Components
The main purpose of the headcode is to assist the signaller in routing and regulating the train correctly, and it is especially useful if services are disrupted. After the introduction of the four-character codes, originally it was intended for signallers to visually note the train by the number displayed on its front; with the coming of automated systems the number has been retained internally within timetables and signalling systems but with some exceptions detailed above is no longer displayed on trains. Train classes
Class 37 locomotive with its headcode panel converted to two marker lights
For operational reasons, certain trains have priority in running. To help operating staff, they are grouped into classes; these were formerly identified using letters. When the letter groups were replaced by numerals on 18 June 1962, the classifications became: (formerly A) Express passenger, newspaper, or breakdown train; express diesel car;

Train reporting number - Wikipedia

Train reporting number
Train reporting number
Contents
History
Headcodes
Train reporting numbers
1960 headcode/reporting number merger
Components
Train classes
Destination letters
Individual identifier
Examples
Special numbering
References
External links

Many trains intended to run over Southern Region lines were designed to display the numeric route-code portion of the train reporting number, which they still display, usually as a dot-matrix display. Components
The main purpose of the headcode is to assist the signaller in routing and regulating the train correctly, and it is especially useful if services are disrupted. After the introduction of the four-character codes, originally it was intended for signallers to visually note the train by the number displayed on its front; with the coming of automated systems the number has been retained internally within timetables and signalling systems but with some exceptions detailed above is no longer displayed on trains. Train classes
Class 37 locomotive with its headcode panel converted to two marker lights
For operational reasons, certain trains have priority in running. To help operating staff, they are grouped into classes; these were formerly identified using letters. When the letter groups were replaced by numerals on 18 June 1962, the classifications became: (formerly A) Express passenger, newspaper, or breakdown train; express diesel car;

List of trains in the Netherlands - Wikipedia List of trains in the Netherlands
List of trains in the Netherlands
Contents
In use
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
High-speed services
Intercity services
Local services
Coaches
Out of service
Steam locomotives
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
Coaches
Configuration of seats
Toilet
See also
References
External links
 a refurbished ICM train in the foreground, and the front of a VIRM double decker behind it. Photo taken during the rebuild of Rotterdam Central station; in the background the current overall roof is taking shape, while the foreground still shows one of the old individual platform covers
The following are current and former trains in the Netherlands . Contents
1 In use
1.1 Diesel locomotives
1.2 Electric locomotives
1.3 Diesel multiple units
1.4 Electric multiple units
1.4.1 High-speed services
1.4.2 Intercity services
1.4.3 Local services
1.5 Coaches
2 Out of service
2.1 Steam locomotives
2.2 Diesel locomotives
2.3 Electric locomotives
2.4 Diesel multiple units
2.5 Electric multiple units
2.6 Coaches
3 Configuration of seats
4 Toilet
5 See also
6 References
7 External links
In use
Diesel locomotives
Dutch Railways 6400 Class diesel locomotive at Amersfoort station
600 Class: Traditional shunter used in the Netherlands & UK. They are still used at Crailoo (between Bussum and Hilversum) by Railpro. V60D: Ex Czech Railways shunting locomotives. V 100: Ex German locomotives operated by VolkerRail, Shunter, Rotterdam Rail Feeding and Spitzke.

List of trains in the Netherlands
List of trains in the Netherlands
Contents
In use
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
High-speed services
Intercity services
Local services
Coaches
Out of service
Steam locomotives
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
Coaches
Configuration of seats
Toilet
See also
References
External links

a refurbished ICM train in the foreground, and the front of a VIRM double decker behind it. Photo taken during the rebuild of Rotterdam Central station; in the background the current overall roof is taking shape, while the foreground still shows one of the old individual platform covers
The following are current and former trains in the Netherlands . Contents
1 In use
1.1 Diesel locomotives
1.2 Electric locomotives
1.3 Diesel multiple units
1.4 Electric multiple units
1.4.1 High-speed services
1.4.2 Intercity services
1.4.3 Local services
1.5 Coaches
2 Out of service
2.1 Steam locomotives
2.2 Diesel locomotives
2.3 Electric locomotives
2.4 Diesel multiple units
2.5 Electric multiple units
2.6 Coaches
3 Configuration of seats
4 Toilet
5 See also
6 References
7 External links
In use
Diesel locomotives
Dutch Railways 6400 Class diesel locomotive at Amersfoort station
600 Class: Traditional shunter used in the Netherlands & UK. They are still used at Crailoo (between Bussum and Hilversum) by Railpro. V60D: Ex Czech Railways shunting locomotives. V 100: Ex German locomotives operated by VolkerRail, Shunter, Rotterdam Rail Feeding and Spitzke.

British Rail Class 29 - Wikipedia British Rail Class 29
British Rail Class 29
Contents
Background
Withdrawal
Numbering
Model railways
References
Sources
Further reading
External links
 550 US gal)
Prime mover
Paxman Ventura
Engine type
V12 diesel
Generator
DC generator
Traction motors
4 GEC DC motors
Transmission
Diesel electric
MU working
● Red Circle
Train heating
Steam
Train brakes
Vacuum
Performance figures
Maximum speed
80 mph (130 km/h)
Power output
Engine: 1,350 hp (1,010 kW)
Tractive effort
Maximum: 45,000 lbf (200 kN)
Brakeforce
50 long tons-force (498 kN)
Career
Operators
British Railways
Numbers
D6100–03/06–08/12–14/16/19, D6121/23/24/29/30/32/33/37
Axle load class
Route availability 6 (RA 5 from 1969)
Retired
1969–1971
Disposition
All scrapped
The British Rail Class 29 were a class of 20 diesel-electric Bo-Bo locomotives produced by the re-engining of the NBL Type 2 units. The units were designed for both passenger and freight trains. Contents
1 Background
2 Withdrawal
3 Numbering
4 Model railways
5 References
6 Sources
7 Further reading
8 External links
Background
The machines were produced from 1963 onwards from the North British Type 2 (later Class 21 under TOPS) by replacing the original unreliable licence-built MAN of the Class 21s with Paxman Ventura V12 engine at Paxman's Colchester works. The first unit to be re-engined was D6123, a further 19 machines were re-engined in 1965–1967 at Glasgow Works and mostly Inverurie Works, along with other modifications including the fitting of four-character headcode displays in the nose ends (D6123 retained its original front ends and so did not receive a headcode panel). After rebuilding, they returned to service from Eastfield depot in Glasgow. The allocation of all twenty locomotives in August 1967 was Eastfield. Withdrawal
Although these offered more power and much improved reliability over the original Class 21s, they did not survive much longer, due to their small class size and the use of a non-standard high-speed diesel engine. D6108 was withdrawn in May 1969 and scrapped by McWilliams of Shettleston in 1971, while the other 19 were withdrawn between April and December 1971 and scrapped at BR's Glasgow Works in 1971–72.

British Rail Class 29 - Wikipedia

British Rail Class 220 - Wikipedia British Rail Class 220
British Rail Class 220
Contents
Technical details
Accidents and incidents
Formation and passenger facilities
Operations
Fleet details
See also
References
Further reading
External links
 May 2016) ( Learn how and when to remove this template message)
The interior of First Class aboard a Class 220
Class 220s operate in four-coach sets. These trains, unlike the older trains they replaced, feature electronic information displays on the exterior walls showing the train number, the departure time, the coach, the train's destination, and the next station. This is also a feature of the Class 221 and Class 222 trains (The Class 390 trains also have such electronic information displays, but in the doors). They are air-conditioned throughout, with powered doors. The coaches are fitted with power sockets for laptop computers and mobile phone charging. Toilet facilities for disabled people and storage facilities for bicycles are provided. They provide 26 seats in 2+1 formation in first class and 174 seats in 2+2 formation in standard class. The formation of a four-car Class 220 is as follows: 604## - Coach A - 26 seats - First Class with disabled area, train manager office, first class catering area and driving cab, toilet. 602## - Coach C - 66 seats - Standard Class.

British Rail Class 220 - Wikipedia

British Rail Class 220
British Rail Class 220
Contents
Technical details
Accidents and incidents
Formation and passenger facilities
Operations
Fleet details
See also
References
Further reading
External links

May 2016) ( Learn how and when to remove this template message)
The interior of First Class aboard a Class 220
Class 220s operate in four-coach sets. These trains, unlike the older trains they replaced, feature electronic information displays on the exterior walls showing the train number, the departure time, the coach, the train's destination, and the next station. This is also a feature of the Class 221 and Class 222 trains (The Class 390 trains also have such electronic information displays, but in the doors). They are air-conditioned throughout, with powered doors. The coaches are fitted with power sockets for laptop computers and mobile phone charging. Toilet facilities for disabled people and storage facilities for bicycles are provided. They provide 26 seats in 2+1 formation in first class and 174 seats in 2+2 formation in standard class. The formation of a four-car Class 220 is as follows: 604## - Coach A - 26 seats - First Class with disabled area, train manager office, first class catering area and driving cab, toilet. 602## - Coach C - 66 seats - Standard Class.

British Rail Class 55 - Wikipedia British Rail Class 55
British Rail Class 55
Contents
Production
Performance
Accidents and incidents
Withdrawal
Preservation
Loco details
Operations after BR withdrawal
Fleet details
Proposed Deltic locomotives
Model Railways
References and sources
References
Sources
Further reading
External links
 30,500 lbf (136 kN )@ 32.5 mph (52.3 km/h)
Career
Operators
British Railways
Numbers
D9000–D9021; later 55 022, 55 001–55 021
Nicknames
Deltics
Axle load class
Route availability 5
Withdrawn
1980–1982
Preserved
55 022 (D9000), 55 002 (D9002), 55 009 (D9009), 55 015 (D9015), 55 016 (D9016) and 55 019 (D9019). Cabs from 55 008 (D9008) and 55 021 (D9021) also preserved. Disposition
Six preserved, remainder scrapped
The British Rail Class 55 is a class of diesel locomotive built in 1961 and 1962 by English Electric for British Railways. They were designed for the high-speed express passenger services on the East Coast Main Line (ECML) between Edinburgh and London King's Cross. They gained the name "Deltic" from the prototype locomotive, DP1 Deltic (the running number DP1 was never carried), which in turn was named after its Napier Deltic power units. Twenty-two locomotives were built, which were used for express passenger services on the ECML, particularly from London to Leeds and Edinburgh, until 1978 when Class 43 High Speed Trains (HSTs) were introduced. They were subsequently relegated to semi-fast services on the Kings Cross to York, Edinburgh and Hull routes and continued on sleeper services along the ECML. Other occasional destinations, although with no officially diagrammed work, included Cleethorpes, Stockport, Liverpool Lime Street and Aberdeen. They rarely worked to Skegness and Scarborough.

British Rail Class 55 - Wikipedia

British Rail Class 55
British Rail Class 55
Contents
Production
Performance
Accidents and incidents
Withdrawal
Preservation
Loco details
Operations after BR withdrawal
Fleet details
Proposed Deltic locomotives
Model Railways
References and sources
References
Sources
Further reading
External links

30,500 lbf (136 kN )@ 32.5 mph (52.3 km/h)
Career
Operators
British Railways
Numbers
D9000–D9021; later 55 022, 55 001–55 021
Nicknames
Deltics
Axle load class
Route availability 5
Withdrawn
1980–1982
Preserved
55 022 (D9000), 55 002 (D9002), 55 009 (D9009), 55 015 (D9015), 55 016 (D9016) and 55 019 (D9019). Cabs from 55 008 (D9008) and 55 021 (D9021) also preserved. Disposition
Six preserved, remainder scrapped
The British Rail Class 55 is a class of diesel locomotive built in 1961 and 1962 by English Electric for British Railways. They were designed for the high-speed express passenger services on the East Coast Main Line (ECML) between Edinburgh and London King's Cross. They gained the name "Deltic" from the prototype locomotive, DP1 Deltic (the running number DP1 was never carried), which in turn was named after its Napier Deltic power units. Twenty-two locomotives were built, which were used for express passenger services on the ECML, particularly from London to Leeds and Edinburgh, until 1978 when Class 43 High Speed Trains (HSTs) were introduced. They were subsequently relegated to semi-fast services on the Kings Cross to York, Edinburgh and Hull routes and continued on sleeper services along the ECML. Other occasional destinations, although with no officially diagrammed work, included Cleethorpes, Stockport, Liverpool Lime Street and Aberdeen. They rarely worked to Skegness and Scarborough.

List of trains in the Netherlands - Wikipedia List of trains in the Netherlands
List of trains in the Netherlands
Contents
In use
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
High-speed services
Intercity services
Local services
Coaches
Out of service
Steam locomotives
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
Coaches
Configuration of seats
Toilet
See also
References
External links
 700 Class: Vossloh G400B locomotives in use by Nederlandse Spoorwegen
2200 Class: Ex NS locomotive used by Eurailscout to inspect the track
6400 Class: A locomotive used for both shunting and pulling trains by DB Cargo. Some are permitted to operate in Belgium (called "Vlaamse Reuzen") and some in Germany (called "Duitse Herders"). Many are sold abroad. Class 66: European version of the UK Class 66 locomotives used by various freight companies. Vossloh G1206: Locomotives used by a number of private freight and infrastructure companies.

700 Class: Vossloh G400B locomotives in use by Nederlandse Spoorwegen
2200 Class: Ex NS locomotive used by Eurailscout to inspect the track
6400 Class: A locomotive used for both shunting and pulling trains by DB Cargo. Some are permitted to operate in Belgium (called "Vlaamse Reuzen") and some in Germany (called "Duitse Herders"). Many are sold abroad. Class 66: European version of the UK Class 66 locomotives used by various freight companies. Vossloh G1206: Locomotives used by a number of private freight and infrastructure companies.

British Rail Class 66 - Wikipedia British Rail Class 66
British Rail Class 66
Contents
History
Background
Order and specification
United Kingdom
Continental Europe
UK importation
Emission compliance
Current operators
Colas Rail
DB Cargo UK
Direct Rail Services
Freightliner
GB Railfreight
Former operators
Advenza Freight
Fastline
Sub-classes
Names
Poor working environment
Accidents
Models
See also
References and sources
References
Sources
Further reading
External links
 3,000 bhp (2,240 kW)
Tractive effort
Maximum: 409 kN (91,900 lbf) at starting
Continuous: 260 kN (58,500 lbf) at 15.9 mph (25.6 km/h)
Brakeforce
68 tonnes (67 long tons; 75 short tons)
Career
Operators
Colas Rail
DB Cargo UK
Direct Rail Services
Freightliner
GB Railfreight
Numbers
66001–66250
66301–66305
66411–66434
66501–66599
66601–66625
66701–66792
66846–66850
66951–66957
Nicknames
'Shed'
Axle load class
Route availability 7
The Class 66 is a type of six-axle diesel-electric freight locomotive developed in part from the Class 59, for use on the railways of the UK. Since its introduction the class has been successful and has been sold to British and other European railway companies. In Continental Europe it is marketed as the EMD Class 66 (JT42CWR). Contents
1 History
1.1 Background
1.2 Order and specification
1.3 United Kingdom
1.4 Continental Europe
1.5 UK importation
1.6 Emission compliance
2 Current operators
2.1 Colas Rail
2.2 DB Cargo UK
2.3 Direct Rail Services
2.4 Freightliner
2.5 GB Railfreight
3 Former operators
3.1 Advenza Freight
3.2 Fastline
4 Sub-classes
5 Names
6 Poor working environment
7 Accidents
8 Models
9 See also
10 References and sources
10.1 References
10.2 Sources
11 Further reading
12 External links
History
Background
On the privatisation of British Rail 's freight operations in 1996, Wisconsin Central Transportation Systems under the control of Ed Burkhardt bought a number of the newly privatised rail freight companies: Transrail; Mainline; Loadhaul;

British Rail Class 66 - Wikipedia

3,000 bhp (2,240 kW)
Tractive effort
Maximum: 409 kN (91,900 lbf) at starting
Continuous: 260 kN (58,500 lbf) at 15.9 mph (25.6 km/h)
Brakeforce
68 tonnes (67 long tons; 75 short tons)
Career
Operators
Colas Rail
DB Cargo UK
Direct Rail Services
Freightliner
GB Railfreight
Numbers
66001–66250
66301–66305
66411–66434
66501–66599
66601–66625
66701–66792
66846–66850
66951–66957
Nicknames
'Shed'
Axle load class
Route availability 7
The Class 66 is a type of six-axle diesel-electric freight locomotive developed in part from the Class 59, for use on the railways of the UK. Since its introduction the class has been successful and has been sold to British and other European railway companies. In Continental Europe it is marketed as the EMD Class 66 (JT42CWR). Contents
1 History
1.1 Background
1.2 Order and specification
1.3 United Kingdom
1.4 Continental Europe
1.5 UK importation
1.6 Emission compliance
2 Current operators
2.1 Colas Rail
2.2 DB Cargo UK
2.3 Direct Rail Services
2.4 Freightliner
2.5 GB Railfreight
3 Former operators
3.1 Advenza Freight
3.2 Fastline
4 Sub-classes
5 Names
6 Poor working environment
7 Accidents
8 Models
9 See also
10 References and sources
10.1 References
10.2 Sources
11 Further reading
12 External links
History
Background
On the privatisation of British Rail 's freight operations in 1996, Wisconsin Central Transportation Systems under the control of Ed Burkhardt bought a number of the newly privatised rail freight companies: Transrail; Mainline; Loadhaul;

British Rail Class 77 - Wikipedia British Rail Class 77
British Rail Class 77
From Wikipedia, the free encyclopedia
Contents
Description
Further use
Fleet details
References
Further reading
External links
 The Woodhead Line was closed as a through route in 1981, leaving just stubs between Manchester Piccadilly and Hadfield in the West and Sheffield Victoria and Deepcar in the East. Forty more powerful 46 class electric locomotives were built by Metropolitan-Vickers in the mid-1950s for the New South Wales Government Railways. The 46 class was based on the EM1 and EM2. Further use
NS 1500 Class no. 1505 at Manchester Museum of Science and Industry
In September 1969 the entire class was sold to the Dutch national railway operator Nederlandse Spoorwegen, where they became NS 1500 Class. They were renumbered in the 1500 series in the order they left their workshops, where they received various modifications, including new headlight clusters. The locomotives also retained their names. One locomotive, no. E27005 Minerva was broken up and used for spares. The remaining six locomotives were employed until final withdrawal in 1985.

British Rail Class 77 - Wikipedia

British Rail Class 77
British Rail Class 77
From Wikipedia, the free encyclopedia
Contents
Description
Further use
Fleet details
References
Further reading
External links

The Woodhead Line was closed as a through route in 1981, leaving just stubs between Manchester Piccadilly and Hadfield in the West and Sheffield Victoria and Deepcar in the East. Forty more powerful 46 class electric locomotives were built by Metropolitan-Vickers in the mid-1950s for the New South Wales Government Railways. The 46 class was based on the EM1 and EM2. Further use
NS 1500 Class no. 1505 at Manchester Museum of Science and Industry
In September 1969 the entire class was sold to the Dutch national railway operator Nederlandse Spoorwegen, where they became NS 1500 Class. They were renumbered in the 1500 series in the order they left their workshops, where they received various modifications, including new headlight clusters. The locomotives also retained their names. One locomotive, no. E27005 Minerva was broken up and used for spares. The remaining six locomotives were employed until final withdrawal in 1985.

List of British Railways shed codes - Wikipedia List of British Railways shed codes
List of British Railways shed codes
Contents
System of codes
Locomotive allocations
List of codes
London Midland Region
Eastern Region
North Eastern Region
Scottish Region
Southern Region
Western Region
See also
References
Sources
External links
 When a locomotive was reallocated to a different shed the plate was taken off and replaced with one from the new shed. Locomotives moved between a parent depot and its sub-sheds did not need this change as they shared the same code. With the introduction of diesel and electric motive power the system of allocation became changed. Main line locomotives were capable of operating greater distances between servicing and, very often, depots only held the equipment and spare parts for servicing a limited range of locomotive classes. This resulted in them being allocated to a smaller number of depots and reallocations became less common. For instance, the 74 Western Region Class 52 diesel-hydraulics were only ever allocated to six depots and were eventually all based to just one ( Laira) rather than spread around more than 60 depots on the region, although they could often be found at many of these others. This meant that many depots only had allocations of shunting locomotives, and some locomotives did not carry allocation plates. Those that did had them in a variety of positions: Class 42s on the underframe below the cab but near-identical Class 43s on the front next to the left buffer; after 1967 the code was generally painted on the bodywork near the cab door.

List of British Railways shed codes - Wikipedia

List of British Railways shed codes
List of British Railways shed codes
Contents
System of codes
Locomotive allocations
List of codes
London Midland Region
Eastern Region
North Eastern Region
Scottish Region
Southern Region
Western Region
See also
References
Sources
External links

When a locomotive was reallocated to a different shed the plate was taken off and replaced with one from the new shed. Locomotives moved between a parent depot and its sub-sheds did not need this change as they shared the same code. With the introduction of diesel and electric motive power the system of allocation became changed. Main line locomotives were capable of operating greater distances between servicing and, very often, depots only held the equipment and spare parts for servicing a limited range of locomotive classes. This resulted in them being allocated to a smaller number of depots and reallocations became less common. For instance, the 74 Western Region Class 52 diesel-hydraulics were only ever allocated to six depots and were eventually all based to just one ( Laira) rather than spread around more than 60 depots on the region, although they could often be found at many of these others. This meant that many depots only had allocations of shunting locomotives, and some locomotives did not carry allocation plates. Those that did had them in a variety of positions: Class 42s on the underframe below the cab but near-identical Class 43s on the front next to the left buffer; after 1967 the code was generally painted on the bodywork near the cab door.

List of trains in the Netherlands - Wikipedia List of trains in the Netherlands
List of trains in the Netherlands
Contents
In use
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
High-speed services
Intercity services
Local services
Coaches
Out of service
Steam locomotives
Diesel locomotives
Electric locomotives
Diesel multiple units
Electric multiple units
Coaches
Configuration of seats
Toilet
See also
References
External links
 Vossloh G2000 BB: Locomotives used by RheinCargo, Rotterdam Rail Feeding and Rurtalbahn. Electric locomotives
1600 Class locomotive in the Railion livery at Amersfoort station
1200 Class: These locomotives are former NS locomotive; They are operated by RailExperts for charter trains. 1600 Class and 1800 Class: These two types of locomotives are the same, the 1800 series got renumbered from 1600 after the privatisation of the NS. The 1600 are used by a number of freight companies. The 1800 were used by NS Reizigers, but are now all stored. 1700 Class:

Vossloh G2000 BB: Locomotives used by RheinCargo, Rotterdam Rail Feeding and Rurtalbahn. Electric locomotives
1600 Class locomotive in the Railion livery at Amersfoort station
1200 Class: These locomotives are former NS locomotive; They are operated by RailExperts for charter trains. 1600 Class and 1800 Class: These two types of locomotives are the same, the 1800 series got renumbered from 1600 after the privatisation of the NS. The 1600 are used by a number of freight companies. The 1800 were used by NS Reizigers, but are now all stored. 1700 Class:

List of British Rail modern traction locomotive classes - Wikipedia List of British Rail modern traction locomotive classes
List of British Rail modern traction locomotive classes
Contents
Diesel locomotives
Small shunters: under 300 hp
Large shunters: 300–799hp
Type 1 locomotives: 800 – 1000 hp
Type 2 locomotives: 1001 – 1499hp
Type 3 locomotives: 1500–1999 hp
Type 4 locomotives: 2000–2999 hp
Type 5 locomotives: over 3000 hp
Electric locomotives
DC electric locomotives
AC electric locomotives
Miscellaneous locomotives
Class 99
Builders' demonstrators
Unbuilt locomotives
See also
Footnotes
References
External links
 Small shunters: under 300 hp
Shunter classes are listed by 1955 class, which puts TOPS classes in ascending order, and generally puts 1948 and 1962 classes in ascending order. Unclassed shunters are placed at the start of the table; TOPS class 07 has been placed so its 1962 class is in the logical place. TOPS Class
1948
Class
1955
Class
1962
Class
1948 Numbers
1957 Numbers
TOPS Numbers
Year (s)
built
Quantity
built
Engine
Year (s)
withdrawn
Notes
Scrapped
—
—
—
—
–
11104
–
1950
1
52 hp ("At rail:" 39 hp)
1967
Renumbered 52 in the ER/NER Departmental series in 1953. 1
—
—
—
—
–
13000
–
1934
1
250 hp
1949
ex- LMS diesel shunter 7058; BR number never applied
1
—
DY1
D1/1
1/15
11500–11502
D2950–D2952
–
1954–55
3
153 bhp
1966–67

All
Class 01
DY2
D1/2
1/12
11503–11506, 81
D2953–D2956, D2956 (ii)
01 001–2
1956–58
5
153 hp
1966–81

3
—
DY5
D1/3
1/16
11507–11508
D2957–D2958
–
1956
2
165 bhp
1967–68

Both
Class 02
—
D1/4
1/17
—
D2850–D2869
02 001–4
1960–61
20
170 hp
1969–75

7
—
DY11
D2/1
2/4A
11700–11707
D2700–D2707
–
1953–56
8
200 bhp
1964–68

All
Class 03
DJ15
D2/2
2/1
11187–11211
D2000–D2199
D2370–D2399
03004–03199, 03370–03399 (with gaps)
1957–61
230
204 hp
1968–93
2008

174
Class 04
DJ12/1
D2/4
2/13
11100–11115
D2200–D2214
N/A
(D2341 1948)
1952–62
142
204 hp
1967–72
D2341 ordered by LNER but transferred to Southern Region, 4 exported to Italy
124 (1 in preservation)
DJ12/2
D2/13
11121–11229
D2215–D2341
N/A
—
DJ14
D2/5
2/12A
11177–11186
D2400–D2409
–
1956–57
10
204 bhp
1967–69

All
—
—
D2/7
2/14
11116–20, 11144–48
D2500–D2509
–
1955–56
10
204 bhp
1967

Class 05
DJ13
D2/8
2/15A
11136–43, 11161–76
D2550–D2573
05001
1955–61
69
204 hp
1966–68, 1983

65
DJ13/2
D2/9
2/15
—
D2574–D2618
–
Class 06
—
D2/6
2/12
—
D2410–D2444
06001–06010
1958–60
35
204 hp
1967–84

34
—
DY11
D2/10
2/4
11708–11719
D2708–D2719
–
1957
12
225 bhp
1967

All
2/4B
—
D2720–D2780
–
1958–61
61
225 bhp
1967–68
59
—
—
D2/11
2/2
—
D2999
–
1958
1
180 bhp
1967

0
—
—
D2/12
2/14A
—
D2510–D2519
–
1961
10
204 bhp
1967
D2519 employed at NCB until 1984. 9
Class 07
—
–
2/16
—
D2985–D2998
07001–07014
1962
14
275 hp
1973–77

7
—
—
D3/1
–
3/4
D2900–D2913
–
1958–59
14
330 bhp
1967

All
Relation between TOPS, 1948, 1955 and 1962 classes, and 1948, 1957 and TOPS numbers: Large shunters:

List of British Rail modern traction locomotive classes
List of British Rail modern traction locomotive classes
Contents
Diesel locomotives
Small shunters: under 300 hp
Large shunters: 300–799hp
Type 1 locomotives: 800 – 1000 hp
Type 2 locomotives: 1001 – 1499hp
Type 3 locomotives: 1500–1999 hp
Type 4 locomotives: 2000–2999 hp
Type 5 locomotives: over 3000 hp
Electric locomotives
DC electric locomotives
AC electric locomotives
Miscellaneous locomotives
Class 99
Builders' demonstrators
Unbuilt locomotives
See also
Footnotes
References
External links

Train reporting number - Wikipedia Train reporting number
Train reporting number
Contents
History
Headcodes
Train reporting numbers
1960 headcode/reporting number merger
Components
Train classes
Destination letters
Individual identifier
Examples
Special numbering
References
External links
 1960 headcode/reporting number merger
A Class 47 locomotive displaying headcode 0000 in 1976
In 1960, the current format was introduced where train class, route and reporting number information are combined in four characters. All diesel and electric locomotives and multiple units built after that date were fitted with a roller-blind display that could display the full reporting number, except locomotives and multiple units destined for the Southern Region, which continued its long-standing practice of two-character alpha-numeric displays. By 1976, the replacement of the huge number of manual signal boxes with centralised power-signalling coupled with computer-based train control and more modern telecommunications systems meant that it was no longer necessary to display headcodes throughout the railway network. Outside the Southern Region blinds were set to 00 or 0000, and discs/lamps to the former express passenger code. Roller blinds were later blanked or plated over to show two dots and new trains introduced for service outside the Southern Region after this time usually had no train reporting number display equipment. Many trains intended to run over Southern Region lines were designed to display the numeric route-code portion of the train reporting number, which they still display, usually as a dot-matrix display. Components
The main purpose of the headcode is to assist the signaller in routing and regulating the train correctly, and it is especially useful if services are disrupted. After the introduction of the four-character codes, originally it was intended for signallers to visually note the train by the number displayed on its front; with the coming of automated systems the number has been retained internally within timetables and signalling systems but with some exceptions detailed above is no longer displayed on trains. Train classes
Class 37 locomotive with its headcode panel converted to two marker lights
For operational reasons, certain trains have priority in running.

Train reporting number - Wikipedia

List of locomotives - Wikipedia List of locomotives
List of locomotives
Contents
American Locomotive Company
Baldwin Locomotive Works
British Rail
Steam
Diesel and electric
Bulgarian State Railways
Diesel
Electro-Motive Diesel
Electroputere
Fairbanks-Morse
GE Transportation
Great Western Railway
Indian Railways
Ingalls Shipbuilding
Lima-Hamilton
London and North Eastern Railway
London, Brighton and South Coast Railway
Montreal Locomotive Works
New Zealand Railways
Norfolk and Western Railway
Norwegian State Railways
Victorian Railways
Steam
Diesel
 List of Fairbanks-Morse locomotives
GE Transportation
Main article: List of GE locomotives
Great Western Railway
Main article: Locomotives of the Great Western Railway
Castle Class
City Class
3440 City of Truro
Star Class
The Great Bear
Indian Railways
Further information: Locomotives of India
Indian Locomotive Class WDM-2
Indian locomotive class WAP-4
Indian locomotive class WAP-5
Indian locomotive class WAP-7
Indian locomotive class WAG-9
Indian locomotive class WDG-4
Indian locomotive class WDP-4
Indian locomotive class WAG-12
Indian locomotives class WDG-4G
Ingalls Shipbuilding
Ingalls 4-S
Lima-Hamilton
See List of Lima-Hamilton diesel locomotives
London and North Eastern Railway
Main article: Locomotives of the London and North Eastern Railway
LNER Class A3
4472 Flying Scotsman
LNER Class A4
4468 Mallard
4488 Union of South Africa
London, Brighton and South Coast Railway
Main article: List of early locomotives of the London Brighton and South Coast Railway
LBSCR K Class
Montreal Locomotive Works
Main article: List of MLW diesel locomotives
Selkirk locomotive
New Zealand Railways
A class of 1873
A class of 1906
A A class
A B class
B class of 1874
B class of 1899
B A class
B B class
B C class
C class of 1873
C class of 1930
DA class
DB class
DC class
DE class
DF class of 1954
DF class of 1979
DG class
DH class
DI class
DJ class
DL class
DQ class
DX class
E class of 1872
E class of 1906
E class of 1922
EB class
EF class
EO class of 1923
EW class
F class
G class
H class
J class of 1874
J class of 1939
K class of 1877
K class of 1932
K A class
K B class
L A class
N class
N A class
N C class
O class
O A class
O B class
O C class
P class of 1876
P class of 1885
Q class
R class
T class
W AB class
W B class
W D class
W F class
X class
Norfolk and Western Railway
A Class
J Class
Norwegian State Railways
NSB Class XXI
NSB Class XXII
Victorian Railways
Steam
A2 Class
C Class
Dd Class
H Class
J Class
K Class
N Class
R Class
S Class
X Class
Diesel
F Class
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List of locomotives - Wikipedia

List of locomotives
List of locomotives
Contents
American Locomotive Company
Baldwin Locomotive Works
British Rail
Steam
Diesel and electric
Bulgarian State Railways
Diesel
Electro-Motive Diesel
Electroputere
Fairbanks-Morse
GE Transportation
Great Western Railway
Indian Railways
Ingalls Shipbuilding
Lima-Hamilton
London and North Eastern Railway
London, Brighton and South Coast Railway
Montreal Locomotive Works
New Zealand Railways
Norfolk and Western Railway
Norwegian State Railways
Victorian Railways
Steam
Diesel

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London Underground rolling stock
Contents
Current stock
London Underground lines
Development plans
New Tube for London (NTfL)
History
Steam locomotives
District Railway
Metropolitan Railway
London Passenger Transport Board
Electric locomotives
Carriages
Sub-surface electric multiple units
District Railway
Metropolitan Railway
London Passenger Transport Board
Tube electric multiple units
Early trains
Standard Stock
London Passenger Transport Board
Isle of Wight
Inter-car barriers
Fire extinguishers
Heritage vehicles
Engineering trains
Locomotives
Steam locomotives
Battery-electric locomotives
Diesel locomotives
Departmental stock
Sleet locomotives
Other stock
See also
Notes
References
Sources
Further reading
 The need for more powerful engines meant in 1915 four G Class ( 0-6-4) arrived, named after people or places associated with the Metropolitan Railway. Eight 75 mph (121 km/h) capable H Class ( 4-4-4) were built in 1920 for express passenger services, replacing the C and D class locomotives. Finally in 1925, six freight K Class ( 2-6-4) locomotives arrived. These were out of gauge south of Finchley Road. London Passenger Transport Board
On 1 November 1937, the later Metropolitan Railway G, H and K Class steam locomotives were transferred to the London and North Eastern Railway (LNER) who took over all freight workings and became responsible for hauling passenger trains with steam locomotives north of Rickmansworth. From the early 1940s, these were replaced by ex Great Central Railway locomotives, now classified LNER Class A5. These were again replaced in 1948 by LNER L1s, and ten years later, when the joint line was transferred to British Railway's London Midland Region, former LMS locomotives replaced the L1s. Steam working ended on passenger trains in 1961, after electrification and the introduction of A Stock electric multiple units. Electric locomotives
Main article: London Underground electric locomotives
Metropolitan Railway electric locomotive No.

The need for more powerful engines meant in 1915 four G Class ( 0-6-4) arrived, named after people or places associated with the Metropolitan Railway. Eight 75 mph (121 km/h) capable H Class ( 4-4-4) were built in 1920 for express passenger services, replacing the C and D class locomotives. Finally in 1925, six freight K Class ( 2-6-4) locomotives arrived. These were out of gauge south of Finchley Road. London Passenger Transport Board
On 1 November 1937, the later Metropolitan Railway G, H and K Class steam locomotives were transferred to the London and North Eastern Railway (LNER) who took over all freight workings and became responsible for hauling passenger trains with steam locomotives north of Rickmansworth. From the early 1940s, these were replaced by ex Great Central Railway locomotives, now classified LNER Class A5. These were again replaced in 1948 by LNER L1s, and ten years later, when the joint line was transferred to British Railway's London Midland Region, former LMS locomotives replaced the L1s. Steam working ended on passenger trains in 1961, after electrification and the introduction of A Stock electric multiple units. Electric locomotives
Main article: London Underground electric locomotives
Metropolitan Railway electric locomotive No.