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
 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

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
 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

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
 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 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 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
 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 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
 They were introduced in 2001 to replace the 20-year-old InterCity 125 and almost 40-year-old Class 47 -hauled Mark 2 fleets operating on the Cross Country Route, initially for Virgin CrossCountry and since 2007 by CrossCountry. Contents
1 Technical details
1.1 Accidents and incidents
2 Formation and passenger facilities
3 Operations
4 Fleet details
5 See also
6 References
7 Further reading
8 External links
Technical details
Two British Rail Class 220 units operated by CrossCountry coupling to form a longer train
Classes 220 (left) and 221 (right) at Durham, showing the differing bogie designs
All coaches are equipped with a Cummins QSK19 diesel engine of 750 hp (560 kW) at 1800 rpm. These power a generator which supplies current to motors driving two axles per coach, with one axle per bogie powered. Voyagers have both air and rheostatic brakes. They are fitted with Dellner couplers, like the Class 222 operated by East Midlands Railway and the Class 390 Pendolino electric trains used by Avanti West Coast, meaning they can be coupled in rescue/recovery mode (air brake only) in the event of a failure. 220s and 221s can also be easily assisted by Dellner fitted Class 57s (Thunderbirds) in the event of a failure. By use of adaptor couplings a failed 220 or 221 can also be assisted by any air braked locomotive such as a Class 37, Class 47 or Class 66 or even an HST. The units can work in multiple with Class 221 units but not Class 222 units as the electrical connections of the Class 222 units are incompatible with the Class 220. The Class 220s and closely related Class 222s have B5005 bogies, which are distinctive as they are of inside-frame design and so the axles are supported by bearings behind the wheels, meaning the outside face of the wheel is visible. The related Class 221 Super Voyager has outside-frame bogies and hence a more conventional appearance.

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

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 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
 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 175 - Wikipedia British Rail Class 175
British Rail Class 175
From Wikipedia, the free encyclopedia
Contents
Description
Operations
Accidents and Incidents
Fleet details
Named units
References
Sources
External links
 As they were constructed, the old locomotive sheds at Chester were replaced with a purpose-built facility in order to service the Class 175 units. Units were tested at low speed at the Severn Valley Railway before further testing and driver training at the Old Dalby Test Track from November 1999. The first unit entered service on 20 June 2000. The two-carriage units are numbered 175001–011, and the three-carriage units 175101–116. Carriages are labelled as coaches A–B–C, with two-car units having no coach B. Each train has provision for two disabled passengers in coach A, and storage for two bicycles in coach C.
Early reliability problems meant that some services were operated by old rolling stock at short notice. Remedial work included improving brakes and bogies, and the reliability of the units is now greatly improved. Class 175 Coradias are fitted with a passenger information system, which consists of onboard LED display and audio announcements of train destinations and arrivals. Operations
First North Western 175111 at Crewe in June 2003
Arriva Trains Wales 175001 at Cardiff Central in September 2018
The Class 175 fleet was operated by First North Western (FNW) from Birmingham New Street, Crewe and Manchester to Llandudno, Holyhead, Barrow and Windermere. As part of a restructure of franchise areas, in October 2003 FNW's services on the North Wales Coast Line from Birmingham and Manchester to Llandudno and Holyhead were transferred to the Wales & Borders franchise. All 27 Class 175s were transferred to Wales & Borders, who then sublet 11 to FNW.

British Rail Class 175 - Wikipedia

British Rail Class 175
British Rail Class 175
From Wikipedia, the free encyclopedia
Contents
Description
Operations
Accidents and Incidents
Fleet details
Named units
References
Sources
External links

As they were constructed, the old locomotive sheds at Chester were replaced with a purpose-built facility in order to service the Class 175 units. Units were tested at low speed at the Severn Valley Railway before further testing and driver training at the Old Dalby Test Track from November 1999. The first unit entered service on 20 June 2000. The two-carriage units are numbered 175001–011, and the three-carriage units 175101–116. Carriages are labelled as coaches A–B–C, with two-car units having no coach B. Each train has provision for two disabled passengers in coach A, and storage for two bicycles in coach C.
Early reliability problems meant that some services were operated by old rolling stock at short notice. Remedial work included improving brakes and bogies, and the reliability of the units is now greatly improved. Class 175 Coradias are fitted with a passenger information system, which consists of onboard LED display and audio announcements of train destinations and arrivals. Operations
First North Western 175111 at Crewe in June 2003
Arriva Trains Wales 175001 at Cardiff Central in September 2018
The Class 175 fleet was operated by First North Western (FNW) from Birmingham New Street, Crewe and Manchester to Llandudno, Holyhead, Barrow and Windermere. As part of a restructure of franchise areas, in October 2003 FNW's services on the North Wales Coast Line from Birmingham and Manchester to Llandudno and Holyhead were transferred to the Wales & Borders franchise. All 27 Class 175s were transferred to Wales & Borders, who then sublet 11 to FNW.

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 Class 29 - Wikipedia
British Rail Class 29
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
British Railways Class 29
D6121 in BR green livery with white stripe and large yellow warning panel and headcode at Inverness MPD, August 1968
Type and origin
Power type
Diesel-electric
Builder
North British Locomotive Co.
Build date
1958–1960 (original class 21)
Rebuilder
Paxman
Rebuild date
Rebuilt: 1963, 1965–1967
Number rebuilt
20
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 (1.092 m)
Minimum curve
3.5 chains (231.00 ft; 70.41 m)
Wheelbase
37 ft 0 in (11.28 m)
Length
51 ft 6 in (15.70 m)
Width
8 ft 8 in (2.64 m)
Height
12 ft 8 in (3.86 m)
Loco weight
73 long tons (74.2 t; 81.8 short tons)
Fuel capacity
460 imp gal (2,100 l; 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.

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 Class 360 - Wikipedia British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links
 British Rail Class 360 - Wikipedia
British Rail Class 360
From Wikipedia, the free encyclopedia
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A British electric multiple-unit class that was built by Siemens
British Rail Class 360 Desiro
Heathrow Connect 360202 at Southall in 2017
Interior of a Greater Anglia Class 360/1
In service
12 August 2003 – present
Manufacturer
Siemens Transportation Systems
Built at
Krefeld, Germany
Family name
Desiro
Replaced
Class 312
Constructed
2002–2005
Number built
26 sets
Formation
4/5 carriages
Fleet numbers
360101–360121
360201–360205
Capacity
16 First, 264 Standard (360/1)
333 Standard (360/2)
Operator (s)
East Midlands Railway
Rail Operations Group
Depot (s)
Bedford Cauldwell Walk depot
Specifications
Car length
20.34 m (66 ft 8
+
3⁄4 in)
Width
2.8 m (9 ft 2
+
1⁄4 in)
Maximum speed
360/1: 110 mph (180 km/h)
360/2: 100 mph (160 km/h)
Weight
170 tonnes (167 long tons; 187 short tons)
Power output
1,550 kW (2,080 hp)
Acceleration
0.98 m/s 2 (3.2 ft/s 2)
Electric system (s)
25 kV 50 Hz AC Overhead
Current collection method
Pantograph
Braking system (s)
Air, regenerative
Safety system (s)
AWS, TPWS, ATP (360/2 only)
Coupling system
Dellner
Multiple working
Within Class
Track gauge
1,435 mm ( 4 ft 8
+
1⁄2 in) standard gauge
The British Rail Class 360 Desiro is an electric multiple-unit class that was built by Siemens Transportation Systems between 2002 and 2005. The Class 360 is currently operated by East Midlands Railway and Rail Operations Group . Contents
1 Description
1.1 Class 360/1
1.2 Class 360/2
2 Accidents and incidents
3 Fleet details
4 References
5 External links
Description
Class 360/1
Greater Anglia 360101 at Manningtree in December 2017
First Great Eastern ordered 21 four-car Class 360/1s to replace its slam-door Class 312s. Built in Krefeld Germany, the units feature air conditioning, plug doors, CCTV, a wheelchair area, and first class at the cab ends. After being tested at the Wildenrath, Germany and Velim, Czech Republic test tracks, the first entered service in August 2003. In February 2004, 360115 returned to Wildenrath for tests aimed at improving pantograph performance. They were primarily used on Great Eastern Main Line services from London Liverpool Street to Clacton-on-Sea, Colchester Town and Ipswich.

British Rail Class 360 - Wikipedia

British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links

British Rail Class 93 (Stadler) - Wikipedia British Rail Class 93 (Stadler)
British Rail Class 93 (Stadler)
Contents
Development
Specification
Fleet details
See also
References
 British Rail Class 93 (Stadler) - Wikipedia
British Rail Class 93 (Stadler)
From Wikipedia, the free encyclopedia
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British railway locomotive
This article is about the Stadler tri-mode locomotives. For the planned electric locomotives intended as part of the InterCity 250 system, see British Rail Class 93 (InterCity 250). British Rail Class 93
Type and origin
Builder
Stadler Rail
Model
Stadler Euro Dual
Build date
Undefined
Specifications
Configuration:
• UIC
Bo'Bo'
Gauge
1,435 mm ( 4 ft 8
+
1⁄2 in) standard gauge
Electric system/s
25 kV 50 Hz
Lithium titanate oxide battery
Current pickup (s)
Pantograph
Prime mover
Caterpillar C32
Performance figures
Maximum speed
110 mph (180 km/h)
Power output
1,800 hp (1.3 MW) (hybrid)
5,438 hp (4.055 MW) (electric)
Career
Operators
Rail Operations Group
Numbers
93001–93030
Nicknames
Stadler
Delivered
January 2023 (scheduled)
Current owner
Rail Operations Group
Disposition
Under construction
The British Rail Class 93 is a tri-mode locomotive to be built by Stadler Rail in Valencia. They will be an evolution of the Class 88 bi-mode locomotives which were built by Stadler for Direct Rail Services. Three different power sources will be used to power the locomotive – 25kV AC overhead electric power, a diesel engine and lithium oxide batteries – allowing the locomotive to be used on both electrified and un-electrified lines. Rail Operations Group have ordered 30 locomotives, with the first deliveries scheduled for 2023. Contents
1 Development
2 Specification
3 Fleet details
4 See also
5 References
Development
Historically, the vast majority of freight trains on Britain's railways have used diesel propulsion since the 1960s. During the late 2010s, as part of wider efforts to pursue carbon neutral operations, the Department for Transport (DfT) stated its long term goal of eliminating diesel-only traction from Britain's railways by 2040, despite only 46.5 per cent of all lines being electrified. However, due a lack of government support for the rail freight sector, operators have traditionally faced difficulty in justifying sizable capital investments such as new locomotives, thus large numbers are between 25 and 50 years old as of 2020.

British Rail Class 93 (Stadler) - Wikipedia

British Rail Class 93 (Stadler)
British Rail Class 93 (Stadler)
Contents
Development
Specification
Fleet details
See also
References

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

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 175 - Wikipedia British Rail Class 175
British Rail Class 175
From Wikipedia, the free encyclopedia
Contents
Description
Operations
Accidents and Incidents
Fleet details
Named units
References
Sources
External links
 British Rail Class 175 - Wikipedia
British Rail Class 175
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
class of diesel multiple unit passenger train
British Rail Class 175 Coradia 1000
Transport for Wales 175003 at Hereford in 2018
Interior of Transport for Wales 175111 in 2021
In service
20 June 2000 – present
Manufacturer
Alstom
Built at
Washwood Heath
Family name
Coradia
Replaced
Class 101
Class 309
Constructed
1999–2001
Number built
27 sets
Number in service
27 sets
Formation
175/0: 2 cars per train set (DMSL-DMSL)
175/1: 3 cars per train set (DMSL-MSL-DMSL)
Capacity
136 seats per 2-car unit
Operator (s)
Transport for Wales
Depot (s)
Chester
Specifications
Car body construction
Steel
Car length
Driving end vehicles 23.71 m (77 ft 9 1⁄2 in)
Centre cars 23.03 m (75 ft 6 3⁄4 in)
Width
2.73 m (8 ft 11 1⁄2 in)
Doors
Swing plug at vehicle ends
Articulated sections
Flexible diaphragm within unit only
Maximum speed
100 mph (160 km/h)
Weight
97.85 t (96.30 long tons; 107.86 short tons) or 144.14 t (141.86 long tons; 158.89 short tons) per set
Prime mover (s)
One per car
Cummins N14
Engine type
14-litre 6-cylinder turbo- Diesel
Power output
450 hp (340 kW) per engine
Transmission
Voith T211 hydraulic transmission
ZF final drive
2 axles driven per car
Braking system (s)
Friction/ Hydrodynamic retarder (Retarders bypassed due to unreliability)
Safety system (s)
AWS, TPWS
Coupling system
Scharfenberg
Track gauge
1,435 mm ( 4 ft 8 1⁄2 in) standard gauge
The British Rail Class 175 Coradia 1000 is a type of diesel multiple-unit passenger train operated by Transport for Wales in the United Kingdom. The fleet of 27 sets was built between 1999 and 2001 by Alstom at Washwood Heath . Owned by Angel Trains, they were originally leased to First North Western, before being transferred to Wales & Borders, and then to Arriva Trains Wales and then Transport for Wales. Contents
1 Description
2 Operations
2.1 Accidents and Incidents
3 Fleet details
3.1 Named units
4 References
4.1 Sources
5 External links
Description
In July 1997, North Western Trains placed an order with Alstom for 27 sets. The original order was for eleven two-carriage units with a top speed of 100 mph, seven three-carriage units with a top speed of 100 mph and nine three-carriage units with a top speed of 125 mph. This was reconfigured to eleven two-carriage and sixteen three-carriage units all with a top speed of 100 mph.

British Rail Class 175 - Wikipedia

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 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
 British Rail Class 77 - Wikipedia
British Rail Class 77
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Class of diesel electric locomotives
British Rail Class 77
Preserved locomotive no. 27000 in original black livery
Type and origin
Power type
Electric
Builder
BR Gorton Works
Build date
1953–1954
Total produced
7
Specifications
Configuration:
• UIC
Co′Co′
• Commonwealth
Co-Co
Gauge
4 ft 8
+
1⁄2 in ( 1,435 mm) standard gauge
Wheel diameter
3 ft 7 in (1.092 m)
Length
59 ft 0 in (17.98 m)
Loco weight
102.5 long tons (104.1 t; 114.8 short tons)
Electric system/s
1500V DC Catenary
Current pickup (s)
Pantograph, x 2
Traction motors
Metropolitan-Vickers
Train heating
Steam generator
Loco brake
Air and electrical regenerative
Train brakes
Vacuum
Performance figures
Maximum speed
90 mph (145 km/h)
Power output
2,490 hp (1,857 kW)
Tractive effort
45,000 lbf (200 kN)
Brakeforce
85 long tons-force (847 kN)
Career
Operators
British Railways
Numbers
27000–27006
Locale
Manchester–Sheffield–Wath line
Retired
September 1968
Disposition
All sold to Netherlands as NS 1500 Class
The British Rail Class 77, also known as Class EM2, is a class of 1.5 kV DC, Co-Co electric locomotive. They were built by Metropolitan-Vickers in 1953–1954 for use over the Woodhead Line between Manchester and Sheffield . Contents
1 Description
2 Further use
3 Fleet details
4 References
5 Further reading
6 External links
Description
Seven locomotives of this type were constructed. They represented the first Co-Co type of overhead electric locomotive built for use in the United Kingdom. The design was based on that of the smaller Class EM1, which dated from 1941. Initially, 27 locomotives of this type had been planned, but by the early 1950s, the benefits of using the 25 kV AC system had been demonstrated, which meant that the Woodhead Line would be an isolated electric system. Consequently, the order was cut to just seven locomotives.

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

Network SouthEast - Wikipedia Network SouthEast
Network SouthEast
Network SouthEast
Contents
History
Network Railcard
Main article: Network Railcard
Rolling stock
Subdivisions
Modernisation
Chiltern Lines
New trains
Privatisation
Legacy
References
Further reading
External links
 Farringdon station with a Class 319 on a Thameslink service. Class 487 at Waterloo with a Waterloo & City line service. Rolling stock
Class
Image
Number
Power
Carriages
Notes
03 *

2
Diesel Shunter
N/A
Shunters at Ryde depot on the Isle of Wight. 05 *

1
Shunter at Ryde depot on the Isle of Wight, where it earned the nickname "Nuclear Fred". Replaced by two Class 03s, currently owned by the Isle of Wight Steam Railway . 08 *

Examples include: 08 600 'Ivor' (97800)
08 631 'Eagle'
08 641 'Dartmoor'
33

Diesel Locomotive

47

50

73

6
Electro-Diesel Locomotive
86

AC Electric Locomotive
97

Departmental Locomotives and Shunters
Had ex-members of starred classes and worked across the NSE network. 101

DMU
2, 3 or 4

104

108

115

4
117

3
119

121

21
1
Worked the branches of the Thames valley. 159

30
3

165

76
2 or 3
166

21
3
203

DEMU
6
205

34
3 or 4
207

19
3
302

AC EMU
4
Worked the GE lines out of Liverpool Street and Fenchurch Street
306

3
313

64
Dual Voltage EMU
3

315

61
AC EMU
4

316

1
Converted to class 457. 317

72

319

86
Dual Voltage EMU
321

114
AC EMU
322

5
341, 342

Never built
Never built
These classes were proposed for the rolling stock of the original Crossrail project.

Network SouthEast - Wikipedia

Network SouthEast
Network SouthEast
Network SouthEast
Contents
History
Network Railcard
Main article: Network Railcard
Rolling stock
Subdivisions
Modernisation
Chiltern Lines
New trains
Privatisation
Legacy
References
Further reading
External links

Farringdon station with a Class 319 on a Thameslink service. Class 487 at Waterloo with a Waterloo & City line service. Rolling stock
Class
Image
Number
Power
Carriages
Notes
03 *

2
Diesel Shunter
N/A
Shunters at Ryde depot on the Isle of Wight. 05 *

1
Shunter at Ryde depot on the Isle of Wight, where it earned the nickname "Nuclear Fred". Replaced by two Class 03s, currently owned by the Isle of Wight Steam Railway . 08 *

Examples include: 08 600 'Ivor' (97800)
08 631 'Eagle'
08 641 'Dartmoor'
33

Diesel Locomotive

47

50

73

6
Electro-Diesel Locomotive
86

AC Electric Locomotive
97

Departmental Locomotives and Shunters
Had ex-members of starred classes and worked across the NSE network. 101

DMU
2, 3 or 4

104

108

115

4
117

3
119

121

21
1
Worked the branches of the Thames valley. 159

30
3

165

76
2 or 3
166

21
3
203

DEMU
6
205

34
3 or 4
207

19
3
302

AC EMU
4
Worked the GE lines out of Liverpool Street and Fenchurch Street
306

3
313

64
Dual Voltage EMU
3

315

61
AC EMU
4

316

1
Converted to class 457. 317

72

319

86
Dual Voltage EMU
321

114
AC EMU
322

5
341, 342

Never built
Never built
These classes were proposed for the rolling stock of the original Crossrail project.

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

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 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 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
 British Rail Class 70 (diesel) - Wikipedia
British Rail Class 70 (diesel)
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Class of diesel electric locomotives
This article is about the 2010s diesel locomotive. For the prototype electric locomotive produced by the Southern Railway in the 1940s, see British Rail Class 70 (electric). British Rail Class 70
Freightliner 70017 working a container train out of the Port of Felixstowe in June 2012
Type and origin
Power type
Diesel-electric
Builder
General Electric
Model
PH37ACmi
Build date
2008–2017
Total produced
37
Specifications
Configuration:
• UIC
Co'Co'
• Commonwealth
Co-Co
Gauge
4 ft 8
+
1⁄2 in ( 1,435 mm) standard gauge
Wheel diameter
1,067 mm (42.0 in)
Length
21.710 m (71 ft 2.7 in)
Width
2.642 m (8 ft 8.0 in)
Height
3.917 m (12 ft 10.2 in)
Loco weight
129 t (127 long tons; 142 short tons) (empty) (135t full)
Fuel capacity
6,000 l (1,300 imp gal; 1,600 US gal)
Prime mover
GE PowerHaul P616
Alternator
GE GTA series
Traction motors
GE 5GEB30 axle hung
Train heating
None
Performance figures
Maximum speed
75 mph (121 km/h)
Power output
Engine: 2,750 kW (3,690 bhp)
Tractive effort
534 kN (120,000 lbf) ( starting)
Career
Operators
Freightliner
Colas Rail
Numbers
70001-70020
70801-70817
The British Rail Class 70 is a six-axle Co-Co mainline freight GE PowerHaul locomotive series manufactured by General Electric in Erie, Pennsylvania. They are operated in the United Kingdom by Freightliner and Colas Rail . Contents
1 Background and specification
2 Operations
2.1 Freightliner
2.2 Turkish demonstrator
2.3 Colas Rail
3 Accidents and incidents
4 Fleet list
5 See also
6 Notes
7 References
8 External links
Background and specification
Main article: GE PowerHaul
In November 2007, Freightliner announced Project Genesis (unrelated to GE's Genesis series built for Amtrak ), a procurement plan for 30 freight locomotives from General Electric (GE).

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

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.

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

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 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 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

British Rail Class 801 - Wikipedia British Rail Class 801
British Rail Class 801
Contents
Background and design
Operation
Fleet details
References
External links
 2.5 km/ (h⋅s)))
Deceleration
1 m/s 2 (2.2 mph/s; 3.6 km/ (h⋅s)) service
1.2 m/s 2 (2.7 mph/s; 4.3 km/ (h⋅s)) emergency
Electric system (s)
25 kV 50 Hz AC overhead lines
Current collection method
Pantograph
Safety system (s)
AWS, TPWS, ETCS
Track gauge
1,435 mm ( 4 ft 8
+
1⁄2 in) standard gauge
The British Rail Class 801 Azuma is a type of electric multiple unit (EMU) built by Hitachi for London North Eastern Railway. The units have been built since 2017 at Hitachi's Newton Aycliffe factory and have been used on services on the East Coast Main Line since 16 September 2019. As part of its production, the Class 801 units were ordered as part of the Intercity Express Programme and are in the Hitachi AT300 product family, alongside the closely related Class 800 units. LNER have branded the units as the Azuma, just like on their Class 800 units. Contents
1 Background and design
2 Operation
3 Fleet details
4 References
5 External links
Background and design
Main article: Intercity Express Programme
As part of the UK Government's Intercity Express Programme, the Class 801 units were to be built as replacements for the InterCity 125 and InterCity 225 sets which were the main trains used for services on the Great Western Main Line (GWML) and the East Coast Main Line (ECML) at the time. Differing from the Class 800 units, which they were built alongside, the Class 801 units were designed as purely electric multiple units, but with one diesel engine fitted to a single coach of each unit for emergency use. The Class 801 units were to enter service for both Great Western Railway and London North Eastern Railway but due to delays in the electrification of the GWML, it was announced in June 2016 that 21 nine-car (801/0) sets that were going to enter service with GWR would instead be converted to bi-modal operation.

British Rail Class 801 - Wikipedia

British Rail Class 801
British Rail Class 801
Contents
Background and design
Operation
Fleet details
References
External links

2.5 km/ (h⋅s)))
Deceleration
1 m/s 2 (2.2 mph/s; 3.6 km/ (h⋅s)) service
1.2 m/s 2 (2.7 mph/s; 4.3 km/ (h⋅s)) emergency
Electric system (s)
25 kV 50 Hz AC overhead lines
Current collection method
Pantograph
Safety system (s)
AWS, TPWS, ETCS
Track gauge
1,435 mm ( 4 ft 8
+
1⁄2 in) standard gauge
The British Rail Class 801 Azuma is a type of electric multiple unit (EMU) built by Hitachi for London North Eastern Railway. The units have been built since 2017 at Hitachi's Newton Aycliffe factory and have been used on services on the East Coast Main Line since 16 September 2019. As part of its production, the Class 801 units were ordered as part of the Intercity Express Programme and are in the Hitachi AT300 product family, alongside the closely related Class 800 units. LNER have branded the units as the Azuma, just like on their Class 800 units. Contents
1 Background and design
2 Operation
3 Fleet details
4 References
5 External links
Background and design
Main article: Intercity Express Programme
As part of the UK Government's Intercity Express Programme, the Class 801 units were to be built as replacements for the InterCity 125 and InterCity 225 sets which were the main trains used for services on the Great Western Main Line (GWML) and the East Coast Main Line (ECML) at the time. Differing from the Class 800 units, which they were built alongside, the Class 801 units were designed as purely electric multiple units, but with one diesel engine fitted to a single coach of each unit for emergency use. The Class 801 units were to enter service for both Great Western Railway and London North Eastern Railway but due to delays in the electrification of the GWML, it was announced in June 2016 that 21 nine-car (801/0) sets that were going to enter service with GWR would instead be converted to bi-modal operation.

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
 British Rail Class 20 - Wikipedia
British Rail Class 20
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
English Electric Type 1
British Rail Class 20
20 196 & 20 186 at Derby, May 1987. Type and origin
Power type
Diesel-electric
Builder
English Electric at Vulcan Foundry and Robert Stephenson and Hawthorns
Build date
1957–1962, 1965–1968
Total produced
228
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 (1.092 m)
Minimum curve
3.5 chains (70 m)
Wheelbase
32 ft 6 in (9.91 m)
Pivot centres
24 ft 0 in (7.32 m)
Length
46 ft 9
+
1⁄4 in (14.256 m)
Width
8 ft 9 in (2.67 m)
Height
12 ft 7
+
5⁄8 in (3.851 m)
Loco weight
73 t (72 long tons; 80 short tons)
Fuel capacity
380 imp gal (1,700 l; 460 US gal)
Lubricant cap. 100 imp gal (450 l; 120 US gal)
Coolant cap. 130 imp gal (590 l; 160 US gal)
Prime mover
English Electric 8 SVT Mk. II
Generator
DC
Traction motors
D8000–D8049:

British Rail Class 20 - Wikipedia

British Rail Class 20 - Wikipedia
British Rail Class 20
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
English Electric Type 1
British Rail Class 20
20 196 & 20 186 at Derby, May 1987. Type and origin
Power type
Diesel-electric
Builder
English Electric at Vulcan Foundry and Robert Stephenson and Hawthorns
Build date
1957–1962, 1965–1968
Total produced
228
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 (1.092 m)
Minimum curve
3.5 chains (70 m)
Wheelbase
32 ft 6 in (9.91 m)
Pivot centres
24 ft 0 in (7.32 m)
Length
46 ft 9
+
1⁄4 in (14.256 m)
Width
8 ft 9 in (2.67 m)
Height
12 ft 7
+
5⁄8 in (3.851 m)
Loco weight
73 t (72 long tons; 80 short tons)
Fuel capacity
380 imp gal (1,700 l; 460 US gal)
Lubricant cap. 100 imp gal (450 l; 120 US gal)
Coolant cap. 130 imp gal (590 l; 160 US gal)
Prime mover
English Electric 8 SVT Mk. II
Generator
DC
Traction motors
D8000–D8049:

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
 12N-710G3B-T2
Remainder: 12N-710G3B-EC
RPM range
200–904
Displacement
710 in 3 (11,600 cm 3) per cylinder
Alternator
EMD AR8
Traction motors
6× EMD D43-TR
Cylinders
12
MU working
AAR system (Classes 59, 66, 67, 69 and 73/9)
Train heating
None
Train brakes
Westinghouse PBL Air
Performance figures
Maximum speed
Class 66/6: 65 mph (105 km/h)
Remainder: 75 mph (121 km/h)
Power output
Engine: 3,300 bhp (2,460 kW)
at rail: 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.

British Rail Class 66 - Wikipedia

12N-710G3B-T2
Remainder: 12N-710G3B-EC
RPM range
200–904
Displacement
710 in 3 (11,600 cm 3) per cylinder
Alternator
EMD AR8
Traction motors
6× EMD D43-TR
Cylinders
12
MU working
AAR system (Classes 59, 66, 67, 69 and 73/9)
Train heating
None
Train brakes
Westinghouse PBL Air
Performance figures
Maximum speed
Class 66/6: 65 mph (105 km/h)
Remainder: 75 mph (121 km/h)
Power output
Engine: 3,300 bhp (2,460 kW)
at rail: 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.

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
 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. Withdrawal
With the changes in the role of the British railway system and the closing of many of the facilities in which the Class 02 locomotives worked, they were increasingly surplus to requirements. The first locomotives were withdrawn in December 1969 from the Preston division of the Midland Region and by the end of 1971 there were only four left in service with British Rail. Of these, three survived long enough to enter the BR TOPS computer system: 02001 (formerly D2851), 02003 (D2853), and 02004 (D2856), and all three were withdrawn in June 1975 from Allerton depot. Being between nine and fourteen years old when withdrawn, they still had a lot of life left in them, and the majority were sold to private industry, with nine being cut up for scrap.

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

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. Withdrawal
With the changes in the role of the British railway system and the closing of many of the facilities in which the Class 02 locomotives worked, they were increasingly surplus to requirements. The first locomotives were withdrawn in December 1969 from the Preston division of the Midland Region and by the end of 1971 there were only four left in service with British Rail. Of these, three survived long enough to enter the BR TOPS computer system: 02001 (formerly D2851), 02003 (D2853), and 02004 (D2856), and all three were withdrawn in June 1975 from Allerton depot. Being between nine and fourteen years old when withdrawn, they still had a lot of life left in them, and the majority were sold to private industry, with nine being cut up for scrap.

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 360 - Wikipedia British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links
 All were replaced by Class 720s in 2020/2021 and moved to East Midlands Railway (EMR) to operate services on the Midland Main Line from London St Pancras to Corby from May 2021. They will have their 3+2 seating replaced with 2+2 and be modified to operate at 110 mph (180 km/h). They will be based at Bedford Cauldwell Walk depot. Beginning in June 2020, all were cycled through Siemens at Kings Heath Depot, Northampton to be modified for 110 mph (180 km/h) operation. The first was transferred to EMR's Cricklewood Depot in November 2020, with all having transferred by February 2021. They are planned to be introduced on 16 May 2021 with East Midlands Railway, with 360102 already vinyled into the EMR Connect livery. Some units won't be vinyled into the EMR Connect livery before their entry to service. Class 360/2
TfL Rail 360205 at London Paddington in July 2019
In June 2003 Heathrow Connect ordered four Class 360/2s for its London Paddington to Heathrow Airport stopping trains. These were built using four trains that had been built for Angel Trains as a speculative order numbered 350001 to 350004. Only 350001 came to England, being used for training by South West Trains at Northam Carriage Servicing Depot.

British Rail Class 360 - Wikipedia

All were replaced by Class 720s in 2020/2021 and moved to East Midlands Railway (EMR) to operate services on the Midland Main Line from London St Pancras to Corby from May 2021. They will have their 3+2 seating replaced with 2+2 and be modified to operate at 110 mph (180 km/h). They will be based at Bedford Cauldwell Walk depot. Beginning in June 2020, all were cycled through Siemens at Kings Heath Depot, Northampton to be modified for 110 mph (180 km/h) operation. The first was transferred to EMR's Cricklewood Depot in November 2020, with all having transferred by February 2021. They are planned to be introduced on 16 May 2021 with East Midlands Railway, with 360102 already vinyled into the EMR Connect livery. Some units won't be vinyled into the EMR Connect livery before their entry to service. Class 360/2
TfL Rail 360205 at London Paddington in July 2019
In June 2003 Heathrow Connect ordered four Class 360/2s for its London Paddington to Heathrow Airport stopping trains. These were built using four trains that had been built for Angel Trains as a speculative order numbered 350001 to 350004. Only 350001 came to England, being used for training by South West Trains at Northam Carriage Servicing Depot.

British Rail Class 175 - Wikipedia British Rail Class 175
British Rail Class 175
From Wikipedia, the free encyclopedia
Contents
Description
Operations
Accidents and Incidents
Fleet details
Named units
References
Sources
External links
 As they were constructed, the old locomotive sheds at Chester were replaced with a purpose-built facility in order to service the Class 175 units. Units were tested at low speed at the Severn Valley Railway before further testing and driver training at the Old Dalby Test Track from November 1999. The first unit entered service on 20 June 2000. The two-carriage units are numbered 175001–011, and the three-carriage units 175101–116. Carriages are labelled as coaches A–B–C, with two-car units having no coach B. Each train has provision for two disabled passengers in coach A, and storage for two bicycles in coach C.
Early reliability problems meant that some services were operated by old rolling stock at short notice. Remedial work included improving brakes and bogies, and the reliability of the units is now greatly improved. Class 175 Coradias are fitted with a passenger information system, which consists of onboard LED display and audio announcements of train destinations and arrivals. Operations
First North Western 175111 at Crewe in June 2003
Arriva Trains Wales 175001 at Cardiff Central in September 2018
The Class 175 fleet was operated by First North Western (FNW) from Birmingham New Street, Crewe and Manchester to Llandudno, Holyhead, Barrow and Windermere. As part of a restructure of franchise areas, in October 2003 FNW's services on the North Wales Coast Line from Birmingham and Manchester to Llandudno and Holyhead were transferred to the Wales & Borders franchise. All 27 Class 175s were transferred to Wales & Borders, who then sublet 11 to FNW.

British Rail Class 175 - Wikipedia

As they were constructed, the old locomotive sheds at Chester were replaced with a purpose-built facility in order to service the Class 175 units. Units were tested at low speed at the Severn Valley Railway before further testing and driver training at the Old Dalby Test Track from November 1999. The first unit entered service on 20 June 2000. The two-carriage units are numbered 175001–011, and the three-carriage units 175101–116. Carriages are labelled as coaches A–B–C, with two-car units having no coach B. Each train has provision for two disabled passengers in coach A, and storage for two bicycles in coach C.
Early reliability problems meant that some services were operated by old rolling stock at short notice. Remedial work included improving brakes and bogies, and the reliability of the units is now greatly improved. Class 175 Coradias are fitted with a passenger information system, which consists of onboard LED display and audio announcements of train destinations and arrivals. Operations
First North Western 175111 at Crewe in June 2003
Arriva Trains Wales 175001 at Cardiff Central in September 2018
The Class 175 fleet was operated by First North Western (FNW) from Birmingham New Street, Crewe and Manchester to Llandudno, Holyhead, Barrow and Windermere. As part of a restructure of franchise areas, in October 2003 FNW's services on the North Wales Coast Line from Birmingham and Manchester to Llandudno and Holyhead were transferred to the Wales & Borders franchise. All 27 Class 175s were transferred to Wales & Borders, who then sublet 11 to FNW.

British Rail Class 29 - Wikipedia

East Midlands Railway - Wikipedia East Midlands Railway
East Midlands Railway
East Midlands Railway
Contents
History
Franchise suspension and termination agreement
Services
Rolling stock
Current fleet
Future fleet
Past fleet
Depots
References
External links
 On 16 May 2021. East Midlands Railway launched EMR Connect services to and from Corby and London St Pancras, which has enabled the final HSTs to be withdrawn. The Connect service is operated by Class 360s. By 2023 East Midlands Railway plans to run EMR Regional services using 40 Class 170s, and plans to run EMR Intercity services using 33 new bi-mode Class 810s by the end of 2023. The new and refurbished trains will provide: a more reliable service
improved comfort
passenger information system displays
free on-board Wi-Fi
at-seat power sockets
USB points
air conditioning
tables at all seats
increased luggage space
Current fleet
Class
Family
Image
Type
Top Speed
Number
Cars
Routes operated and notes: Built
mph
km/h
Shunting locomotive
08

Shunter
15
24
4
N/A
Stock movements
1952–62
EMR Intercity
222 Meridian
Bombardier Voyager

DMU
125
200
4
4
Inter-City Midland Main Line
2003-05
17
5
6
7

180 Adelante
Alstom Coradia

125
200
4
5
Inter-City Midland Main Line
2000-01

EMR Connect
360
Siemens Desiro

EMU
110
180
21
4
London St Pancras – Corby
2002-03

EMR Regional
153 Super Sprinter
Sprinter

DMU
75
120
6
1
Regional routes
1987-88
156 Super Sprinter

24
2
Regional routes
1987-89

158/0 Express Sprinter

90
145
26
2
Regional routes
1989

East Midlands Railway - Wikipedia

East Midlands Railway
East Midlands Railway
East Midlands Railway
Contents
History
Franchise suspension and termination agreement
Services
Rolling stock
Current fleet
Future fleet
Past fleet
Depots
References
External links

On 16 May 2021. East Midlands Railway launched EMR Connect services to and from Corby and London St Pancras, which has enabled the final HSTs to be withdrawn. The Connect service is operated by Class 360s. By 2023 East Midlands Railway plans to run EMR Regional services using 40 Class 170s, and plans to run EMR Intercity services using 33 new bi-mode Class 810s by the end of 2023. The new and refurbished trains will provide: a more reliable service
improved comfort
passenger information system displays
free on-board Wi-Fi
at-seat power sockets
USB points
air conditioning
tables at all seats
increased luggage space
Current fleet
Class
Family
Image
Type
Top Speed
Number
Cars
Routes operated and notes: Built
mph
km/h
Shunting locomotive
08

Shunter
15
24
4
N/A
Stock movements
1952–62
EMR Intercity
222 Meridian
Bombardier Voyager

DMU
125
200
4
4
Inter-City Midland Main Line
2003-05
17
5
6
7

180 Adelante
Alstom Coradia

125
200
4
5
Inter-City Midland Main Line
2000-01

EMR Connect
360
Siemens Desiro

EMU
110
180
21
4
London St Pancras – Corby
2002-03

EMR Regional
153 Super Sprinter
Sprinter

DMU
75
120
6
1
Regional routes
1987-88
156 Super Sprinter

24
2
Regional routes
1987-89

158/0 Express Sprinter

90
145
26
2
Regional routes
1989

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 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.

British Rail Class 175 - Wikipedia

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.

Pacer (British Rail) - Wikipedia Pacer (British Rail)
Pacer (British Rail)
Contents
Features
Background
Class 140
Class 141
Class 142
Class 143 and Class 144
Analysis
Replacements
CAF Civity
Vivarail D-Train
"144e Evolution"
Preservation
References
Further reading
 The two-car Class 140 was a prototype vehicle that was built in 1980 at British Rail Engineering Limited (BREL)'s Derby Litchurch Lane Works. This prototype was introduced with much fanfare during June 1981. During its trial period, the Class 140 toured various lines across the UK. It later functioned as a demonstration unit for the incoming fleet based on the type, the Class 141. By 1985, the unit was in use as a driver training vehicle. From September 1986, the sole Class 140 was allocated to Neville Hill. Initial testing with the Class 140 uncovered several issues, such as difficulty detecting the type via track circuits, this was reliably resolved by swapping the material of the brake blocks from a composite to iron. Two less easily addressable drawbacks were the high level of noise generated during transit, particularly on older jointed rails, which was a consequence of the railbus's direct connection between the underframe and suspension with the body that transmitted impact forces across the body. It was also observed that the inclusion of strengthening members in the mass-produced bus body added significantly to the overall production cost, which eliminated much of the cost advantage that was the primarily goal of the type. The original traction power train of the Class 140 consisted of a Leyland TL11 200 HP engine, a Self-Changing Gears mechanical automatic gearbox and a Gmeinder final drive unit on each car driving only a single axle.

Pacer (British Rail) - Wikipedia

Pacer (British Rail)
Pacer (British Rail)
Contents
Features
Background
Class 140
Class 141
Class 142
Class 143 and Class 144
Analysis
Replacements
CAF Civity
Vivarail D-Train
"144e Evolution"
Preservation
References
Further reading

The two-car Class 140 was a prototype vehicle that was built in 1980 at British Rail Engineering Limited (BREL)'s Derby Litchurch Lane Works. This prototype was introduced with much fanfare during June 1981. During its trial period, the Class 140 toured various lines across the UK. It later functioned as a demonstration unit for the incoming fleet based on the type, the Class 141. By 1985, the unit was in use as a driver training vehicle. From September 1986, the sole Class 140 was allocated to Neville Hill. Initial testing with the Class 140 uncovered several issues, such as difficulty detecting the type via track circuits, this was reliably resolved by swapping the material of the brake blocks from a composite to iron. Two less easily addressable drawbacks were the high level of noise generated during transit, particularly on older jointed rails, which was a consequence of the railbus's direct connection between the underframe and suspension with the body that transmitted impact forces across the body. It was also observed that the inclusion of strengthening members in the mass-produced bus body added significantly to the overall production cost, which eliminated much of the cost advantage that was the primarily goal of the type. The original traction power train of the Class 140 consisted of a Leyland TL11 200 HP engine, a Self-Changing Gears mechanical automatic gearbox and a Gmeinder final drive unit on each car driving only a single axle.

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
 some of this involved cutting circular lightening holes into the bogie frames, and replacing steel buffer beams or roof panels with aluminium. Much of the over-weight was due to ancillary components, particularly the train-heating steam generators, being supplied over weight. To avoid waste, these components were replaced by lighter versions from other makers, but the heavier originals were then used in the Class 20 and Class 40 locomotives. The lightened locomotives eventually met British Rail's approval, but only after a painstaking weighing that involved specifying the amount of sand in the sandboxes and other precise details. After acceptance trials at Doncaster, they entered service between April and June 1959. 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.

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

some of this involved cutting circular lightening holes into the bogie frames, and replacing steel buffer beams or roof panels with aluminium. Much of the over-weight was due to ancillary components, particularly the train-heating steam generators, being supplied over weight. To avoid waste, these components were replaced by lighter versions from other makers, but the heavier originals were then used in the Class 20 and Class 40 locomotives. The lightened locomotives eventually met British Rail's approval, but only after a painstaking weighing that involved specifying the amount of sand in the sandboxes and other precise details. After acceptance trials at Doncaster, they entered service between April and June 1959. 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.

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.

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
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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

British Rail Class 360 - Wikipedia British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links
 In 2010, 360205 was revinyled into Heathrow Express livery to operate its Heathrow Central to Heathrow Terminal 4 shuttle. In May 2018 TfL Rail inherited all five of Heathrow Connect's Class 360s, which were replaced by Class 345 units once problems with the European Train Control System in the Heathrow tunnel were resolved. On 30 July 2020, the Class 345 began entering passenger service on the Heathrow branch with the last Class 360 withdrawn on 13 September 2020. At the start of February 2021, It was announced that Rail Operations Group had purchased the five-strong fleet from Heathrow Airport Holdings. The class has since been moved by Rail Operations Group for further storage in MOD Bicester, pending further use with the company. Accidents and incidents
On 25 May 2014, 360205 derailed as it entered Paddington due to bogie maintenance errors, exacerbated by a track defect. Fleet details
Class
Cars per Set
No. Built
No. Range
Operator
Year Built
Notes
Class 360/1
4
21
360101–360121
East Midlands Railway
2002–2003
To enter service in May 2021
Class 360/2
5
5
360201–360205
Rail Operations Group
2004–2005
Stored at Bicester MOD; to be converted into freight use.

British Rail Class 360 - Wikipedia

In 2010, 360205 was revinyled into Heathrow Express livery to operate its Heathrow Central to Heathrow Terminal 4 shuttle. In May 2018 TfL Rail inherited all five of Heathrow Connect's Class 360s, which were replaced by Class 345 units once problems with the European Train Control System in the Heathrow tunnel were resolved. On 30 July 2020, the Class 345 began entering passenger service on the Heathrow branch with the last Class 360 withdrawn on 13 September 2020. At the start of February 2021, It was announced that Rail Operations Group had purchased the five-strong fleet from Heathrow Airport Holdings. The class has since been moved by Rail Operations Group for further storage in MOD Bicester, pending further use with the company. Accidents and incidents
On 25 May 2014, 360205 derailed as it entered Paddington due to bogie maintenance errors, exacerbated by a track defect. Fleet details
Class
Cars per Set
No. Built
No. Range
Operator
Year Built
Notes
Class 360/1
4
21
360101–360121
East Midlands Railway
2002–2003
To enter service in May 2021
Class 360/2
5
5
360201–360205
Rail Operations Group
2004–2005
Stored at Bicester MOD; to be converted into freight use.

East Midlands Railway - Wikipedia East Midlands Railway
East Midlands Railway
East Midlands Railway
Contents
History
Franchise suspension and termination agreement
Services
Rolling stock
Current fleet
Future fleet
Past fleet
Depots
References
External links
 Rolling stock
East Midlands Railway inherited a fleet of 28 Class 43s, 21 Class 153s, 15 Class 156s, 26 Class 158s, and 27 Class 222s from East Midlands Trains. In January 2020 nine additional Class 156 units from Greater Anglia were introduced into service. Nine 8-carriage InterCity 125 sets have also been transferred from London North Eastern Railway, with the first set having entered service on 4 May 2020. They were replaced in May 2021. To replace the ex-Grand Central “buffered” HST sets, EMR commenced a lease of the 4 former Hull Trains Class 180 fleet despite their history of technical difficulties, with the first units entering service on 13 December 2020. On 16 May 2021. East Midlands Railway launched EMR Connect services to and from Corby and London St Pancras, which has enabled the final HSTs to be withdrawn. The Connect service is operated by Class 360s. By 2023 East Midlands Railway plans to run EMR Regional services using 40 Class 170s, and plans to run EMR Intercity services using 33 new bi-mode Class 810s by the end of 2023. The new and refurbished trains will provide:

East Midlands Railway - Wikipedia

Rolling stock
East Midlands Railway inherited a fleet of 28 Class 43s, 21 Class 153s, 15 Class 156s, 26 Class 158s, and 27 Class 222s from East Midlands Trains. In January 2020 nine additional Class 156 units from Greater Anglia were introduced into service. Nine 8-carriage InterCity 125 sets have also been transferred from London North Eastern Railway, with the first set having entered service on 4 May 2020. They were replaced in May 2021. To replace the ex-Grand Central “buffered” HST sets, EMR commenced a lease of the 4 former Hull Trains Class 180 fleet despite their history of technical difficulties, with the first units entering service on 13 December 2020. On 16 May 2021. East Midlands Railway launched EMR Connect services to and from Corby and London St Pancras, which has enabled the final HSTs to be withdrawn. The Connect service is operated by Class 360s. By 2023 East Midlands Railway plans to run EMR Regional services using 40 Class 170s, and plans to run EMR Intercity services using 33 new bi-mode Class 810s by the end of 2023. The new and refurbished trains will provide:

Network SouthEast - Wikipedia Network SouthEast
Network SouthEast
Network SouthEast
Contents
History
Network Railcard
Main article: Network Railcard
Rolling stock
Subdivisions
Modernisation
Chiltern Lines
New trains
Privatisation
Legacy
References
Further reading
External links
 Relations were generally good between NSE and other sectors, although operating pressures sometimes forced staff to use equipment and assets belonging to other sectors to meet immediate needs. On 1 April 1994, Network SouthEast was disbanded with its operations transferred to train operating units ready for privatisation . Network Railcard
Main article: Network Railcard
Although NSE ceased to exist in 1994, the grouping of services that it defined before privatisation remain grouped by the Network Railcard, which can be bought for £30 and which offers a 34% discount for adults and 60% discount for accompanying children after 10:00 on weekdays and all day at weekends (subject to a minimum weekday fare of £13). Holders of annual season tickets for journeys within the Network area, including on London Underground, are issued with a "Gold Card" which gives them similar privileges to the Network Railcard. Farringdon station with a Class 319 on a Thameslink service. Class 487 at Waterloo with a Waterloo & City line service. Rolling stock
Class
Image
Number
Power
Carriages
Notes
03 *

2
Diesel Shunter
N/A
Shunters at Ryde depot on the Isle of Wight. 05 *

1
Shunter at Ryde depot on the Isle of Wight, where it earned the nickname "Nuclear Fred". Replaced by two Class 03s, currently owned by the Isle of Wight Steam Railway .

Network SouthEast - Wikipedia

Relations were generally good between NSE and other sectors, although operating pressures sometimes forced staff to use equipment and assets belonging to other sectors to meet immediate needs. On 1 April 1994, Network SouthEast was disbanded with its operations transferred to train operating units ready for privatisation . Network Railcard
Main article: Network Railcard
Although NSE ceased to exist in 1994, the grouping of services that it defined before privatisation remain grouped by the Network Railcard, which can be bought for £30 and which offers a 34% discount for adults and 60% discount for accompanying children after 10:00 on weekdays and all day at weekends (subject to a minimum weekday fare of £13). Holders of annual season tickets for journeys within the Network area, including on London Underground, are issued with a "Gold Card" which gives them similar privileges to the Network Railcard. Farringdon station with a Class 319 on a Thameslink service. Class 487 at Waterloo with a Waterloo & City line service. Rolling stock
Class
Image
Number
Power
Carriages
Notes
03 *

2
Diesel Shunter
N/A
Shunters at Ryde depot on the Isle of Wight. 05 *

1
Shunter at Ryde depot on the Isle of Wight, where it earned the nickname "Nuclear Fred". Replaced by two Class 03s, currently owned by the Isle of Wight Steam Railway .

Why the huge variety of diesel locomotives when first introduced? | RailUK Forums Why the huge variety of diesel locomotives when first introduced?
Why the huge variety of diesel locomotives when first introduced?
Masboroughlad
RailUK Forums
Swanny200
pdeaves
gordonthemoron
70014IronDuke
70014IronDuke
70014IronDuke
4973
Spartacus
coppercapped
Western Lord
Xenophon PCDGS
MK Tom
edwin_m
70014IronDuke
Strathclyder
Swanny200
edwin_m
Swanny200
RichmondCommu
randyrippley
randyrippley
Cowley
Associate Staff
General Discussion
Railtours & Preservation
RichmondCommu
Cowley
Associate Staff
General Discussion
Railtours & Preservation
Strathclyder
edwin_m
341o2
Bevan Price
Bevan Price
 granted, it would not have been as interesting!) Something along the lines of: Shunter - 08 type
Express, intercity loco - Class 47 or 50
Lighter, mixed traffic - 31 or 37
Heavy freight - 56s
Electrics - just 86s
I know its a random thought, but why was it so? Sponsor Post - registered members do not see these adverts; click here to register, or click here to log in
R
RailUK Forums
21 Mar 2017
#2
S
Swanny200
Member
Joined
18 Sep 2010
Messages
555
You could probably say the same about Airplane manufacturers making 3 or 4 different types of the same plane to do the same role (V bombers for instance)
probably to do with money and keeping all the different works busy after being in austerity and a decade or so after being on a war footing. In terms of the aircraft situation, they only really sorted that in the late 60's by combining companies but only after spending a hell of a lot of money and making a hell of a lot of people redundant in the process. It was probably the same with the railways although there were a lot less aircraft makers in this country in the 70's and 80's than Railway works. The major comparison with the two could be with their two most major projects in my opinion which were the HST and the TSR-2, the HST we all know about, but the TSR-2 didn't do so well, it was designed as a Tactical strike/reconnaissance plane and would have been able to keep pace and hit anything else comparable at the time, it would have been groundbreaking, but changes in government meant that it was cancelled and we had to go and buy American Phantoms. To compare, the HST was groundbreaking in a sense, they were and have been the mainstay of fast main line railways in Britain for over 30 years when many other classes of train have met a cutters torch. Last edited:

Why the huge variety of diesel locomotives when first introduced? | RailUK Forums

Why the huge variety of diesel locomotives when first introduced?
Why the huge variety of diesel locomotives when first introduced?
Masboroughlad
RailUK Forums
Swanny200
pdeaves
gordonthemoron
70014IronDuke
70014IronDuke
70014IronDuke
4973
Spartacus
coppercapped
Western Lord
Xenophon PCDGS
MK Tom
edwin_m
70014IronDuke
Strathclyder
Swanny200
edwin_m
Swanny200
RichmondCommu
randyrippley
randyrippley
Cowley
Associate Staff
General Discussion
Railtours & Preservation
RichmondCommu
Cowley
Associate Staff
General Discussion
Railtours & Preservation
Strathclyder
edwin_m
341o2
Bevan Price
Bevan Price

granted, it would not have been as interesting!) Something along the lines of: Shunter - 08 type
Express, intercity loco - Class 47 or 50
Lighter, mixed traffic - 31 or 37
Heavy freight - 56s
Electrics - just 86s
I know its a random thought, but why was it so? Sponsor Post - registered members do not see these adverts; click here to register, or click here to log in
R
RailUK Forums
21 Mar 2017
#2
S
Swanny200
Member
Joined
18 Sep 2010
Messages
555
You could probably say the same about Airplane manufacturers making 3 or 4 different types of the same plane to do the same role (V bombers for instance)
probably to do with money and keeping all the different works busy after being in austerity and a decade or so after being on a war footing. In terms of the aircraft situation, they only really sorted that in the late 60's by combining companies but only after spending a hell of a lot of money and making a hell of a lot of people redundant in the process. It was probably the same with the railways although there were a lot less aircraft makers in this country in the 70's and 80's than Railway works. The major comparison with the two could be with their two most major projects in my opinion which were the HST and the TSR-2, the HST we all know about, but the TSR-2 didn't do so well, it was designed as a Tactical strike/reconnaissance plane and would have been able to keep pace and hit anything else comparable at the time, it would have been groundbreaking, but changes in government meant that it was cancelled and we had to go and buy American Phantoms. To compare, the HST was groundbreaking in a sense, they were and have been the mainstay of fast main line railways in Britain for over 30 years when many other classes of train have met a cutters torch. Last edited:

British Rail Class 801 - Wikipedia

2.5 km/ (h⋅s)))
Deceleration
1 m/s 2 (2.2 mph/s; 3.6 km/ (h⋅s)) service
1.2 m/s 2 (2.7 mph/s; 4.3 km/ (h⋅s)) emergency
Electric system (s)
25 kV 50 Hz AC overhead lines
Current collection method
Pantograph
Safety system (s)
AWS, TPWS, ETCS
Track gauge
1,435 mm ( 4 ft 8
+
1⁄2 in) standard gauge
The British Rail Class 801 Azuma is a type of electric multiple unit (EMU) built by Hitachi for London North Eastern Railway. The units have been built since 2017 at Hitachi's Newton Aycliffe factory and have been used on services on the East Coast Main Line since 16 September 2019. As part of its production, the Class 801 units were ordered as part of the Intercity Express Programme and are in the Hitachi AT300 product family, alongside the closely related Class 800 units. LNER have branded the units as the Azuma, just like on their Class 800 units. Contents
1 Background and design
2 Operation
3 Fleet details
4 References
5 External links
Background and design
Main article: Intercity Express Programme
As part of the UK Government's Intercity Express Programme, the Class 801 units were to be built as replacements for the InterCity 125 and InterCity 225 sets which were the main trains used for services on the Great Western Main Line (GWML) and the East Coast Main Line (ECML) at the time. Differing from the Class 800 units, which they were built alongside, the Class 801 units were designed as purely electric multiple units, but with one diesel engine fitted to a single coach of each unit for emergency use. The Class 801 units were to enter service for both Great Western Railway and London North Eastern Railway but due to delays in the electrification of the GWML, it was announced in June 2016 that 21 nine-car (801/0) sets that were going to enter service with GWR would instead be converted to bi-modal operation.

Electro-diesel locomotive - Wikipedia Electro-diesel locomotive
Electro-diesel locomotive
Contents
Overview
Primarily electric
Primarily diesel
Full dual-mode
Europe
Germany
Poland
Spain
Switzerland
United Kingdom
Russia
North America
Canada
United States
Africa
South Africa
Tanzania
Asia
India
Hybrid locomotive
See also
References
External links
 CAF Bitrac 3600, 3000 V DC overhead wires. October 2007 order for nine freight Co-Co locomotives. Available in Bo-Bo and Co-Co wheel configuration, 1,435 or 1,668 mm (56.5 or 65.7 in) gauge, and as freight or passenger versions of 120 and 180 km/h (75 and 112 mph) maximum speeds respectively. Locomotives for RENFE Class 130, by Talgo. Locomotives for RENFE Class 730, by Talgo. Switzerland
Light dual-mode (electric and diesel) shunter SBB Tem III 346 at work
Rhaetian Railway Gem 4/4 801 and 802, 1000 V DC overhead wires ( Bernina Railway)
Swiss Federal Railways Tem I 251–275 (1950–57), Tem II 276–298 (1967) and Tem III 321–365 (1954–62) shunters (Tem III see image) of which only few are still in service. Swiss Federal Railways Eem 923 shunters using both 15 kV 16.7 Hz and 25 kV 50 Hz overhead wires and a 360 kW auxiliary diesel engine are on delivery from Stadler Rail 's Winterthur plant. United Kingdom
An experimental electro-diesel locomotive, DEL120, was built by London Underground in 1940 but was not a success. Two types have been built whose electricity source was a 750 V DC third rail . British Rail Class 73, dating from 1962 – the more successful design, with some still in regular use.

Electro-diesel locomotive - Wikipedia

Electro-diesel locomotive
Electro-diesel locomotive
Contents
Overview
Primarily electric
Primarily diesel
Full dual-mode
Europe
Germany
Poland
Spain
Switzerland
United Kingdom
Russia
North America
Canada
United States
Africa
South Africa
Tanzania
Asia
India
Hybrid locomotive
See also
References
External links

CAF Bitrac 3600, 3000 V DC overhead wires. October 2007 order for nine freight Co-Co locomotives. Available in Bo-Bo and Co-Co wheel configuration, 1,435 or 1,668 mm (56.5 or 65.7 in) gauge, and as freight or passenger versions of 120 and 180 km/h (75 and 112 mph) maximum speeds respectively. Locomotives for RENFE Class 130, by Talgo. Locomotives for RENFE Class 730, by Talgo. Switzerland
Light dual-mode (electric and diesel) shunter SBB Tem III 346 at work
Rhaetian Railway Gem 4/4 801 and 802, 1000 V DC overhead wires ( Bernina Railway)
Swiss Federal Railways Tem I 251–275 (1950–57), Tem II 276–298 (1967) and Tem III 321–365 (1954–62) shunters (Tem III see image) of which only few are still in service. Swiss Federal Railways Eem 923 shunters using both 15 kV 16.7 Hz and 25 kV 50 Hz overhead wires and a 360 kW auxiliary diesel engine are on delivery from Stadler Rail 's Winterthur plant. United Kingdom
An experimental electro-diesel locomotive, DEL120, was built by London Underground in 1940 but was not a success. Two types have been built whose electricity source was a 750 V DC third rail . British Rail Class 73, dating from 1962 – the more successful design, with some still in regular use.

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 British Rail electric multiple unit classes - Wikipedia List of British Rail electric multiple unit classes
List of British Rail electric multiple unit classes
Contents
AC EMUs and dual-voltage EMUs
First generation
Second generation
Modern/Third generation
High speed trains
DC EMUs
Southern Region units
Pre-Nationalisation
Mark 1 and 2 bodyshell
Tube Stock
Modern EMUs
Other DC units
TOPS classes
Battery electric multiple unit (BEMU)
Non National Rail units
See also
References
External links
 The Midland Railway units used 6.6 kV AC. Under the computer numbering, AC units (including mixed-voltage units that can also work off a DC supply) were given a class in the range 300-399. DC units operate off 650-850 V direct current (DC) from a third rail on the Southern Region and North London, Merseyside and Tyneside networks. The Manchester-Bury Railway line used 1,200 V DC from a side-contact third rail. The Manchester South Junction & Altrincham and "Woodhead" and initially the Great Eastern Railway routes used 1,500 V DC from overhead wires. Under the computer numbering, DC units were given a class in the range 400-599. Contents
1 AC EMUs and dual-voltage EMUs
1.1 First generation
1.2 Second generation
1.3 Modern/Third generation
1.4 High speed trains
2 DC EMUs
2.1 Southern Region units
2.1.1 Pre-Nationalisation
2.1.2 Mark 1 and 2 bodyshell
2.1.3 Tube Stock
2.1.4 Modern EMUs
2.2 Other DC units
3 Battery electric multiple unit (BEMU)
4 Non National Rail units
5 See also
6 References
7 External links
AC EMUs and dual-voltage EMUs
First generation
TOPS class
Pre-TOPS class
Name or Information
Built
Quantity (sets)
Withdrawn
Notes
Image
Scrapped

ex- Ex-MR units
Lancaster-Morecambe-Heysham
1908
3 (4-car)
1953

All
Class 300

Proposed parcels units

Never built
Planned parcels conversation from Class 307

Never built

AM1
25 kV AC prototype units
1952
4
1966

All
Class 302
AM2
London-Tilbury-Southend
1958–1960
112
1999

About 110
Class 303
AM3
Strathclyde. Also on Greater Manchester area services during 1980s/early 1990s. 1959–1961
91
1974–2002
75613 from unit 303013 is still in use with the British Transport Police

90
Class 304
AM4
Greater Manchester, Liverpool, Birmingham
1959 EMU
1960
45
1992–1996

All
Class 305
AM5
Chingford, Enfield
1959 EMU
1959
71
1992–2001

Class 306
AM6
Shenfield (inner-suburban)
1949
92
1981
Ordered by LNER in 1938, but construction was delayed due to World War II . 91
Class 307
AM7
Southend (outer-suburban)
1954–1956
32
1990–1993
43 survived as parcel units until 2000

31
Class 308
AM8
Eastern Region lines
1959 EMU
1959
45
1983
1992
2001

44
Class 309
AM9
Clacton Express.

List of British Rail electric multiple unit classes - Wikipedia

List of British Rail electric multiple unit classes
List of British Rail electric multiple unit classes
Contents
AC EMUs and dual-voltage EMUs
First generation
Second generation
Modern/Third generation
High speed trains
DC EMUs
Southern Region units
Pre-Nationalisation
Mark 1 and 2 bodyshell
Tube Stock
Modern EMUs
Other DC units
TOPS classes
Battery electric multiple unit (BEMU)
Non National Rail units
See also
References
External links

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.

Electro-diesel locomotive - Wikipedia Electro-diesel locomotive
Electro-diesel locomotive
Contents
Overview
Primarily electric
Primarily diesel
Full dual-mode
Europe
Germany
Poland
Spain
Switzerland
United Kingdom
Russia
North America
Canada
United States
Africa
South Africa
Tanzania
Asia
India
Hybrid locomotive
See also
References
External links
 Switzerland
Light dual-mode (electric and diesel) shunter SBB Tem III 346 at work
Rhaetian Railway Gem 4/4 801 and 802, 1000 V DC overhead wires ( Bernina Railway)
Swiss Federal Railways Tem I 251–275 (1950–57), Tem II 276–298 (1967) and Tem III 321–365 (1954–62) shunters (Tem III see image) of which only few are still in service. Swiss Federal Railways Eem 923 shunters using both 15 kV 16.7 Hz and 25 kV 50 Hz overhead wires and a 360 kW auxiliary diesel engine are on delivery from Stadler Rail 's Winterthur plant. United Kingdom
An experimental electro-diesel locomotive, DEL120, was built by London Underground in 1940 but was not a success. Two types have been built whose electricity source was a 750 V DC third rail . British Rail Class 73, dating from 1962 – the more successful design, with some still in regular use. They originally had lower power output in the diesel mode, but are re-engined to provide more power. ( 2020, 59 years since introduction)
British Rail Class 74 – rebuilt from British Rail Class 71 electric locomotives in 1967 and withdrawn by 1977. Electro-diesel locomotives whose electricity source is 25 kV 50 Hz AC overhead line include: British Rail Class 88 – locomotive used by Direct Rail Services. Introduced in 2017.

Electro-diesel locomotive - Wikipedia

Switzerland
Light dual-mode (electric and diesel) shunter SBB Tem III 346 at work
Rhaetian Railway Gem 4/4 801 and 802, 1000 V DC overhead wires ( Bernina Railway)
Swiss Federal Railways Tem I 251–275 (1950–57), Tem II 276–298 (1967) and Tem III 321–365 (1954–62) shunters (Tem III see image) of which only few are still in service. Swiss Federal Railways Eem 923 shunters using both 15 kV 16.7 Hz and 25 kV 50 Hz overhead wires and a 360 kW auxiliary diesel engine are on delivery from Stadler Rail 's Winterthur plant. United Kingdom
An experimental electro-diesel locomotive, DEL120, was built by London Underground in 1940 but was not a success. Two types have been built whose electricity source was a 750 V DC third rail . British Rail Class 73, dating from 1962 – the more successful design, with some still in regular use. They originally had lower power output in the diesel mode, but are re-engined to provide more power. ( 2020, 59 years since introduction)
British Rail Class 74 – rebuilt from British Rail Class 71 electric locomotives in 1967 and withdrawn by 1977. Electro-diesel locomotives whose electricity source is 25 kV 50 Hz AC overhead line include: British Rail Class 88 – locomotive used by Direct Rail Services. Introduced in 2017.

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
 British Rail Class 50 - Wikipedia
British Rail Class 50
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Class of diesel electric locomotives

This article includes a list of general references, but it remains largely unverified because it lacks sufficient corresponding inline citations. Please help to improve this article by introducing more precise citations. ( January 2014) ( Learn how and when to remove this template message)
British Rail Class 50
50008 Thunderer at Slittingmill Crossing with a Footex train consisting of Mark 1 coaches in 1983. Type and origin
Power type
Diesel-electric
Builder
English Electric at Vulcan Foundry
Build date
1967–1968
Total produced
50
Specifications
Configuration:
• UIC
Co'Co'
• Commonwealth
Co-Co
Gauge
4 ft 8
+
1⁄2 in ( 1,435 mm) standard gauge
Wheel diameter
3 ft 7 in (1.092 m)
Wheelbase
56 ft 2 in (17.12 m)
Length
68 ft 6 in (20.88 m)
Width
8 ft 10 in (2.69 m)
Height
12 ft 9 in (3.89 m)
Axle load
19 long tons 10 hundredweight (19.8 t; 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:

British Rail Class 50 - Wikipedia

British Rail Class 50 - Wikipedia
British Rail Class 50
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Class of diesel electric locomotives

This article includes a list of general references, but it remains largely unverified because it lacks sufficient corresponding inline citations. Please help to improve this article by introducing more precise citations. ( January 2014) ( Learn how and when to remove this template message)
British Rail Class 50
50008 Thunderer at Slittingmill Crossing with a Footex train consisting of Mark 1 coaches in 1983. Type and origin
Power type
Diesel-electric
Builder
English Electric at Vulcan Foundry
Build date
1967–1968
Total produced
50
Specifications
Configuration:
• UIC
Co'Co'
• Commonwealth
Co-Co
Gauge
4 ft 8
+
1⁄2 in ( 1,435 mm) standard gauge
Wheel diameter
3 ft 7 in (1.092 m)
Wheelbase
56 ft 2 in (17.12 m)
Length
68 ft 6 in (20.88 m)
Width
8 ft 10 in (2.69 m)
Height
12 ft 9 in (3.89 m)
Axle load
19 long tons 10 hundredweight (19.8 t; 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:

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
 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. 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.

British Rail Class 33 - Wikipedia

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. 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.

Construcciones y Auxiliar de Ferrocarriles - Wikipedia Construcciones y Auxiliar de Ferrocarriles
Construcciones y Auxiliar de Ferrocarriles
Contents
History
Fábrica de Hierros San Martín
La Maquinista Guipuzcoana
Compañía Auxiliar de Ferrocarriles
Construcciones y Auxiliar de Ferrocarriles
Subsidiaries
Political activity
Rolling stock
Carriages
EMU and DMU
Locomotives
Metro
Trams
Outside Spain: trains
Newport factory, South Wales, UK
Outside Spain: metros and trams
See also
References
External links
 Political activity
During the 2019 United Kingdom general election, CAF Rail UK Limited made a donation of £50,000 to the Conservative Party. In 2019, it has entered into litigation that affects its corporate image. Participating in a consortium, JNET, together with the Israeli company Shapir Engineering and Industry, has won a tender promoted by the Israeli Ministry of Transport and Road Safety to supply railway equipment, in addition to building, extending and operating light rail lines from Jerusalem to nearby settlements in disputed territories, in violation of the Fourth Geneva Convention. In turn, Shapir is listed on the list of companies that benefit from the occupation in the Occupied Palestinian Territories, as denounced by the United Nations Human Rights Council. Rolling stock

This section does not cite any sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( February 2020) ( Learn how and when to remove this template message)
Carriages
Mark 4
Mark 5
Mark 5A
Amtrak Viewliner II
EMU and DMU
Renfe Operadora Class 121
Cepia
Oaris
Class 598
IZBAN E22000
TRD
TEMD
TDMD
Class 440
Class 444
Civity
Sprinter New Generation
Civia
Class 446 / 447
IE 29000 Class
AM class EMU, Auckland
SAR Push-Pull Train
VR Class Sm4
Locomotives
Class 250
Class 252
For FEVE, now part of Renfe Operadora : Electro-diesel locomotive Class 1900
Class 2600 DMU
Class 2700 DMU
Class 2900 DMU
For Euskotren : UT200
UT300
UT900
UT950
UT3500
Euskotren XXI
For Serveis Ferroviaris de Mallorca :

Construcciones y Auxiliar de Ferrocarriles - Wikipedia

Construcciones y Auxiliar de Ferrocarriles
Construcciones y Auxiliar de Ferrocarriles
Contents
History
Fábrica de Hierros San Martín
La Maquinista Guipuzcoana
Compañía Auxiliar de Ferrocarriles
Construcciones y Auxiliar de Ferrocarriles
Subsidiaries
Political activity
Rolling stock
Carriages
EMU and DMU
Locomotives
Metro
Trams
Outside Spain: trains
Newport factory, South Wales, UK
Outside Spain: metros and trams
See also
References
External links

Political activity
During the 2019 United Kingdom general election, CAF Rail UK Limited made a donation of £50,000 to the Conservative Party. In 2019, it has entered into litigation that affects its corporate image. Participating in a consortium, JNET, together with the Israeli company Shapir Engineering and Industry, has won a tender promoted by the Israeli Ministry of Transport and Road Safety to supply railway equipment, in addition to building, extending and operating light rail lines from Jerusalem to nearby settlements in disputed territories, in violation of the Fourth Geneva Convention. In turn, Shapir is listed on the list of companies that benefit from the occupation in the Occupied Palestinian Territories, as denounced by the United Nations Human Rights Council. Rolling stock

This section does not cite any sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( February 2020) ( Learn how and when to remove this template message)
Carriages
Mark 4
Mark 5
Mark 5A
Amtrak Viewliner II
EMU and DMU
Renfe Operadora Class 121
Cepia
Oaris
Class 598
IZBAN E22000
TRD
TEMD
TDMD
Class 440
Class 444
Civity
Sprinter New Generation
Civia
Class 446 / 447
IE 29000 Class
AM class EMU, Auckland
SAR Push-Pull Train
VR Class Sm4
Locomotives
Class 250
Class 252
For FEVE, now part of Renfe Operadora : Electro-diesel locomotive Class 1900
Class 2600 DMU
Class 2700 DMU
Class 2900 DMU
For Euskotren : UT200
UT300
UT900
UT950
UT3500
Euskotren XXI
For Serveis Ferroviaris de Mallorca :

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
 British Rail Class 220 - Wikipedia
British Rail Class 220
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
British Rail Class 220 Voyager
220 002 of Arriva CrossCountry on a Birmingham New St - Plymouth service passing Charfield, September 2010. The interior of Standard Class aboard a CrossCountry Class 220
In service
2001–present
Manufacturer
Bombardier Transportation
Built at
Bruges, Belgium & Horbury, United Kingdom
Family name
Voyager
Replaced
InterCity 125
Class 47
Mark 2 carriages
Class 158
Constructed
2000–2001
Number built
34 units
Number in service
34 units
Formation
4 cars per unit
Fleet numbers
220001–220034
Capacity
174 standard class, 26 first class
Operator (s)
CrossCountry
Specifications
Car body construction
Steel
Car length
23.85 m (driving cars) or 22.82 m (intermediate cars)
Width
2.73 m (8 ft 11 in)
Articulated sections
Flexible diaphragm (within unit only)
Maximum speed
125 mph (200 km/h)
Weight
185.6 t (182.7 long tons; 204.6 short tons) per unit
Traction system
DEMU
Prime mover (s)
Cummins QSK19 19-litre 6-cylinder turbo- Diesel
Power output
Each engine: 560 kW (750 hp) at 1800 rpm
Total: 3,000 hp (2,240 kW)
Transmission
Diesel-electric
UIC classification
1A'A1'+1A'A1'+1A'A1'+1A'A1'
Braking system (s)
Rheostatic
Safety system (s)
AWS, TPWS
Coupling system
Dellner
Track gauge
1,435 mm ( 4 ft 8
+
1⁄2 in) standard gauge
The British Rail Class 220 Voyager is a class of diesel-electric high-speed multiple-unit passenger trains built in Belgium by Bombardier Transportation in 2000 and 2001. They were introduced in 2001 to replace the 20-year-old InterCity 125 and almost 40-year-old Class 47 -hauled Mark 2 fleets operating on the Cross Country Route, initially for Virgin CrossCountry and since 2007 by CrossCountry. Contents
1 Technical details
1.1 Accidents and incidents
2 Formation and passenger facilities
3 Operations
4 Fleet details
5 See also
6 References
7 Further reading
8 External links
Technical details
Two British Rail Class 220 units operated by CrossCountry coupling to form a longer train
Classes 220 (left) and 221 (right) at Durham, showing the differing bogie designs
All coaches are equipped with a Cummins QSK19 diesel engine of 750 hp (560 kW) at 1800 rpm. These power a generator which supplies current to motors driving two axles per coach, with one axle per bogie powered. Voyagers have both air and rheostatic brakes. They are fitted with Dellner couplers, like the Class 222 operated by East Midlands Railway and the Class 390 Pendolino electric trains used by Avanti West Coast, meaning they can be coupled in rescue/recovery mode (air brake only) in the event of a failure.

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

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.

British Rail Class 360 - Wikipedia British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links
 Accidents and incidents
On 25 May 2014, 360205 derailed as it entered Paddington due to bogie maintenance errors, exacerbated by a track defect. Fleet details
Class
Cars per Set
No. Built
No. Range
Operator
Year Built
Notes
Class 360/1
4
21
360101–360121
East Midlands Railway
2002–2003
To enter service in May 2021
Class 360/2
5
5
360201–360205
Rail Operations Group
2004–2005
Stored at Bicester MOD; to be converted into freight use. References
^ a b c d Desiro UK Class 360 Multiple Unit Archived 6 October 2011 at the Wayback Machine - Siemens Mobility. Page 37. Retrieved 29 September 2012. ^ http://www.railway-centre.com/class-360.html
^ FGE Class 360 Desiro moves to Czech Republic for tests Rail issue 443 4 September 2002 page 60
^ Desiro makes its FGE debut run Rail issue 468 20 August 2003 page 8
^ FGE 360 Desiro returns to Germany Rail issue 483 17 March 2004 page 31
^ NXEA to clear Class 360s to Norwich Today's Railways UK issue 105 September 2010 page 67
^ "Class 360 - National Express East Anglia". Siemens Mobility.

British Rail Class 360 - Wikipedia

British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links

Accidents and incidents
On 25 May 2014, 360205 derailed as it entered Paddington due to bogie maintenance errors, exacerbated by a track defect. Fleet details
Class
Cars per Set
No. Built
No. Range
Operator
Year Built
Notes
Class 360/1
4
21
360101–360121
East Midlands Railway
2002–2003
To enter service in May 2021
Class 360/2
5
5
360201–360205
Rail Operations Group
2004–2005
Stored at Bicester MOD; to be converted into freight use. References
^ a b c d Desiro UK Class 360 Multiple Unit Archived 6 October 2011 at the Wayback Machine - Siemens Mobility. Page 37. Retrieved 29 September 2012. ^ http://www.railway-centre.com/class-360.html
^ FGE Class 360 Desiro moves to Czech Republic for tests Rail issue 443 4 September 2002 page 60
^ Desiro makes its FGE debut run Rail issue 468 20 August 2003 page 8
^ FGE 360 Desiro returns to Germany Rail issue 483 17 March 2004 page 31
^ NXEA to clear Class 360s to Norwich Today's Railways UK issue 105 September 2010 page 67
^ "Class 360 - National Express East Anglia". Siemens Mobility.

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 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 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 60 - Wikipedia
British Rail Class 60
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Class of diesel electric locomotives
British Rail Class 60
EWS 60068 passing through Castleton East Junction
Type and origin
Power type
Diesel-electric
Builder
Brush Traction, Loughborough
Build date
1989–1993
Total produced
100
Specifications
Configuration:
• UIC
Co′Co′
• Commonwealth
Co-Co
Gauge
1,435 mm ( 4 ft 8
+
1⁄2 in) standard gauge
Minimum curve
80 metres (4.0 chains)
Wheelbase
15.3 m (50.2 ft)
Length
21.34 m (70 ft 0 in)
Width
2.64 m (8 ft 8 in)
Height
3.95 m (13 ft 0 in)
Loco weight
129 t (127 long tons; 142 short tons) or
131 t (129 long tons; 144 short tons)
Fuel capacity
5,900 litres (1,300 imp gal; 1,560 US gal)
Prime mover
Mirrlees Blackstone 8MB275T
Displacement
18,100 cm 3 (1,100 in 3) per cylinder
Alternator
Brush BA1006A
Traction motors
6× Brush TM2161A
Cylinders
8
MU working
Within own class only
Train heating
None
Train brakes
Air
Performance figures
Maximum speed
60 mph (97 km/h)
Power output
Engine: 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.

British Rail Class 60 - Wikipedia

British Rail Class 60 - Wikipedia
British Rail Class 60
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Class of diesel electric locomotives
British Rail Class 60
EWS 60068 passing through Castleton East Junction
Type and origin
Power type
Diesel-electric
Builder
Brush Traction, Loughborough
Build date
1989–1993
Total produced
100
Specifications
Configuration:
• UIC
Co′Co′
• Commonwealth
Co-Co
Gauge
1,435 mm ( 4 ft 8
+
1⁄2 in) standard gauge
Minimum curve
80 metres (4.0 chains)
Wheelbase
15.3 m (50.2 ft)
Length
21.34 m (70 ft 0 in)
Width
2.64 m (8 ft 8 in)
Height
3.95 m (13 ft 0 in)
Loco weight
129 t (127 long tons; 142 short tons) or
131 t (129 long tons; 144 short tons)
Fuel capacity
5,900 litres (1,300 imp gal; 1,560 US gal)
Prime mover
Mirrlees Blackstone 8MB275T
Displacement
18,100 cm 3 (1,100 in 3) per cylinder
Alternator
Brush BA1006A
Traction motors
6× Brush TM2161A
Cylinders
8
MU working
Within own class only
Train heating
None
Train brakes
Air
Performance figures
Maximum speed
60 mph (97 km/h)
Power output
Engine: 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.

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
 British Rail Class 23 - Wikipedia
British Rail Class 23
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
English Electric Type 2
British Rail Class 23
"Baby Deltic" D5902 at King's Cross, July 1966. Type and origin
Power type
Diesel-electric
Builder
English Electric at Vulcan Foundry
Build date
1959
Total produced
10
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 (1.092 m)
Minimum curve
4 chains (80 m)
Wheelbase
40 ft 6 in (12.34 m)
Length
52 ft 6 in (16.00 m)
Width
8 ft 10 3⁄4 in (2.71 m)
Height
12 ft 8 in (3.86 m)
Loco weight
74 long tons (75.2 t; 82.9 short tons)
Fuel capacity
550 imp gal (2,500 l; 660 US gal)
Prime mover
Napier T9-29 Deltic
Generator
DC
Traction motors
DC
Transmission
diesel electric
MU working
★ Blue star
Train heating
Steam
Train brakes
Vacuum
Performance figures
Maximum speed
75 mph (121 km/h)
Power output
Engine: 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 .

British Rail Class 23 - Wikipedia

British Rail Class 23 - Wikipedia
British Rail Class 23
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
English Electric Type 2
British Rail Class 23
"Baby Deltic" D5902 at King's Cross, July 1966. Type and origin
Power type
Diesel-electric
Builder
English Electric at Vulcan Foundry
Build date
1959
Total produced
10
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 (1.092 m)
Minimum curve
4 chains (80 m)
Wheelbase
40 ft 6 in (12.34 m)
Length
52 ft 6 in (16.00 m)
Width
8 ft 10 3⁄4 in (2.71 m)
Height
12 ft 8 in (3.86 m)
Loco weight
74 long tons (75.2 t; 82.9 short tons)
Fuel capacity
550 imp gal (2,500 l; 660 US gal)
Prime mover
Napier T9-29 Deltic
Generator
DC
Traction motors
DC
Transmission
diesel electric
MU working
★ Blue star
Train heating
Steam
Train brakes
Vacuum
Performance figures
Maximum speed
75 mph (121 km/h)
Power output
Engine: 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 .

British Rail Class 175 - Wikipedia British Rail Class 175
British Rail Class 175
From Wikipedia, the free encyclopedia
Contents
Description
Operations
Accidents and Incidents
Fleet details
Named units
References
Sources
External links
 The train did not derail. The signaller had raised the barriers in error when the train was approaching the crossing, and he was arrested on suspicion of manslaughter in July 2010. The same service collided with a trailer on the Morfa Main level crossing near Kidwelly on 31 January 2011. No-one was injured, but the unit involved, 175108, received nearly £82,000 worth of damage due to striking the trailer at 75 miles per hour (121 km/h). The farmer in charge of the trailer was sentenced to a 36-week suspended jail sentence and was ordered to carry out 200 hours of community work. On 19 December 2011, 175002 collided with a lorry at the Llanboidy level crossing near Whitland. The train was operating the service from Milford Haven to Manchester Piccadilly and the driver of the lorry was arrested on suspicion of endangering safety. Class 175 units have caught fire in 2004 at Preston (175008), 2009 at Prestatyn, 2011 at Manchester Piccadilly, 2017 both at Shrewsbury (175109) and between Chester and Crewe, 2018 at Deganwy, and in 2019 both near Pontrilas (175107) and at Gowerton (175102). In February 2018, the entire Class 175 fleet was temporarily withdrawn from service for safety checks. After further investigation, it was found that a track fault between Newport and Cwmbran had caused wheel damage to several class 175 units, and also some Class 158s.

British Rail Class 175 - Wikipedia

British Rail Class 175
British Rail Class 175
From Wikipedia, the free encyclopedia
Contents
Description
Operations
Accidents and Incidents
Fleet details
Named units
References
Sources
External links

The train did not derail. The signaller had raised the barriers in error when the train was approaching the crossing, and he was arrested on suspicion of manslaughter in July 2010. The same service collided with a trailer on the Morfa Main level crossing near Kidwelly on 31 January 2011. No-one was injured, but the unit involved, 175108, received nearly £82,000 worth of damage due to striking the trailer at 75 miles per hour (121 km/h). The farmer in charge of the trailer was sentenced to a 36-week suspended jail sentence and was ordered to carry out 200 hours of community work. On 19 December 2011, 175002 collided with a lorry at the Llanboidy level crossing near Whitland. The train was operating the service from Milford Haven to Manchester Piccadilly and the driver of the lorry was arrested on suspicion of endangering safety. Class 175 units have caught fire in 2004 at Preston (175008), 2009 at Prestatyn, 2011 at Manchester Piccadilly, 2017 both at Shrewsbury (175109) and between Chester and Crewe, 2018 at Deganwy, and in 2019 both near Pontrilas (175107) and at Gowerton (175102). In February 2018, the entire Class 175 fleet was temporarily withdrawn from service for safety checks. After further investigation, it was found that a track fault between Newport and Cwmbran had caused wheel damage to several class 175 units, and also some Class 158s.

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

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;

Rail transport in Ireland - Wikipedia Rail transport in Ireland
Rail transport in Ireland
Contents
History
Rolling stock
Locomotives
Multiple units
Iarnród Éireann railcars
Iarnród Éireann commuter railcars
NIR railcars
Coaching stock
Mark 4 carriages
Enterprise services
Previous stock
Passenger services
Republic of Ireland InterCity routes
Dublin to Cork
Dublin to Limerick
Dublin to Galway
Dublin to Tralee
Dublin to Waterford
Dublin to Westport/Ballina
Dublin to Gorey/Rosslare Europort
Dublin to Sligo
Cork to Tralee
Limerick to Waterford
Limerick–Ennis–Galway
Republic of Ireland commuter routes
Dublin Suburban Rail
Mallow to Cork
Cóbh to Cork
Midleton to Cork
Galway to Athenry
Limerick to Ennis
Limerick to Nenagh and Ballybrophy
Waterford to Rosslare (closed)
Northern Ireland routes
Belfast suburban
Belfast to Derry
Coleraine to Portrush
Belfast to Larne Harbour
Cross-border routes
Belfast–Dublin and Dublin–Belfast
Freight
Rail interest groups and museums
Heritage rail operators
Heritage rail bodies
Heritage railways
Interest and record groups
Museums
Rail stock as premises
Former heritage railways and interest groups
Heritage railways
Other organisations
Planned and potential developments
Routes
Western Rail Corridor
Heavy rail to Navan
DART and DART Underground
Foynes Port
Dublin Metro
Luas
Northern Ireland Railways
West Clare Railway
HSL Ireland
Station changes
Rolling stock
See also
References
External links
 The 071 class are now used on freight services. NIR's three similar locomotives are numbered 111, 112 and 113. There is seldom more than one of these serviceable at a time. Multiple units
Main article: Multiple Units of Ireland
NIR and IÉ both run suburban services using diesel multiple units (DMUs) – these are termed railcars in Ireland (see rail terminology ). Iarnród Éireann railcars
Class
Image
Type
Top speed
Number
Routes operated
Built
mph
km/h
2600 Class

Diesel
multiple
unit
70
110
8
Mallow–Cork–Cóbh
Mallow–Tralee (Sundays only)
Cóbh–Midleton
1993
2800 Class

75
120
8
Limerick–Waterford
Limerick shuttle
Limerick–Ennis
Limerick–Galway
Mallow–Tralee
Ballina–Manulla Junction
2000
29000 Class

75
120
29
Dublin–Maynooth
Dublin–Drogheda/Dundalk
Dublin–M3 Parkway
Dublin–Maynooth/Longford
Dublin–Rosslare Europort
2002–2005
22000 Class

100
160
28 3-car
25 4-car
10 5-car sets
Dublin–Newbridge/Kildare/Port Laoise
Dublin–Cork
Dublin–Maynooth/M3 Parkway/Longford/Sligo
Dublin–Rosslare/Galway/Westport
Dublin–Dundalk
Limerick shuttle
Tralee shuttle
2007–2012
IÉ DMUs operate all InterCity services apart from Dublin to Cork and Dublin to Belfast (one service per week from Dublin Connolly to Belfast and back is Railcar). Iarnród Éireann 22000 Class InterCity Railcars
There are 234 22000 Class carriages in total, being formed into the following sets: Ten 5-car sets – Each set includes a 1st Class Carriage and a Dining Carriage. They are used on key InterCity services between Dublin and Limerick, Galway, Waterford, Westport and Tralee. Twenty-five 4-car sets – These mostly operate on their own or with a 3-car unit.

Rail transport in Ireland - Wikipedia

Rail transport in Ireland
Rail transport in Ireland
Contents
History
Rolling stock
Locomotives
Multiple units
Iarnród Éireann railcars
Iarnród Éireann commuter railcars
NIR railcars
Coaching stock
Mark 4 carriages
Enterprise services
Previous stock
Passenger services
Republic of Ireland InterCity routes
Dublin to Cork
Dublin to Limerick
Dublin to Galway
Dublin to Tralee
Dublin to Waterford
Dublin to Westport/Ballina
Dublin to Gorey/Rosslare Europort
Dublin to Sligo
Cork to Tralee
Limerick to Waterford
Limerick–Ennis–Galway
Republic of Ireland commuter routes
Dublin Suburban Rail
Mallow to Cork
Cóbh to Cork
Midleton to Cork
Galway to Athenry
Limerick to Ennis
Limerick to Nenagh and Ballybrophy
Waterford to Rosslare (closed)
Northern Ireland routes
Belfast suburban
Belfast to Derry
Coleraine to Portrush
Belfast to Larne Harbour
Cross-border routes
Belfast–Dublin and Dublin–Belfast
Freight
Rail interest groups and museums
Heritage rail operators
Heritage rail bodies
Heritage railways
Interest and record groups
Museums
Rail stock as premises
Former heritage railways and interest groups
Heritage railways
Other organisations
Planned and potential developments
Routes
Western Rail Corridor
Heavy rail to Navan
DART and DART Underground
Foynes Port
Dublin Metro
Luas
Northern Ireland Railways
West Clare Railway
HSL Ireland
Station changes
Rolling stock
See also
References
External links

The 071 class are now used on freight services. NIR's three similar locomotives are numbered 111, 112 and 113. There is seldom more than one of these serviceable at a time. Multiple units
Main article: Multiple Units of Ireland
NIR and IÉ both run suburban services using diesel multiple units (DMUs) – these are termed railcars in Ireland (see rail terminology ). Iarnród Éireann railcars
Class
Image
Type
Top speed
Number
Routes operated
Built
mph
km/h
2600 Class

Diesel
multiple
unit
70
110
8
Mallow–Cork–Cóbh
Mallow–Tralee (Sundays only)
Cóbh–Midleton
1993
2800 Class

75
120
8
Limerick–Waterford
Limerick shuttle
Limerick–Ennis
Limerick–Galway
Mallow–Tralee
Ballina–Manulla Junction
2000
29000 Class

75
120
29
Dublin–Maynooth
Dublin–Drogheda/Dundalk
Dublin–M3 Parkway
Dublin–Maynooth/Longford
Dublin–Rosslare Europort
2002–2005
22000 Class

100
160
28 3-car
25 4-car
10 5-car sets
Dublin–Newbridge/Kildare/Port Laoise
Dublin–Cork
Dublin–Maynooth/M3 Parkway/Longford/Sligo
Dublin–Rosslare/Galway/Westport
Dublin–Dundalk
Limerick shuttle
Tralee shuttle
2007–2012
IÉ DMUs operate all InterCity services apart from Dublin to Cork and Dublin to Belfast (one service per week from Dublin Connolly to Belfast and back is Railcar). Iarnród Éireann 22000 Class InterCity Railcars
There are 234 22000 Class carriages in total, being formed into the following sets: Ten 5-car sets – Each set includes a 1st Class Carriage and a Dining Carriage. They are used on key InterCity services between Dublin and Limerick, Galway, Waterford, Westport and Tralee. Twenty-five 4-car sets – These mostly operate on their own or with a 3-car unit.

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

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.

granted, it would not have been as interesting!) Something along the lines of: Shunter - 08 type
Express, intercity loco - Class 47 or 50
Lighter, mixed traffic - 31 or 37
Heavy freight - 56s
Electrics - just 86s
I know its a random thought, but why was it so? Sponsor Post - registered members do not see these adverts; click here to register, or click here to log in
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You could probably say the same about Airplane manufacturers making 3 or 4 different types of the same plane to do the same role (V bombers for instance)
probably to do with money and keeping all the different works busy after being in austerity and a decade or so after being on a war footing. In terms of the aircraft situation, they only really sorted that in the late 60's by combining companies but only after spending a hell of a lot of money and making a hell of a lot of people redundant in the process. It was probably the same with the railways although there were a lot less aircraft makers in this country in the 70's and 80's than Railway works. The major comparison with the two could be with their two most major projects in my opinion which were the HST and the TSR-2, the HST we all know about, but the TSR-2 didn't do so well, it was designed as a Tactical strike/reconnaissance plane and would have been able to keep pace and hit anything else comparable at the time, it would have been groundbreaking, but changes in government meant that it was cancelled and we had to go and buy American Phantoms. To compare, the HST was groundbreaking in a sense, they were and have been the mainstay of fast main line railways in Britain for over 30 years when many other classes of train have met a cutters torch. Last edited:

British Rail Class 360 - Wikipedia British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links
 Retrieved 2020-11-11. ^ Greater Anglia Class 360/1s being readied for East Midlands switch Rail issue 908 1 July 2020 page 26
^ EMR 170 debuts on Robin Hood line Modern Railways issue 867 December 2020 page 84
^ a b East-West Madness! Rail February 2021 page 28-29
^ "introducing emr connect". www.eastmidlandsrailway.co.uk. Retrieved 9 May 2021. ^ "New East Midlands Railway trains will not be refurbished in time for electric 'Connect' service". www.northantstelegraph.co.uk. Retrieved 9 May 2021. ^ Heathrow Express orders Siemens Desiro EMUs for new stopping trains Rail issue 465 9 July 2003 page 10
^ Desiros ordered for Heathrow Airport local stopping service The Railway Magazine issue 1228 August 2003 page 8
^ Class 350s could be rebuilt Rail issue 472 15 October 2003 page 6
^ 360s to use old bodies Rail issue 484 31 March 2004 page 24
^ First Class 360/2 arrives Rail issue 502 8 December 2004 page 27
^ Take off! New Heathrow Connect targets airport staff Rail issue 516 22 June 2005 page 8
^ Final HEx 360 arrives Today's Railways UK issue 50 February 2006 page 57
^ Fifth coaches arrive for HEx 360s Today's Railways UK issue 62 February 2007 page 62
^ New 360/2 Vehicles Arrive Rail issue 559 14 February 2007 page 55
^ Heathrow Express livery for Connect 360 The Railway Magazine issue 1312 August 2010 page 72
^ Crossrail:

British Rail Class 360 - Wikipedia

Retrieved 2020-11-11. ^ Greater Anglia Class 360/1s being readied for East Midlands switch Rail issue 908 1 July 2020 page 26
^ EMR 170 debuts on Robin Hood line Modern Railways issue 867 December 2020 page 84
^ a b East-West Madness! Rail February 2021 page 28-29
^ "introducing emr connect". www.eastmidlandsrailway.co.uk. Retrieved 9 May 2021. ^ "New East Midlands Railway trains will not be refurbished in time for electric 'Connect' service". www.northantstelegraph.co.uk. Retrieved 9 May 2021. ^ Heathrow Express orders Siemens Desiro EMUs for new stopping trains Rail issue 465 9 July 2003 page 10
^ Desiros ordered for Heathrow Airport local stopping service The Railway Magazine issue 1228 August 2003 page 8
^ Class 350s could be rebuilt Rail issue 472 15 October 2003 page 6
^ 360s to use old bodies Rail issue 484 31 March 2004 page 24
^ First Class 360/2 arrives Rail issue 502 8 December 2004 page 27
^ Take off! New Heathrow Connect targets airport staff Rail issue 516 22 June 2005 page 8
^ Final HEx 360 arrives Today's Railways UK issue 50 February 2006 page 57
^ Fifth coaches arrive for HEx 360s Today's Railways UK issue 62 February 2007 page 62
^ New 360/2 Vehicles Arrive Rail issue 559 14 February 2007 page 55
^ Heathrow Express livery for Connect 360 The Railway Magazine issue 1312 August 2010 page 72
^ Crossrail:

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

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 360 - Wikipedia British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links
 behind schedule, over budget and under pressure International Railway Journal 8 May 2019
^ "First '345' reaches Heathrow". Key Modern Railways. ^ Heathrow 360s Retired Modern Railways issue 865 October 2020 page 85
^ Aventras rule on Heathrow Connect Railways Illustrated November 2020 page 10
^ a b Ex-Heathrow '360s' for Rail Operations Group Modern Railways issue 870 March 2021 page 86
^ "Derailment of an empty passenger train at Paddington station 25 May 2014" (PDF). Rail Accidents Investigation Branch. Retrieved 17 June 2016. ^ Big changes delayed until next year - Northamptonshire Telegraph. Retrieved 29 January 2021. External links

Wikimedia Commons has media related to British Rail Class 360. v
t
e
Siemens Desiro and Desiro City multiple units in the United Kingdom
Diesel (Desiro)
Class 185
Electric (Desiro)
Class 350
Class 360
Class 380
Class 444
Class 450
Electric (Desiro City)
Class 700
Class 707
Class 717
v
t
e
Electric multiple units of Great Britain
AC units
(300–399): 300
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316 (I)
316 (II)
316 (III)
317
318
319
320
321
322
323
325
331 (I)1
331 (II)
332
333
334
341
342
345
350 (I)2
350 (II)
357
360
365
370
371
373
374
375
376
377
378
379
380
381
385
387
390
395
397
AC units
DC units
(700–899):

British Rail Class 360 - Wikipedia

behind schedule, over budget and under pressure International Railway Journal 8 May 2019
^ "First '345' reaches Heathrow". Key Modern Railways. ^ Heathrow 360s Retired Modern Railways issue 865 October 2020 page 85
^ Aventras rule on Heathrow Connect Railways Illustrated November 2020 page 10
^ a b Ex-Heathrow '360s' for Rail Operations Group Modern Railways issue 870 March 2021 page 86
^ "Derailment of an empty passenger train at Paddington station 25 May 2014" (PDF). Rail Accidents Investigation Branch. Retrieved 17 June 2016. ^ Big changes delayed until next year - Northamptonshire Telegraph. Retrieved 29 January 2021. External links

Wikimedia Commons has media related to British Rail Class 360. v
t
e
Siemens Desiro and Desiro City multiple units in the United Kingdom
Diesel (Desiro)
Class 185
Electric (Desiro)
Class 350
Class 360
Class 380
Class 444
Class 450
Electric (Desiro City)
Class 700
Class 707
Class 717
v
t
e
Electric multiple units of Great Britain
AC units
(300–399): 300
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316 (I)
316 (II)
316 (III)
317
318
319
320
321
322
323
325
331 (I)1
331 (II)
332
333
334
341
342
345
350 (I)2
350 (II)
357
360
365
370
371
373
374
375
376
377
378
379
380
381
385
387
390
395
397
AC units
DC units
(700–899):

List of British Rail electric multiple unit classes - Wikipedia List of British Rail electric multiple unit classes
List of British Rail electric multiple unit classes
Contents
AC EMUs and dual-voltage EMUs
First generation
Second generation
Modern/Third generation
High speed trains
DC EMUs
Southern Region units
Pre-Nationalisation
Mark 1 and 2 bodyshell
Tube Stock
Modern EMUs
Other DC units
TOPS classes
Battery electric multiple unit (BEMU)
Non National Rail units
See also
References
External links
 List of British Rail electric multiple unit classes - Wikipedia
List of British Rail electric multiple unit classes
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Wikipedia list article
This page lists every electric -powered multiple unit allocated a TOPS classification or used on the mainline network since 1948 (i.e. British Railways and post-privatisation). For a historical overview of electric multiple unit development in Great Britain, see British electric multiple units . British Rail operated a wide variety of electric multiple units for use on electrified lines : AC units operate off 25 kV alternating current (AC) from overhead wires. Where clearances for the overhead wires on the Great Eastern Main Line and London, Tilbury and Southend railway routes were below standard, a reduced voltage of 6.25 kV AC was used. The Midland Railway units used 6.6 kV AC. Under the computer numbering, AC units (including mixed-voltage units that can also work off a DC supply) were given a class in the range 300-399. DC units operate off 650-850 V direct current (DC) from a third rail on the Southern Region and North London, Merseyside and Tyneside networks. The Manchester-Bury Railway line used 1,200 V DC from a side-contact third rail. The Manchester South Junction & Altrincham and "Woodhead" and initially the Great Eastern Railway routes used 1,500 V DC from overhead wires.

List of British Rail electric multiple unit classes - Wikipedia
List of British Rail electric multiple unit classes
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Wikipedia list article
This page lists every electric -powered multiple unit allocated a TOPS classification or used on the mainline network since 1948 (i.e. British Railways and post-privatisation). For a historical overview of electric multiple unit development in Great Britain, see British electric multiple units . British Rail operated a wide variety of electric multiple units for use on electrified lines : AC units operate off 25 kV alternating current (AC) from overhead wires. Where clearances for the overhead wires on the Great Eastern Main Line and London, Tilbury and Southend railway routes were below standard, a reduced voltage of 6.25 kV AC was used. The Midland Railway units used 6.6 kV AC. Under the computer numbering, AC units (including mixed-voltage units that can also work off a DC supply) were given a class in the range 300-399. DC units operate off 650-850 V direct current (DC) from a third rail on the Southern Region and North London, Merseyside and Tyneside networks. The Manchester-Bury Railway line used 1,200 V DC from a side-contact third rail. The Manchester South Junction & Altrincham and "Woodhead" and initially the Great Eastern Railway routes used 1,500 V DC from overhead wires.

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

British Rail Class 360 - Wikipedia British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links
 They are planned to be introduced on 16 May 2021 with East Midlands Railway, with 360102 already vinyled into the EMR Connect livery. Some units won't be vinyled into the EMR Connect livery before their entry to service. Class 360/2
TfL Rail 360205 at London Paddington in July 2019
In June 2003 Heathrow Connect ordered four Class 360/2s for its London Paddington to Heathrow Airport stopping trains. These were built using four trains that had been built for Angel Trains as a speculative order numbered 350001 to 350004. Only 350001 came to England, being used for training by South West Trains at Northam Carriage Servicing Depot. The others remained at the Wildenrath test track in Germany. The first arrived at Old Oak Common TMD in November 2004. Services commenced in June 2005. An extra set was ordered arriving in England in November 2005, but didn't enter service for 12 months. In 2007 additional carriages were delivered to increase all sets to five carriages.

British Rail Class 360 - Wikipedia

They are planned to be introduced on 16 May 2021 with East Midlands Railway, with 360102 already vinyled into the EMR Connect livery. Some units won't be vinyled into the EMR Connect livery before their entry to service. Class 360/2
TfL Rail 360205 at London Paddington in July 2019
In June 2003 Heathrow Connect ordered four Class 360/2s for its London Paddington to Heathrow Airport stopping trains. These were built using four trains that had been built for Angel Trains as a speculative order numbered 350001 to 350004. Only 350001 came to England, being used for training by South West Trains at Northam Carriage Servicing Depot. The others remained at the Wildenrath test track in Germany. The first arrived at Old Oak Common TMD in November 2004. Services commenced in June 2005. An extra set was ordered arriving in England in November 2005, but didn't enter service for 12 months. In 2007 additional carriages were delivered to increase all sets to five carriages.

British Rail Class 11 - Wikipedia British Rail Class 11
British Rail Class 11
From Wikipedia, the free encyclopedia
Contents
Overview
Numbering
Export locomotives
Technical details
Withdrawal
Post-BR use
Preservation
See also
Footnotes
References
Further reading
 British Rail Class 11 - Wikipedia
British Rail Class 11
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
British Rail Class 11
12104 at Stratford MPD in July 1967
Type and origin
Power type
Diesel-electric
Builder
LMS/BR Derby & BR Darlington
Build date
1945–1952
Total produced
120
Specifications
Configuration:
• Whyte
0-6-0
• UIC
C
Gauge
4 ft 8
+
1⁄2 in ( 1,435 mm) standard gauge
Wheel diameter
4 ft 0
+
1⁄2 in (1.232 m)
Minimum curve
3.5 chains (70.41 m)
Wheelbase
11 ft 6 in (3.505 m)
Length
29 ft 1
+
1⁄2 in (8.88 m)
Width
8 ft 5 in (2.565 m)
Height
12 ft 5
+
1⁄2 in (3.797 m)
Loco weight
47.4 long tons (48.2 t; 53.1 short tons)
Fuel capacity
660 imp gal (3,000 l; 790 US gal)
Prime mover
English Electric 6KT
Generator
English Electric 801 — 441 A, 430 V DC
Traction motors
English Electric 506, DC, 2 off
Cylinders
Straight 6
Transmission
Diesel-electric, double reduction gearing
MU working
Not fitted
Train heating
None
Loco brake
Air
Performance figures
Maximum speed
20 mph (32 km/h)
Power output
Engine: 350 hp (261 kW)
Tractive effort
Maximum: 34,900 lbf (155.2 kN)
Brakeforce
32.2 long tons-force (321 kN)
Career
Operators
War Department
Danske Statsbaner (DSB)
Nederlandse Spoorwegen (NS)
London, Midland and Scottish Railway
British Railways
National Coal Board
HNRC
Imperial Chemical Industries (ICI)
Number in class
WD: 14 (10 to NS)
LMS/BR: 106
Numbers
WD: 70260–70273
LMS: 7120–7129
BR:

British Rail Class 11 - Wikipedia

British Rail Class 11
British Rail Class 11
From Wikipedia, the free encyclopedia
Contents
Overview
Numbering
Export locomotives
Technical details
Withdrawal
Post-BR use
Preservation
See also
Footnotes
References
Further reading

British Rail Class 11 - Wikipedia
British Rail Class 11
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
British Rail Class 11
12104 at Stratford MPD in July 1967
Type and origin
Power type
Diesel-electric
Builder
LMS/BR Derby & BR Darlington
Build date
1945–1952
Total produced
120
Specifications
Configuration:
• Whyte
0-6-0
• UIC
C
Gauge
4 ft 8
+
1⁄2 in ( 1,435 mm) standard gauge
Wheel diameter
4 ft 0
+
1⁄2 in (1.232 m)
Minimum curve
3.5 chains (70.41 m)
Wheelbase
11 ft 6 in (3.505 m)
Length
29 ft 1
+
1⁄2 in (8.88 m)
Width
8 ft 5 in (2.565 m)
Height
12 ft 5
+
1⁄2 in (3.797 m)
Loco weight
47.4 long tons (48.2 t; 53.1 short tons)
Fuel capacity
660 imp gal (3,000 l; 790 US gal)
Prime mover
English Electric 6KT
Generator
English Electric 801 — 441 A, 430 V DC
Traction motors
English Electric 506, DC, 2 off
Cylinders
Straight 6
Transmission
Diesel-electric, double reduction gearing
MU working
Not fitted
Train heating
None
Loco brake
Air
Performance figures
Maximum speed
20 mph (32 km/h)
Power output
Engine: 350 hp (261 kW)
Tractive effort
Maximum: 34,900 lbf (155.2 kN)
Brakeforce
32.2 long tons-force (321 kN)
Career
Operators
War Department
Danske Statsbaner (DSB)
Nederlandse Spoorwegen (NS)
London, Midland and Scottish Railway
British Railways
National Coal Board
HNRC
Imperial Chemical Industries (ICI)
Number in class
WD: 14 (10 to NS)
LMS/BR: 106
Numbers
WD: 70260–70273
LMS: 7120–7129
BR:

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

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. 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.

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

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 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
 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. 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.

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

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. 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.

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 DP2 design earned a reprieve in 1965, when the National Traction Plan of that year identified a need for an additional 50 Type 4 locomotives. By this time the Class 47 fleet were starting to suffer serious problems with engine stress cracking, a problem which necessitated the derating of the fleet to 2580hp. At the same time, DP2 and its 16CSVT engine had proved far more reliable than expected. Negotiations took place with English Electric for a production batch of 50 locomotives for use on the Eastern Region. English Electric intended to build the new batch as similar to DP2 as possible but the British Railways Board (successor to the BTC) had produced a standard locomotive cab with a flat front and headcode box and also had specific requirements relating to the engine room and other equipment. 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.

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 DP2 design earned a reprieve in 1965, when the National Traction Plan of that year identified a need for an additional 50 Type 4 locomotives. By this time the Class 47 fleet were starting to suffer serious problems with engine stress cracking, a problem which necessitated the derating of the fleet to 2580hp. At the same time, DP2 and its 16CSVT engine had proved far more reliable than expected. Negotiations took place with English Electric for a production batch of 50 locomotives for use on the Eastern Region. English Electric intended to build the new batch as similar to DP2 as possible but the British Railways Board (successor to the BTC) had produced a standard locomotive cab with a flat front and headcode box and also had specific requirements relating to the engine room and other equipment. 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.

British Rail Class 801 - Wikipedia British Rail Class 801
British Rail Class 801
Contents
Background and design
Operation
Fleet details
References
External links
 As a consequence, all of these sets were re-classified as 800/3 units and the Class 801 units will only see operation on the ECML. However, GWR do have the option to convert all of their Class 800 units to electric-only operation by removal of the diesel engines should it be exercised, in which case they would be re-classified as a Class 801 unit. Operation
801220 at London King's Cross in February 2020
The Class 801 units first entered service on 16 September 2019 with LNER, which were two five-car 801/1 units that were doubled up to make a ten-car train. 801109 and 801110 were the units, having started and finished their diagram at Leeds. Following this shortly were the nine-car 801/2 sets, with two units (801205 and 801207) entering service on 18 November 2019 onto the London King's Cross - Edinburgh route. As of November 2020, all Class 801 units have now entered service with LNER. Fleet details
Class
Operator
No. Built
Year Built
Cars per Set
Unit nos. Class 801/1 Azuma
London North Eastern Railway
12
2017-2020
5
801101–112
Class 801/2 Azuma
30
9
801201–230
LNER Class 801/1 Azuma
LNER Class 801/2 Azuma
References
^ a b c d eRogers, Andrew; Robinson, Chris;

British Rail Class 801 - Wikipedia

British Rail Class 801
British Rail Class 801
Contents
Background and design
Operation
Fleet details
References
External links

As a consequence, all of these sets were re-classified as 800/3 units and the Class 801 units will only see operation on the ECML. However, GWR do have the option to convert all of their Class 800 units to electric-only operation by removal of the diesel engines should it be exercised, in which case they would be re-classified as a Class 801 unit. Operation
801220 at London King's Cross in February 2020
The Class 801 units first entered service on 16 September 2019 with LNER, which were two five-car 801/1 units that were doubled up to make a ten-car train. 801109 and 801110 were the units, having started and finished their diagram at Leeds. Following this shortly were the nine-car 801/2 sets, with two units (801205 and 801207) entering service on 18 November 2019 onto the London King's Cross - Edinburgh route. As of November 2020, all Class 801 units have now entered service with LNER. Fleet details
Class
Operator
No. Built
Year Built
Cars per Set
Unit nos. Class 801/1 Azuma
London North Eastern Railway
12
2017-2020
5
801101–112
Class 801/2 Azuma
30
9
801201–230
LNER Class 801/1 Azuma
LNER Class 801/2 Azuma
References
^ a b c d eRogers, Andrew; Robinson, Chris;

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
 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: some of this involved cutting circular lightening holes into the bogie frames, and replacing steel buffer beams or roof panels with aluminium. Much of the over-weight was due to ancillary components, particularly the train-heating steam generators, being supplied over weight. To avoid waste, these components were replaced by lighter versions from other makers, but the heavier originals were then used in the Class 20 and Class 40 locomotives. The lightened locomotives eventually met British Rail's approval, but only after a painstaking weighing that involved specifying the amount of sand in the sandboxes and other precise details. After acceptance trials at Doncaster, they entered service between April and June 1959.

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

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: some of this involved cutting circular lightening holes into the bogie frames, and replacing steel buffer beams or roof panels with aluminium. Much of the over-weight was due to ancillary components, particularly the train-heating steam generators, being supplied over weight. To avoid waste, these components were replaced by lighter versions from other makers, but the heavier originals were then used in the Class 20 and Class 40 locomotives. The lightened locomotives eventually met British Rail's approval, but only after a painstaking weighing that involved specifying the amount of sand in the sandboxes and other precise details. After acceptance trials at Doncaster, they entered service between April and June 1959.

British Rail Class 801 - Wikipedia British Rail Class 801
British Rail Class 801
Contents
Background and design
Operation
Fleet details
References
External links
 British Rail Class 801 - Wikipedia
British Rail Class 801
From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
British Rail Class 801 Azuma
801102 at London King's Cross in 2019
The standard class interior of a Class 801
In service
16 September 2019 – present
Manufacturer
Hitachi
Built at
Hitachi Kasado (pre-production)
Hitachi Newton Aycliffe (production)
Family name
A-Train
Replaced
InterCity 225
Constructed
2017 - 2020
Number built
30 x 9-car sets
12 x 5-car sets
Formation
5-car: DPTS-MS-MS-MC-DPTF
9-car: DPTS-MS-MS-TS-MS-TS-MC-MF-DPTF
Capacity
5 car set: 254 standard, 48 first class
9 car set: 510 standard, 101 first class
Operator (s)
London North Eastern Railway
Depot (s)
Neville Hill TMD
Line (s) served
East Coast Main Line
Specifications
Car body construction
Aluminium
Car length
26 m (85 ft 3
+
5⁄8 in)
Maximum speed
125 mph (200 km/h)
(140 mph, 225 km/h Using ETCS in cab signalling)
Weight
41 tonnes per coach
Prime mover (s)
MTU 12V 1600 R80L
Engine type
21-litre V12 turbo- Diesel
Cylinder count
12
Power output
560 kW (750 hp) per engine
Acceleration
0.70 m/s 2 (1.6 mph/s; 2.5 km/ (h⋅s)))
Deceleration
1 m/s 2 (2.2 mph/s; 3.6 km/ (h⋅s)) service
1.2 m/s 2 (2.7 mph/s; 4.3 km/ (h⋅s)) emergency
Electric system (s)
25 kV 50 Hz AC overhead lines
Current collection method
Pantograph
Safety system (s)
AWS, TPWS, ETCS
Track gauge
1,435 mm ( 4 ft 8
+
1⁄2 in) standard gauge
The British Rail Class 801 Azuma is a type of electric multiple unit (EMU) built by Hitachi for London North Eastern Railway. The units have been built since 2017 at Hitachi's Newton Aycliffe factory and have been used on services on the East Coast Main Line since 16 September 2019. As part of its production, the Class 801 units were ordered as part of the Intercity Express Programme and are in the Hitachi AT300 product family, alongside the closely related Class 800 units.

British Rail Class 801 - Wikipedia

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
 They were followed by GB Railfreight, and then Direct Rail Services. The last of more than 500 built over an 18-year period was No 66779, Evening Star, delivered to GB Railfreight in spring 2016. Although sometimes unpopular with many rail enthusiasts, due to their ubiquity and having caused the displacement of several older types of (mostly) British built locomotives, their high reliability has helped rail freight to remain competitive. Rail enthusiasts labelled the type "The Red Death" as they displaced many older types of locomotive whilst also acquiring the nicknames of "sheds" for the EWS (now DBS) locomotives (due to their upturned roof looking like a shed roof) with the Freightliner locomotives being called "Freds" as a portmanteau of Freightliner and Shed. Continental Europe
Main article: EMD Series 66
The Class 66 design has also been introduced to Continental Europe where it is currently certified for operations in Germany, the Netherlands, Belgium, Luxembourg, Sweden, Norway, Denmark, France, and Poland, with certification pending in the Czech Republic and Italy. They currently operate on routes between Sweden and Denmark and between Germany, Belgium, The Netherlands and Poland. As a result of its well-known British identity, EMD Europe markets the locomotive as " Series 66 ". UK importation
After an increase in UK rail traffic, post the 2008 Global Economic Crisis, by 2011 EMD were running low on key parts for the design, specifically castings. After the closure of the London, Ontario, plant that year, after an industrial dispute, and the introduction of new EU crash and emissions regulations, it was concluded by many that the last of the Class 66 locomotives had been produced.

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

They were followed by GB Railfreight, and then Direct Rail Services. The last of more than 500 built over an 18-year period was No 66779, Evening Star, delivered to GB Railfreight in spring 2016. Although sometimes unpopular with many rail enthusiasts, due to their ubiquity and having caused the displacement of several older types of (mostly) British built locomotives, their high reliability has helped rail freight to remain competitive. Rail enthusiasts labelled the type "The Red Death" as they displaced many older types of locomotive whilst also acquiring the nicknames of "sheds" for the EWS (now DBS) locomotives (due to their upturned roof looking like a shed roof) with the Freightliner locomotives being called "Freds" as a portmanteau of Freightliner and Shed. Continental Europe
Main article: EMD Series 66
The Class 66 design has also been introduced to Continental Europe where it is currently certified for operations in Germany, the Netherlands, Belgium, Luxembourg, Sweden, Norway, Denmark, France, and Poland, with certification pending in the Czech Republic and Italy. They currently operate on routes between Sweden and Denmark and between Germany, Belgium, The Netherlands and Poland. As a result of its well-known British identity, EMD Europe markets the locomotive as " Series 66 ". UK importation
After an increase in UK rail traffic, post the 2008 Global Economic Crisis, by 2011 EMD were running low on key parts for the design, specifically castings. After the closure of the London, Ontario, plant that year, after an industrial dispute, and the introduction of new EU crash and emissions regulations, it was concluded by many that the last of the Class 66 locomotives had been produced.

Network SouthEast - Wikipedia Network SouthEast
Network SouthEast
Network SouthEast
Contents
History
Network Railcard
Main article: Network Railcard
Rolling stock
Subdivisions
Modernisation
Chiltern Lines
New trains
Privatisation
Legacy
References
Further reading
External links
 08 *

Examples include: 08 600 'Ivor' (97800)
08 631 'Eagle'
08 641 'Dartmoor'
33

Diesel Locomotive

47

50

73

6
Electro-Diesel Locomotive
86

AC Electric Locomotive
97

Departmental Locomotives and Shunters
Had ex-members of starred classes and worked across the NSE network. 101

DMU
2, 3 or 4

104

108

115

4
117

3
119

121

21
1
Worked the branches of the Thames valley. 159

30
3

165

76
2 or 3
166

21
3
203

DEMU
6
205

34
3 or 4
207

19
3
302

AC EMU
4
Worked the GE lines out of Liverpool Street and Fenchurch Street
306

3
313

64
Dual Voltage EMU
3

315

61
AC EMU
4

316

1
Converted to class 457. 317

72

319

86
Dual Voltage EMU
321

114
AC EMU
322

5
341, 342

Never built
Never built
These classes were proposed for the rolling stock of the original Crossrail project. 365

41
4

371, 381, 471

Never built
Dual Voltage and DC EMU
Never built

411

135
DC EMU
4

413

29
414

209
2
415

Unknown
4
416

128
2
419

10
DC Motor Luggage Van
1
421

166
DC EMU
4
423

196
432

15
438

34
442

24
5
455

137
4
456

24
2
457

1
4
465

147
466

43
2
482

10
DC Tube Train
Waterloo & City line 1992 stock, transferred to London Underground in 1994. 483

10
Works on the Island line on the Isle of Wight. Following the retirement of the Classes 485 and 486, the class became the oldest to operate on the mainline. 485, 486

12
3 or 4
Worked on the Island line on the Isle of Wight. Replaced by Class 483s from 1989 onwards.

Network SouthEast - Wikipedia

Network SouthEast
Network SouthEast
Network SouthEast
Contents
History
Network Railcard
Main article: Network Railcard
Rolling stock
Subdivisions
Modernisation
Chiltern Lines
New trains
Privatisation
Legacy
References
Further reading
External links

08 *

Examples include: 08 600 'Ivor' (97800)
08 631 'Eagle'
08 641 'Dartmoor'
33

Diesel Locomotive

47

50

73

6
Electro-Diesel Locomotive
86

AC Electric Locomotive
97

Departmental Locomotives and Shunters
Had ex-members of starred classes and worked across the NSE network. 101

DMU
2, 3 or 4

104

108

115

4
117

3
119

121

21
1
Worked the branches of the Thames valley. 159

30
3

165

76
2 or 3
166

21
3
203

DEMU
6
205

34
3 or 4
207

19
3
302

AC EMU
4
Worked the GE lines out of Liverpool Street and Fenchurch Street
306

3
313

64
Dual Voltage EMU
3

315

61
AC EMU
4

316

1
Converted to class 457. 317

72

319

86
Dual Voltage EMU
321

114
AC EMU
322

5
341, 342

Never built
Never built
These classes were proposed for the rolling stock of the original Crossrail project. 365

41
4

371, 381, 471

Never built
Dual Voltage and DC EMU
Never built

411

135
DC EMU
4

413

29
414

209
2
415

Unknown
4
416

128
2
419

10
DC Motor Luggage Van
1
421

166
DC EMU
4
423

196
432

15
438

34
442

24
5
455

137
4
456

24
2
457

1
4
465

147
466

43
2
482

10
DC Tube Train
Waterloo & City line 1992 stock, transferred to London Underground in 1994. 483

10
Works on the Island line on the Isle of Wight. Following the retirement of the Classes 485 and 486, the class became the oldest to operate on the mainline. 485, 486

12
3 or 4
Worked on the Island line on the Isle of Wight. Replaced by Class 483s from 1989 onwards.

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
 later Electric Train Heating
Train brakes
Vacuum; later Dual ( Air and Vacuum)
Performance figures
Maximum speed
100 mph (161 km/h)
Power output
Engines: 1,650 bhp (1,230 kW) × 2 (Total: 3,300 bhp (2,460 kW))
Tractive effort
Maximum: 50,000 lbf (222 kN)
Continuous: 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.

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

later Electric Train Heating
Train brakes
Vacuum; later Dual ( Air and Vacuum)
Performance figures
Maximum speed
100 mph (161 km/h)
Power output
Engines: 1,650 bhp (1,230 kW) × 2 (Total: 3,300 bhp (2,460 kW))
Tractive effort
Maximum: 50,000 lbf (222 kN)
Continuous: 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.

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.

Rail transport in Ireland - Wikipedia

The 071 class are now used on freight services. NIR's three similar locomotives are numbered 111, 112 and 113. There is seldom more than one of these serviceable at a time. Multiple units
Main article: Multiple Units of Ireland
NIR and IÉ both run suburban services using diesel multiple units (DMUs) – these are termed railcars in Ireland (see rail terminology ). Iarnród Éireann railcars
Class
Image
Type
Top speed
Number
Routes operated
Built
mph
km/h
2600 Class

Diesel
multiple
unit
70
110
8
Mallow–Cork–Cóbh
Mallow–Tralee (Sundays only)
Cóbh–Midleton
1993
2800 Class

75
120
8
Limerick–Waterford
Limerick shuttle
Limerick–Ennis
Limerick–Galway
Mallow–Tralee
Ballina–Manulla Junction
2000
29000 Class

75
120
29
Dublin–Maynooth
Dublin–Drogheda/Dundalk
Dublin–M3 Parkway
Dublin–Maynooth/Longford
Dublin–Rosslare Europort
2002–2005
22000 Class

100
160
28 3-car
25 4-car
10 5-car sets
Dublin–Newbridge/Kildare/Port Laoise
Dublin–Cork
Dublin–Maynooth/M3 Parkway/Longford/Sligo
Dublin–Rosslare/Galway/Westport
Dublin–Dundalk
Limerick shuttle
Tralee shuttle
2007–2012
IÉ DMUs operate all InterCity services apart from Dublin to Cork and Dublin to Belfast (one service per week from Dublin Connolly to Belfast and back is Railcar). Iarnród Éireann 22000 Class InterCity Railcars
There are 234 22000 Class carriages in total, being formed into the following sets: Ten 5-car sets – Each set includes a 1st Class Carriage and a Dining Carriage. They are used on key InterCity services between Dublin and Limerick, Galway, Waterford, Westport and Tralee. Twenty-five 4-car sets – These mostly operate on their own or with a 3-car unit.

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
 220s and 221s can also be easily assisted by Dellner fitted Class 57s (Thunderbirds) in the event of a failure. By use of adaptor couplings a failed 220 or 221 can also be assisted by any air braked locomotive such as a Class 37, Class 47 or Class 66 or even an HST. The units can work in multiple with Class 221 units but not Class 222 units as the electrical connections of the Class 222 units are incompatible with the Class 220. The Class 220s and closely related Class 222s have B5005 bogies, which are distinctive as they are of inside-frame design and so the axles are supported by bearings behind the wheels, meaning the outside face of the wheel is visible. The related Class 221 Super Voyager has outside-frame bogies and hence a more conventional appearance. The Class 220s operate in four-coach sets with a carriage mass of between 45 and 48 tonnes and a total train weight of 185.6 tonnes, a top speed of 125 mph (200 km/h) and a maximum range of approximately 1,350 miles (2,170 km) between each refuelling. Their route availability is very good being RA 2 - in part due to the lightweight bogie design. Class 220 units are fitted with an AB Hoses variable rate sanding system. All Voyagers are maintained at the dedicated Central Rivers TMD near Burton-on-Trent . Accidents and incidents
Units have sometimes been stopped by salt water, when storm-driven waves broke over the train at Dawlish in south Devon and inundated the resistor banks, causing the control software to shut down.

British Rail Class 220 - Wikipedia

220s and 221s can also be easily assisted by Dellner fitted Class 57s (Thunderbirds) in the event of a failure. By use of adaptor couplings a failed 220 or 221 can also be assisted by any air braked locomotive such as a Class 37, Class 47 or Class 66 or even an HST. The units can work in multiple with Class 221 units but not Class 222 units as the electrical connections of the Class 222 units are incompatible with the Class 220. The Class 220s and closely related Class 222s have B5005 bogies, which are distinctive as they are of inside-frame design and so the axles are supported by bearings behind the wheels, meaning the outside face of the wheel is visible. The related Class 221 Super Voyager has outside-frame bogies and hence a more conventional appearance. The Class 220s operate in four-coach sets with a carriage mass of between 45 and 48 tonnes and a total train weight of 185.6 tonnes, a top speed of 125 mph (200 km/h) and a maximum range of approximately 1,350 miles (2,170 km) between each refuelling. Their route availability is very good being RA 2 - in part due to the lightweight bogie design. Class 220 units are fitted with an AB Hoses variable rate sanding system. All Voyagers are maintained at the dedicated Central Rivers TMD near Burton-on-Trent . Accidents and incidents
Units have sometimes been stopped by salt water, when storm-driven waves broke over the train at Dawlish in south Devon and inundated the resistor banks, causing the control software to shut down.

British Rail Class 360 - Wikipedia British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links
 Contents
1 Description
1.1 Class 360/1
1.2 Class 360/2
2 Accidents and incidents
3 Fleet details
4 References
5 External links
Description
Class 360/1
Greater Anglia 360101 at Manningtree in December 2017
First Great Eastern ordered 21 four-car Class 360/1s to replace its slam-door Class 312s. Built in Krefeld Germany, the units feature air conditioning, plug doors, CCTV, a wheelchair area, and first class at the cab ends. After being tested at the Wildenrath, Germany and Velim, Czech Republic test tracks, the first entered service in August 2003. In February 2004, 360115 returned to Wildenrath for tests aimed at improving pantograph performance. They were primarily used on Great Eastern Main Line services from London Liverpool Street to Clacton-on-Sea, Colchester Town and Ipswich. They also ran to Walton-on-the-Naze and the Mayflower line. They occasionally operated through to Norwich. In April 2004, the Great Eastern franchise was merged into the Greater Anglia franchise that was awarded to National Express East Anglia. All passed with the franchise to Greater Anglia in February 2012. The Class 360s were not maintained by the franchisee, but under contract by Siemens at Ilford EMU Depot.

British Rail Class 360 - Wikipedia

Contents
1 Description
1.1 Class 360/1
1.2 Class 360/2
2 Accidents and incidents
3 Fleet details
4 References
5 External links
Description
Class 360/1
Greater Anglia 360101 at Manningtree in December 2017
First Great Eastern ordered 21 four-car Class 360/1s to replace its slam-door Class 312s. Built in Krefeld Germany, the units feature air conditioning, plug doors, CCTV, a wheelchair area, and first class at the cab ends. After being tested at the Wildenrath, Germany and Velim, Czech Republic test tracks, the first entered service in August 2003. In February 2004, 360115 returned to Wildenrath for tests aimed at improving pantograph performance. They were primarily used on Great Eastern Main Line services from London Liverpool Street to Clacton-on-Sea, Colchester Town and Ipswich. They also ran to Walton-on-the-Naze and the Mayflower line. They occasionally operated through to Norwich. In April 2004, the Great Eastern franchise was merged into the Greater Anglia franchise that was awarded to National Express East Anglia. All passed with the franchise to Greater Anglia in February 2012. The Class 360s were not maintained by the franchisee, but under contract by Siemens at Ilford EMU Depot.

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:
 Despite this, in the magazine stories, there are some occasions in which the Diesel is polite and helps out the steam engines. Technical Details
Basis
Class 40 is based on a British Rail (BR) Class 40 1Co-Co1. Diesel 40125 and Diesel 782 are also members of this class. 200 members of this class was built from 1958 to 1962, and the last was withdrawn in 1985. They where given the nickname "Whistlers" because of the strange whistling noise their engines would make. Seven Class 40s are preserved with the first built, D200, at the National Railway Museum . Class 40's television series number belonged to a real Class 40. The real D261 entered service on the 26th of February 1960 and in 1973. It was repainted into the BR Rail Blue livery and renumbered to 40 061 until the engine was withdrawn from service in 1983 and scrapped at Crewe in March the following year. Class 40's basis
The real D261
Add a photo to this gallery
Livery
Class 40 is painted in the BR two-tone green livery.

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:

Despite this, in the magazine stories, there are some occasions in which the Diesel is polite and helps out the steam engines. Technical Details
Basis
Class 40 is based on a British Rail (BR) Class 40 1Co-Co1. Diesel 40125 and Diesel 782 are also members of this class. 200 members of this class was built from 1958 to 1962, and the last was withdrawn in 1985. They where given the nickname "Whistlers" because of the strange whistling noise their engines would make. Seven Class 40s are preserved with the first built, D200, at the National Railway Museum . Class 40's television series number belonged to a real Class 40. The real D261 entered service on the 26th of February 1960 and in 1973. It was repainted into the BR Rail Blue livery and renumbered to 40 061 until the engine was withdrawn from service in 1983 and scrapped at Crewe in March the following year. Class 40's basis
The real D261
Add a photo to this gallery
Livery
Class 40 is painted in the BR two-tone green livery.

British Rail Class 360 - Wikipedia British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links
 The others remained at the Wildenrath test track in Germany. The first arrived at Old Oak Common TMD in November 2004. Services commenced in June 2005. An extra set was ordered arriving in England in November 2005, but didn't enter service for 12 months. In 2007 additional carriages were delivered to increase all sets to five carriages. In 2010, 360205 was revinyled into Heathrow Express livery to operate its Heathrow Central to Heathrow Terminal 4 shuttle. In May 2018 TfL Rail inherited all five of Heathrow Connect's Class 360s, which were replaced by Class 345 units once problems with the European Train Control System in the Heathrow tunnel were resolved. On 30 July 2020, the Class 345 began entering passenger service on the Heathrow branch with the last Class 360 withdrawn on 13 September 2020. At the start of February 2021, It was announced that Rail Operations Group had purchased the five-strong fleet from Heathrow Airport Holdings. The class has since been moved by Rail Operations Group for further storage in MOD Bicester, pending further use with the company.

British Rail Class 360 - Wikipedia

The others remained at the Wildenrath test track in Germany. The first arrived at Old Oak Common TMD in November 2004. Services commenced in June 2005. An extra set was ordered arriving in England in November 2005, but didn't enter service for 12 months. In 2007 additional carriages were delivered to increase all sets to five carriages. In 2010, 360205 was revinyled into Heathrow Express livery to operate its Heathrow Central to Heathrow Terminal 4 shuttle. In May 2018 TfL Rail inherited all five of Heathrow Connect's Class 360s, which were replaced by Class 345 units once problems with the European Train Control System in the Heathrow tunnel were resolved. On 30 July 2020, the Class 345 began entering passenger service on the Heathrow branch with the last Class 360 withdrawn on 13 September 2020. At the start of February 2021, It was announced that Rail Operations Group had purchased the five-strong fleet from Heathrow Airport Holdings. The class has since been moved by Rail Operations Group for further storage in MOD Bicester, pending further use with the company.

British Rail Class 801 - Wikipedia British Rail Class 801
British Rail Class 801
Contents
Background and design
Operation
Fleet details
References
External links
 LNER have branded the units as the Azuma, just like on their Class 800 units. Contents
1 Background and design
2 Operation
3 Fleet details
4 References
5 External links
Background and design
Main article: Intercity Express Programme
As part of the UK Government's Intercity Express Programme, the Class 801 units were to be built as replacements for the InterCity 125 and InterCity 225 sets which were the main trains used for services on the Great Western Main Line (GWML) and the East Coast Main Line (ECML) at the time. Differing from the Class 800 units, which they were built alongside, the Class 801 units were designed as purely electric multiple units, but with one diesel engine fitted to a single coach of each unit for emergency use. The Class 801 units were to enter service for both Great Western Railway and London North Eastern Railway but due to delays in the electrification of the GWML, it was announced in June 2016 that 21 nine-car (801/0) sets that were going to enter service with GWR would instead be converted to bi-modal operation. As a consequence, all of these sets were re-classified as 800/3 units and the Class 801 units will only see operation on the ECML. However, GWR do have the option to convert all of their Class 800 units to electric-only operation by removal of the diesel engines should it be exercised, in which case they would be re-classified as a Class 801 unit. Operation
801220 at London King's Cross in February 2020
The Class 801 units first entered service on 16 September 2019 with LNER, which were two five-car 801/1 units that were doubled up to make a ten-car train. 801109 and 801110 were the units, having started and finished their diagram at Leeds. Following this shortly were the nine-car 801/2 sets, with two units (801205 and 801207) entering service on 18 November 2019 onto the London King's Cross - Edinburgh route.

British Rail Class 801 - Wikipedia

British Rail Class 360 - 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
 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

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 801 - Wikipedia British Rail Class 801
British Rail Class 801
Contents
Background and design
Operation
Fleet details
References
External links
 LMS electric units
LNER Tyneside units
LNWR electric units
LOR electric units
LYR electric units
Mersey Railway electric units
MSJ&AR electric units
NER electric units
W&CR electric units
Battery units: BEMU
230 5
Southern Railway
designations: 2-BIL
2-EPB
2-HAL
2-HAP
2-NOL
2-PAN
2-PEP
2-SAP
2-SL
2-TIS
2-WIM
3-CEP
3-CIG
3-COP
3-SUB
3-TC
3-TIS
4-BEP
4-BIG
4-BUF
4-CAP
4-CEP
4-CIG
4-COM
4-COR
4-DD
4-DES
4-EPB
4-GRI
4-JOP
4-LAV
4-PEP
4-PER
4-REP
4-RES
4-SUB
4-TC
4-TEP
4-VEC
4-VEG
4-VEP
4-VIP
4-VOP
5-BEL
5-DES
5-TCB
5-VEC
5-WES
6-CIT
6-PAN
6-PUL
6-REP
7-TC
8-DIG
8-GAT
8-MIG
8-VAB
GLV
MLV
TLV
Miscellaneous units: 398
399
499 (II)
599
994
Families: 1959 design
1972 design
Mark 2-derived
Mark 3-derived
A-Train
APT
Aventra
Citylink
Civity
D-Train
Desiro
Electrostar
Flirt
Juniper
Metro
Networker
TGV
Tube 8
Velaro
Notes: 1: Renumbered as Class 332
2: Renumbered as Class 325
3: Renumbered as Class 701
4: Renumbered as Class 720/6
5:

British Rail Class 801 - Wikipedia

LMS electric units
LNER Tyneside units
LNWR electric units
LOR electric units
LYR electric units
Mersey Railway electric units
MSJ&AR electric units
NER electric units
W&CR electric units
Battery units: BEMU
230 5
Southern Railway
designations: 2-BIL
2-EPB
2-HAL
2-HAP
2-NOL
2-PAN
2-PEP
2-SAP
2-SL
2-TIS
2-WIM
3-CEP
3-CIG
3-COP
3-SUB
3-TC
3-TIS
4-BEP
4-BIG
4-BUF
4-CAP
4-CEP
4-CIG
4-COM
4-COR
4-DD
4-DES
4-EPB
4-GRI
4-JOP
4-LAV
4-PEP
4-PER
4-REP
4-RES
4-SUB
4-TC
4-TEP
4-VEC
4-VEG
4-VEP
4-VIP
4-VOP
5-BEL
5-DES
5-TCB
5-VEC
5-WES
6-CIT
6-PAN
6-PUL
6-REP
7-TC
8-DIG
8-GAT
8-MIG
8-VAB
GLV
MLV
TLV
Miscellaneous units: 398
399
499 (II)
599
994
Families: 1959 design
1972 design
Mark 2-derived
Mark 3-derived
A-Train
APT
Aventra
Citylink
Civity
D-Train
Desiro
Electrostar
Flirt
Juniper
Metro
Networker
TGV
Tube 8
Velaro
Notes: 1: Renumbered as Class 332
2: Renumbered as Class 325
3: Renumbered as Class 701
4: Renumbered as Class 720/6
5:

British Rail Class 360 - Wikipedia British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links
 ^ "New East Midlands Railway trains will not be refurbished in time for electric 'Connect' service". www.northantstelegraph.co.uk. Retrieved 9 May 2021. ^ Heathrow Express orders Siemens Desiro EMUs for new stopping trains Rail issue 465 9 July 2003 page 10
^ Desiros ordered for Heathrow Airport local stopping service The Railway Magazine issue 1228 August 2003 page 8
^ Class 350s could be rebuilt Rail issue 472 15 October 2003 page 6
^ 360s to use old bodies Rail issue 484 31 March 2004 page 24
^ First Class 360/2 arrives Rail issue 502 8 December 2004 page 27
^ Take off! New Heathrow Connect targets airport staff Rail issue 516 22 June 2005 page 8
^ Final HEx 360 arrives Today's Railways UK issue 50 February 2006 page 57
^ Fifth coaches arrive for HEx 360s Today's Railways UK issue 62 February 2007 page 62
^ New 360/2 Vehicles Arrive Rail issue 559 14 February 2007 page 55
^ Heathrow Express livery for Connect 360 The Railway Magazine issue 1312 August 2010 page 72
^ Crossrail: behind schedule, over budget and under pressure International Railway Journal 8 May 2019
^ "First '345' reaches Heathrow". Key Modern Railways. ^ Heathrow 360s Retired Modern Railways issue 865 October 2020 page 85
^ Aventras rule on Heathrow Connect Railways Illustrated November 2020 page 10
^ a b Ex-Heathrow '360s' for Rail Operations Group Modern Railways issue 870 March 2021 page 86
^ "Derailment of an empty passenger train at Paddington station 25 May 2014" (PDF). Rail Accidents Investigation Branch. Retrieved 17 June 2016.

British Rail Class 360 - Wikipedia

British Rail Class 360
British Rail Class 360
Contents
Description
Class 360/1
Class 360/2
Accidents and incidents
Fleet details
References
External links

^ "New East Midlands Railway trains will not be refurbished in time for electric 'Connect' service". www.northantstelegraph.co.uk. Retrieved 9 May 2021. ^ Heathrow Express orders Siemens Desiro EMUs for new stopping trains Rail issue 465 9 July 2003 page 10
^ Desiros ordered for Heathrow Airport local stopping service The Railway Magazine issue 1228 August 2003 page 8
^ Class 350s could be rebuilt Rail issue 472 15 October 2003 page 6
^ 360s to use old bodies Rail issue 484 31 March 2004 page 24
^ First Class 360/2 arrives Rail issue 502 8 December 2004 page 27
^ Take off! New Heathrow Connect targets airport staff Rail issue 516 22 June 2005 page 8
^ Final HEx 360 arrives Today's Railways UK issue 50 February 2006 page 57
^ Fifth coaches arrive for HEx 360s Today's Railways UK issue 62 February 2007 page 62
^ New 360/2 Vehicles Arrive Rail issue 559 14 February 2007 page 55
^ Heathrow Express livery for Connect 360 The Railway Magazine issue 1312 August 2010 page 72
^ Crossrail: behind schedule, over budget and under pressure International Railway Journal 8 May 2019
^ "First '345' reaches Heathrow". Key Modern Railways. ^ Heathrow 360s Retired Modern Railways issue 865 October 2020 page 85
^ Aventras rule on Heathrow Connect Railways Illustrated November 2020 page 10
^ a b Ex-Heathrow '360s' for Rail Operations Group Modern Railways issue 870 March 2021 page 86
^ "Derailment of an empty passenger train at Paddington station 25 May 2014" (PDF). Rail Accidents Investigation Branch. Retrieved 17 June 2016.

InterCity 125 - Wikipedia InterCity 125
InterCity 125
Current:
Former:
Contents
Background
Production
Prototype
Production versions
Introduction into service
World records
Regions and operators
South West England and South Wales
Eastern England / Scotland
Midland Region
Cross-Country Route
West Coast and North Wales
ScotRail Inter7City
Network Rail
Numbering and formation
Livery
Cultural impact
Public reaction
International attention
Scale models
Developments and changes
Damaged vehicles and accidents
Re-engining and refurbishment
Replacements
Sewage discharge
Future
Similar products
See also
Notes and references
Further reading
External links
 The radical update of the standard BR livery on the power cars was complemented by the 'Inter-City 125' branding, which also appeared on timetables and promotional literature. By the start of the summer timetable in May 1977, the full complement of 27 Class 253 sets (253001–253027) was in service on the Western Region, replacing locomotive-hauled trains on the Bristol and South Wales routes. Passenger numbers rapidly increased due to the speed and frequency of the services. The displacement by HSTs of Class 50 locomotives to slower services effectively finished off the last Class 52 diesel-hydraulics by early 1977. An InterCity 125 about to depart Manchester Piccadilly in 1986
The production of Class 254 continued through 1977 for East Coast Main Line services. British Rail had planned to fit uprated 2,500 bhp (1,900 kW) Valenta engines to the longer HSTs, but the plan was shelved as the intensive running on the Western Region began to result in a high level of engine failures, often due to inadequate cooling; for a while, the WR power cars were derated to 2,000 bhp (1,500 kW). The Class 254s began to work important ECML expresses such as the Flying Scotsman from the summer timetable in May 1978. Within a year they had displaced the Deltics and reduced the London - Edinburgh journey time by up to an hour. Production of HSTs continued until 1982 for services from London to the West Country on the Cross C

InterCity 125 - Wikipedia

InterCity 125
InterCity 125
Current:
Former:
Contents
Background
Production
Prototype
Production versions
Introduction into service
World records
Regions and operators
South West England and South Wales
Eastern England / Scotland
Midland Region
Cross-Country Route
West Coast and North Wales
ScotRail Inter7City
Network Rail
Numbering and formation
Livery
Cultural impact
Public reaction
International attention
Scale models
Developments and changes
Damaged vehicles and accidents
Re-engining and refurbishment
Replacements
Sewage discharge
Future
Similar products
See also
Notes and references
Further reading
External links

The radical update of the standard BR livery on the power cars was complemented by the 'Inter-City 125' branding, which also appeared on timetables and promotional literature. By the start of the summer timetable in May 1977, the full complement of 27 Class 253 sets (253001–253027) was in service on the Western Region, replacing locomotive-hauled trains on the Bristol and South Wales routes. Passenger numbers rapidly increased due to the speed and frequency of the services. The displacement by HSTs of Class 50 locomotives to slower services effectively finished off the last Class 52 diesel-hydraulics by early 1977. An InterCity 125 about to depart Manchester Piccadilly in 1986
The production of Class 254 continued through 1977 for East Coast Main Line services. British Rail had planned to fit uprated 2,500 bhp (1,900 kW) Valenta engines to the longer HSTs, but the plan was shelved as the intensive running on the Western Region began to result in a high level of engine failures, often due to inadequate cooling; for a while, the WR power cars were derated to 2,000 bhp (1,500 kW). The Class 254s began to work important ECML expresses such as the Flying Scotsman from the summer timetable in May 1978. Within a year they had displaced the Deltics and reduced the London - Edinburgh journey time by up to an hour. Production of HSTs continued until 1982 for services from London to the West Country on the Cross C

Construcciones y Auxiliar de Ferrocarriles - Wikipedia Construcciones y Auxiliar de Ferrocarriles
Construcciones y Auxiliar de Ferrocarriles
Contents
History
Fábrica de Hierros San Martín
La Maquinista Guipuzcoana
Compañía Auxiliar de Ferrocarriles
Construcciones y Auxiliar de Ferrocarriles
Subsidiaries
Political activity
Rolling stock
Carriages
EMU and DMU
Locomotives
Metro
Trams
Outside Spain: trains
Newport factory, South Wales, UK
Outside Spain: metros and trams
See also
References
External links
 Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( February 2020) ( Learn how and when to remove this template message)
Carriages
Mark 4
Mark 5
Mark 5A
Amtrak Viewliner II
EMU and DMU
Renfe Operadora Class 121
Cepia
Oaris
Class 598
IZBAN E22000
TRD
TEMD
TDMD
Class 440
Class 444
Civity
Sprinter New Generation
Civia
Class 446 / 447
IE 29000 Class
AM class EMU, Auckland
SAR Push-Pull Train
VR Class Sm4
Locomotives
Class 250
Class 252
For FEVE, now part of Renfe Operadora : Electro-diesel locomotive Class 1900
Class 2600 DMU
Class 2700 DMU
Class 2900 DMU
For Euskotren : UT200
UT300
UT900
UT950
UT3500
Euskotren XXI
For Serveis Ferroviaris de Mallorca : DMU Class 61
EMU Class 71
EMU Class 81
For other operators: BITRAC CC 3600 (Class 601) electro-diesel (Ordered by FESUR, currently operated by Captrain España)
Metro
For Madrid: Class 300
Class 1000
Class 2000
Class 3000
Class 5000
Class 6000
Class 8000
Class 8400
For Barcelona: Class 5000
Class 1000
Class 2000
Class 3000
Class 4000
Class 5000
Class 6000
Class S/2100
Class S/300
For Helsinki: M300
Trams
Urbos 1 (Tranvía de Bilbao)
Urbos 2 (Tranvía de Vélez-Málaga, Tranvía de Vitoria and Metro de Sevilla).

Construcciones y Auxiliar de Ferrocarriles
Construcciones y Auxiliar de Ferrocarriles
Contents
History
Fábrica de Hierros San Martín
La Maquinista Guipuzcoana
Compañía Auxiliar de Ferrocarriles
Construcciones y Auxiliar de Ferrocarriles
Subsidiaries
Political activity
Rolling stock
Carriages
EMU and DMU
Locomotives
Metro
Trams
Outside Spain: trains
Newport factory, South Wales, UK
Outside Spain: metros and trams
See also
References
External links

Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( February 2020) ( Learn how and when to remove this template message)
Carriages
Mark 4
Mark 5
Mark 5A
Amtrak Viewliner II
EMU and DMU
Renfe Operadora Class 121
Cepia
Oaris
Class 598
IZBAN E22000
TRD
TEMD
TDMD
Class 440
Class 444
Civity
Sprinter New Generation
Civia
Class 446 / 447
IE 29000 Class
AM class EMU, Auckland
SAR Push-Pull Train
VR Class Sm4
Locomotives
Class 250
Class 252
For FEVE, now part of Renfe Operadora : Electro-diesel locomotive Class 1900
Class 2600 DMU
Class 2700 DMU
Class 2900 DMU
For Euskotren : UT200
UT300
UT900
UT950
UT3500
Euskotren XXI
For Serveis Ferroviaris de Mallorca : DMU Class 61
EMU Class 71
EMU Class 81
For other operators: BITRAC CC 3600 (Class 601) electro-diesel (Ordered by FESUR, currently operated by Captrain España)
Metro
For Madrid: Class 300
Class 1000
Class 2000
Class 3000
Class 5000
Class 6000
Class 8000
Class 8400
For Barcelona: Class 5000
Class 1000
Class 2000
Class 3000
Class 4000
Class 5000
Class 6000
Class S/2100
Class S/300
For Helsinki: M300
Trams
Urbos 1 (Tranvía de Bilbao)
Urbos 2 (Tranvía de Vélez-Málaga, Tranvía de Vitoria and Metro de Sevilla).

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 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

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 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.