Class 156 (Metro-Cammell Provincial Sector 2-Car)

The Class 156 was the largest class of "Super Sprinter" built for the Regional Railways arm of British Rail in the late 1980s. The units replaced first generation DMUs and loco hauled trains. The Class 156 has a low-density layout [1] designed for outer suburban and regional routes, it is similar to the Class 153 and 155 DMUs with much of the same equipment used [2].

EMR 156 413 approaches Sileby

Information
Number built:	228 (114 2-car sets)
Built:	1987-89
Builder:	Metro Cammell
Engine:	Cummins NT855R5 diesel per car
Power:	520 hp (426 kW)
Formation:	Driving Motor Standard Lavatory (DMSL)+Driving Motor Standard (DMS)

They are currently operated by East Midlands Railway, ScotRail and Northern. They have also been operated by a number of earlier companies including Greater Anglia, Central Trains and originally British Rail of course. They are among the most reliable trains in service today.


British Rail considered converting some Class 156s to single-car DMUs as the Class 152 for branch lines but in the end Class 155s were converted instead to form the Class 153.

EMR 156 406 at Sileby

EMR 156 917 at Derby

EMR 156 413 at Belper

EMR 156 414 at Derby

EMR 156 497 at Longport

[1] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 138
[2] Brian Haresnape, Diesel Multiple Units: The Second Generation & DEMUs (Ian Allan, 1986) p. 79

London Underground 1935 Tube Stock

The London Passenger Transport Board planned a series of extensions to the London Underground in the late 1930s and therefore would require a new fleet of rolling stock. The 1935 Tube Stock was a small experimental fleet of twelve two-car sets (which were marshalled into four six-car trains). The new trains were the first to have the motors and electrical control equipment underneath the frame which freed up more space in the motor cars for passengers as compared to the previous generation Standard Stock.

Streamlined 1935 Tube Stock [4]

Information
Number built:	24 (12 2-car sets)
Built:	1936
Builder:	Metropolitan Cammell
Motor:	Crompton Parkinson C200 electric motor (600v DC fourth rail)
Power:	1, 656 hp (1, 235 kW)
Formation:	Driving Motor (DM) + DM

As the trains were experimental, four different types of motor control equipment was used for evaluation [1] though all trains were compatible with each other. The most notable external feature was the Art Deco style streamlining of three of the trains (a Standard Stock driving motor had already been fitted with a streamlined front end in 1933 though not used in passenger service [2]). The sides of the trains were also made smoother, including using flush-fitting windows with the aim of reducing wear and tear and aiding cleaning.

These trains had the driver seat located centrally in the cab with the brake and master controller handles on either side akin to aeroplane joysticks. However, drivers did not like this arrangement and the streamlining was found to be unnecessary due to the speeds tube trains usually travel at! The fourth train was built with conventional cabs and flat cab ends. This design was carried through to the production 1938 Tube Stock which were based on the flat-fronted trains [3].

The trains were used on the Underground in the late 1930s but were put into storage during the Second World War due to the difficulty in maintaining the non-standard equipment. In 1947 the streamlined trains were converted into trailers to supplement the 1938 Tube Stock fleet, the last remained in service until 1976. The flat fronted trains were used on shuttle trains on the Central Line and for some development work. The last was scrapped in the mid-1970s.

[1] Brian Hardy, Underground Train File Tube Stock 1933-1959 (Capital Trainsport, 2001) p. 59

[2] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p.127

[3] Hardy p. 63

[4] "Streamlined London Tube Trains", Meccano Magazine (February 1937) p. 77

Lion

In the early 1960s British Railways issued a specification for a new Type 4 diesel locomotive, more powerful than earlier types [1]. A number of prototypes were built, privately funded by the manufacturers. The Birmingham Railway Wagon & Carriage Company, in partnership with Sulzer and AEI, built the rather striking prototype Lion. 

Lion passing Tilehurst [4]

Information
Number built:	1
Built:	1962
Builder:	Birmingham Railway Wagon & Carriage Company
Motor:	Sulzer 12LDA28-C diesel
Power:	2, 750 hp (2, 050 kW)
Wheel arrangement:	Co-Co

Lion visually resembled one of the other prototypes, the Class 53 Falcon and the Class 35 Hymek thanks to design supervision from Wilkes & Ashmore. Lion was given a striking but rather impractical all-over white livery, even the underframe and bogies! Mechanically Lion was a development of the Peaks such as the Class 44 though with a twin-bank Sulzer engine and lower weight.

Lion's working life was short, being only used for about a year. Evaluation mostly took place in BR's Western and Eastern regions [2] and not without technical problems [3]. BR decided to award Brush Traction the contract for the Class 47. Lion itself was withdrawn in 1964 and broken up, though the engine was reused in a production Class 47.

[1] David Lawrence, British Rail Designed 1948-67 (Ian Allan, 2016) p. 139

[2] Colin J Marsden, Diesel & Electric Recognition Guide (Ian Allan, 2011) p. 36

[3] Lawrence p. 141

[4] "A study in diesels", Meccano Magazine (February 1964) p. 585

Liverpool Corporation Tramways Baby Grand Car

The Baby Grands were the last of a series of streamlined trams built at the Liverpool Corporation Edge Lane works in the 1930s and early 1940s to modernise the Corporation's fleet. The Baby Grands were a simpler, smaller (and therefore cheaper) single truck (which was EMB built) version of the double bogie Streamliner tram which had a high power consumption [1]. The Baby Grand fleet mostly survived until the end of Liverpool Corporation Tramway in 1957.

245 at the Wirral Tramway Museum

Information
Number built:	100
Built:	1937-42
Builder:	Liverpool Corporation
Motor:	2 BTH 116 electric motors (550v DC OHLE)
Power:	120 hp (89 kW)

Two Baby Grands has been preserved, 245 was one of the trams which took part in the final parade before Liverpool's tram system shut down. It has now been restored back to running order by the Merseyside Tramway Preservation Society. Tram 293, which made the final trips on the tram network, is at the Seashore Trolley Museum in the USA.

245 alongside slightly older trams

Another view of 245

[1] Martin Jenkins & Charles Roberts, Merseyside Transport Recalled (Ian Allan, 2014) p. 27

Class 144 Pacer (Walter Alexander / BREL Derby Local & Secondary Services 2 and 3-car)

The Class 144 Pacer was a follow-on from the Class 143. It has a Walter Alexander built body almost identical to the 143 but with a chassis built by BREL Derby.

Northern 144 008 at Sheffield

Information
Number built:	56 (23 2 and 3-car sets)
Built:	1986-86
Builder:	BREL Derby & Walter Alexander
Engine:	Cummins LTA10-R diesel per car
Power:	450/675 hp (330/495 kW)
Formation:	(2-car) Driving Motor Standard (DMS)+ Driving Motor Standard Lavatory (DMSL) (3-car) DMS+Motor Standard (MS)+DMSL

The Class 144 was ordered for services in West Yorkshire [1]. To cope with an increase in passengers West Yorkshire PTE later ordered 10 extra Motor Standard trailers to augment ten trains to 3-cars. These were the only vehicles in the large Pacer fleet to have no driving cabs. The Class 144 was originally built with Leyland TL11 engines but these were later replaced by Cummins diesels. The original transmission has also been replaced with a Voith diesel-hydraulic system [2].


As with the rest of the Pacer fleet the Class 144s were withdrawn during 2020. One Class 144 was experimentally modified as the Class 144e (for Evolution) to meet future accessibility standards and had an accessible toilet and a new interior/seating [3], however no others were modified to 144e standard and replacement stock was instead ordered. 

Thirteen Class 144s have been preserved with a number of others sold on for non-railway use including a couple which will become school classrooms!

Three car 144 020 at York

Northern 144 013 at Sheffield

Pacer front end comparison: Northern 142 023 and 144 020 at York

Northern 144 017 at Sheffield

[1] Brian Haresnape, Diesel Multiple Units: The Second Generation and DEMUs (Ian Allan, 1986) p. 78
[2] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 127
[3] Colin J. Marsden, Rail Guide 2016 (Ian Allan, 2016) p. 91

Robert Hudson Fordson "Go-Go Tractors"

The Fordson tractor was a mass produced tractor built by the Ford Motor Company from 1917 onwards, Robert Hudson adapted the engine, gearbox and drivetrain to create a locomotive that could run off petrol, diesel and other fuels. The "Go-Go Tractor", as it was referred to, was produced from the 1920s onwards. The Ford engine was connected to the tractor axle via a roller chain. The resulting locomotive was simple, one major drawback was that as it utilised the original tractor gearbox it had three gears in one direction and only one in the other, not so much a problem for an agricultural tractor but a limitation for a bi-direction locomotive.

36863 / 1929 at the Statfold Barn Railway

Information
Builder:	Robert Hudson
Motor:	Ford 4-cyl various fuels
Power:	20 hp (15 kW)
Wheel arrangement:	4wPM or 4wDM

The two Go-Go Tractors pictured operated on petrol or paraffin. Both are preserved at the Statfold Barn Railway and are 610mm gauge.

39924 / 1924 at Statfold Barn, formerly worked at Cairngryffe Quary in Lanarkshire

Another view of 36863

Class 175 Coradia 1000

The Class 175 is part of the Coradia DMU family, along with the Class 180. They were built for long-distance services in Wales and the North West in the early privatised railway years [1]. The fleet was originally operated by First North Western, then Wales & Borders before being transferred to Arriva Trains Wales in 2004. Nowadays they are operated by ATW's successor Transport for Wales. Some were leased to First TransPennine Express for a time.

Transport for Wales 175 008 at Shrewsbury

Information
Number built:	70 (27 2 or 3-car sets)
Built:	1999-2001
Builder:	Alstom Birmingham
Motor:	Cummins N14 diesel per car
Power:	900 hp (670 kW) / 1, 350hp (1, 005kW)
Formation:	(175/0) DMSL (Driving Motor Standard Lavatory)+DMSL (175/1) DMSL+MSL (Motor Standard Lavatory)+DMSL

The Class 175 has two sub-classes, the 175/0 being 2-car sets (eleven sets) and the 175/1 3-car (sixteen sets). All Class 175 cars are powered, and - importantly for long-range routes - have toilets!

Arriva Trains Wales 175 002 at Crewe

TfW 175 008 arrives at Hereford

TfW 175 008 again, this time at Church Stretton

A year earlier 175 008 is in ATW livery at Manchester Piccadilly

TfW 175 003 at Crewe

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2018) p. 164

Class D3/7 (LMS/English Electric 0-6-0 Diesel-Electric)

The Class D3/7 was built for general and hump shunting at Toton (for which they were found to be suited [1]) by the LMS in the late 1930s. The D3/7 did have a notable difference from some of the other pre-war diesel shunters in that it had a long wheelbase jackshaft drive to the wheels.

LMS 7080 on delivery [3]

Information
Number built:	40
Built:	1939-42
Builder:	LMS Derby Works, English Electric
Motor:	English Electric 6KT diesel
Power:	350 hp (261 kW)
Wheel arrangement:	0-6-0

Delivered during the Second World War, the LMS lost many of the class to the War Department. Ten of these never returned from overseas service and survived in the post-war Egyptian and Italian railways. The rest were transferred to British Railways and remained in service until the 1960s. The last was withdrawn in 1967 [2].

Cab view [3]

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984)  p. 27

[2] Colin J Marsden, Diesel & Electric Locomotive Recognition Guide (Ian Allan, 2011)  p. 13

[3] "New LMS Shunting Locomotives", Meccano Magazine (September 1939) p. 554

Class 166 Networker Turbo Express

The Class 166 "Networker Turbo Express" was built alongside its DMU sister class the Class 165 for longer distance routes between London Paddington, Oxford and Newbury. The Class 166 is very similar to the 165 but has a more luxurious interior including first class seating, two toilets, carpeted flooring, air conditioning and more luggage space [1]. They are capable of one hundred and forty five kp/h unlike some 165s which are limited to one hundred and twenty kp/h.

GWR 166 219 at Cheltenham Spa

Information
Number built:	63 (21 3-car units)
Built:	1992-93
Builder:	BREL York
Motor:	Perkins 2006TWH diesel per car
Power:	1, 050 hp (780 kW)
Formation:	Driving Motor Composite Lavatory (DMCL)+Motor Standard Open (MSO)+Driving Motor Standard Lavatory (DMSL)

They were originally operated by Network South East, all 166s are now operated by Great Western Railway (formerly First Great Western).



Originally both driving cars had first class accommodation but in 2014 one DMCL was declassified in order to increase the overall capacity [2]. 

GWR 166 202 at Oxford in First Great Western livery

GWR 166 215 at Ealing Broadway

GWR 166 218 at Reading

GWR 166 219 at Cheltenham Spa

GWR 166 203 at Dorking Deepdene

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 152
[2] Colin J. Marsden (ed.), "Class 166 'Networker Express'", Modern Locomotives Illustrated No. 216 December 2015-January 2016 (Second Generation DMUs Classes 165-185). p. 14

Sheffield Corporation Roberts Car

By the late 1930s most British street tram networks were in an irreversible decline, a decline made much worse by the ravages of the Second World War and the austerity which followed. Unlike most tramways, Sheffield Corporation designed and built a fleet of new tramcars post-war, these were amongst the last to be built in the UK. The first and prototype tram was Jubilee 501, it was built at the Sheffield Corporation's own works in 1946 using whatever materials the workers could get their hands on. The result was a streamlined fully enclosed body with a longer than usual wheelbase with rubber mountings and fluorescent lights.

510 is preserved at Crich

Information
Number built:	36
Built:	1946, 1950-52
Builder:	Sheffield Corporation, Charles Roberts & Co.
Motor:	2 Metropolitan-Vickers 102 DR3 electric motors (500v DC OHLE)
Power:	130 hp (97 kW)

In 1950 a fleet of thirty-five trams was built by Charles Roberts in the same style as 501 but with steel frames and aluminium panels instead of wood like 501. They had rubber and leaf spring suspension and resilient drive gearing for very quiet operation. These were the last trams to be built for Sheffield Corporation and can be considered the ultimate example of the traditional British four-wheel truck street tram. 

However, they had short working lives with the Sheffield Corporation tram network closing in 1960. Two Roberts Cars have been preserved including 510 which was one of the trams to operate in the final procession before closure.

510 in the tramshed at Crich

Class 482 / London Underground 1992 Tube Stock (Waterloo & City)

The Class 482 replaced the 50 year old Class 487 units on the short (2.37km long) Waterloo & City Line [1] in 1992. These days the line is part of London Underground but until 1994 it was part of British Rail (and it's predecessor constituents) [2]. The Class 482s are nearly identical to the 1992 Tube Stock ordered at the same time for the Central Line [3], and indeed were among the first of the combined seven hundred cars that were built [4]. They have some equipment differences such as no Automatic Train Operation (ATO) and Automatic Train Protection (ATP) systems unlike the Central Line trains, the Waterloo & City uses tripcock protection instead.

65501 at Bank

Although each Class 482 is a two-car set (one car being powered) they operate in pairs, semi-permanently coupled. As each two-car set only has a cab at one end they operate in pairs of sets with the cabs at the outer ends.

Information
Number built:	20 (10 2-car sets)
Built:	1992
Builder:	ABB Derby
Engine:	4 Brush LT130 traction motors per car (630v DC fourth rail)
Power:	496hp (368kW)
Formation:	Driving Motor Standard Open (DMSO)+Motor Standard Open (MSO)[+MSO+DMSO]

Originally the Class 482 wore Network South East [5] livery but now they are in standard London Underground corporate livery. Their time as part of BR was pretty short though they kept their NSE colours until a major refurbishment in 2006.

The Class 482s are unique in that their line has no overground portions (the Victoria Line has an above ground depot though all passenger services are underground) and if they require heavy maintenance (such as the above mentioned refurbishment) that cannot be performed at the small underground depot at Waterloo they need to be lifted out by crane!

Unlike their predecessors the Class 487 which used 660v DC third rail the Class 482 uses 630v DC fourth rail like the rest of the London Underground. At the time of manufacture the Class 482 (and 1992 Stock) were highly advanced EMUs though have had their fair share of technical problems. One major problem occurred on the Central Line in 2003 when a traction motor broke off the bogie of a train causing a derailment. All of the stock on the Central and Waterloo & City Lines was taken out of service for some time for the replacement of worn and faulty bolts.

The trains will probably be replaced as part of the Deep Tube Upgrade in the 2030s.

The Waterloo depot can be seen in the background

Aboard, note the handrails in Waterloo & City cyan

Arrival at Bank

[1] Ben Muldoon, London Underground Rolling Stock Guide (Ian Allan, 2014) p. 69
[2] John Glover, London's Underground (12th Edition) (Ian Allan, 2015) p. 76
[3] Colin J Marsden, DMU and EMU Recognition (Ian Allan, 2013) p. 364
[4] John C. Gillham, The Waterloo & City Railway (Oakwood Press, 2001) p. 388
[5] John Glover, London Underground Rolling Stock in Colour (Ian Allan, 2009) p.88

Class 251/261 Blue Pullman (Metropolitan-Cammell 2,000hp Diesel-Electric)

The Blue Pullman was a luxury train which replaced steam locomotive hauled Pullman carriages. Five sets were built for services in BR's London Midland Region (the Midland Pullman) between London St Pancras and Manchester Central and Western Region services (Western Pullman) from London Paddington to the Midlands, South West and Wales. As a precursor to the High Speed Train in the 1970s, the Blue Pullman consisted of two power cars with coaches in between, though the two power cars at either end did have some passenger capacity unlike the later Class 43 HST power cars.

An LMR 6-car set [3]

Information
Number built:	36 (2 6-car and 3 8-car sets)
Built:	1959-60
Builder:	Metropolitan-Cammell
Motor:	2 NBL/MAN L12V18/21BS diesels
Power:	2, 000 hp (1, 500 kW)
Formation:	(6-car) DMBF (Driving Motor Brake First) + Motor First Kitchen (MFK) + TF (Trailer First) + MFK + DMBF (8-car) DMBF + MS (Motor Parlour Second) + TF + TF + Trailer First Kitchen (TFK) + MS + DMBF

The Blue Pullmans entered service in 1961. The trains were designed to be as luxurious as possible in the long-established (though somewhat old fashioned) Pullman tradition with sound proofing and air conditioning. However, a major problem with the trains was ride quality especially at the train's top speed of 90 mp/h (145 km/h) and engine reliability. One interesting feature of the trains was that only one bogie in the power car was powered, the bogie in the adjacent trailing carriage (an MFK or MS) also being powered.

With the electrification of the West Coast Main Line in the late 1960s the two LMR sets were transferred to augment the WR fleet. These two six-car sets had multiple-unit jumper cables added [1] so they could form a twelve-car train (some seating was converted to second class). The Blue Pullmans were withdrawn in 1973 due to being non-standard and always underpowered. One plan for the Blue Pullmans was to convert them to gas turbine operation in the late 1960s with new bogies but this came to nothing [2]. The power cars were TOPS classified as Class 251, the non-driving motor cars Class 261.

Two WR Pullmans at London Paddington, photo by M. Edwards [4]

Midland Pullman passes through Mill Hill, photo by J.A. Fleming [5]

Midland Pullman approaches London St Pancras, photo by M. Edwards [6]

[1] Brian Haresnape, High Speed Trains (Ian Allan, 1983) p. 30

[2] Ibid. p. 8

[3] Meccano Magazine Vol. XVLI No. 3 (March 1961) p. 76

[4] Meccano Magazine Vol. XLV No.12 (December 1960) p. 604

[5] Meccano Magazine Vol. XVLI No. 11 (November 1961) p. 404

[6] Meccano Magazine Vol. XLVI No. 11 (October 1961) p. 351

Llandudno and Colwyn Bay Electric Railway

The Llandudno and Colwyn Bay Electric Railway opened in 1907 (though did not take this name until 1909). It operated an electric tram service between Llandudno and Rhos-on-Sea, with an extension to Colwyn Bay in 1908. The tramway was narrow gauge (1, 067mm) and had a route length of thirteen kilometres. The initial fleet of trams was a batch of fourteen single decker interurban style trams built by the Midland Carriage & Wagon Company of Shrewsbury. These had twin Mountain & Gibson bogies with two passenger compartments (one for smokers) [1]. These trams were replaced in the mid-1930s.

Information for original bogie cars
Number built:	14
Built:	1907
Builder:	Midland Carriage & Wagon Company

Later trams the company operated came from a variety of manufacturers including English Electric who built a couple of toast rack style cars. The company also purchased a number of second-hand tram cars from the Leamington & Warwick, Darwen Corporation and Accrington Corporation tram companies.

The tram network suffered terribly from storm damage in early 1952. More storm damage occurred the following year. The company began to convert to motor buses, despite local opposition, with the final closure of the tramway in March 1956.

Colwyn Bay tram [2]

[1] Stephen Lockwood, Llandudno & Colwyn Bay Tramway (Middleton Press, 2007) Fig. 105

[2] "Colwyn Bay tram" by Geoff Charles, National Library of Wales collection https://www.flickr.com/photos/llgc/16464530624

Windhoff Multi Purpose Vehicle (MPV)

The fleet of Multi Purpose Vehicles has, as the name suggests, a number of roles on the British railway network. A key role being rail cleaning and weed killing. The vehicles were bought by Railtrack to allow the withdrawal of a variety of ex-revenue earning vehicles performing these roles [1] and are based off Windhoff's Cargosprinter unit.

DR98904 RHTT duties through Huyton

Information
Number built:	32
Built:	1999-
Builder:	Windhoff
Motor:	2 Railpac diesels
Power:	710 hp (530 kW)
Wheel arrangement:	Bo-Bo

MPVs usually operate in pairs, one of the units being unpowered. Most of the vehicle (apart from the cab) is a flat bed - the engine, transmission and other machinery being under the floor in the manner of a DMU. This allows for equipment modules or pods to be installed as per the duty required, such as tanks for rail head cleaning (RHTT) duties.

Similar vehicles perform a variety of other duties on the network such as the double ended High Definition Switches & Crosses Video Inspection Train.

DR98909 on RHTT duties at Erdington

DR98958 at Leamington Spa

Another view of RHTT at Huyton

[1] Colin J Marsden, Rail Guide 2016 (Ian Allan, 2016) p. 218

Kinlochleven Works Electric Locomotives

An aluminium smelter was built at Loch Leven in the Scottish Highlands in the early 20th century. Part of the work involved the creation of a dam to produce electricity for the smelter but there was plenty of surplus electricity. The village of Kinlochleven, where most of the workers lived, became the first village in the world to be supplied with electricity. Electricity also powered a short (just less than a mile long) railway which ran from the smelter to a quay at the head of Loch Leven. The railway, which was the first electric railway in Scotland, opened in 1906. Two locomotives were built for the 914mm gauge railway by Dick, Kerr. 

Information for original locomotives
Number built:	2
Built:	1906
Builder:	Dick, Kerr of Preston
Motor:	2 Dick, Kerr electric motors (550v DC OHLE)
Power:	70 hp (52 kW)
Wheel arrangement:	4wWE

The locomotives were powerful for their size. They could haul up to 30 tons. They were joined by two other, similarly powered, locomotives built by Metropolitan-Vickers in 1947. The railway was closed in 1960. 

One of the locomotives at work [1]

[1] "The Kinlochleven Works of the British Aluminium Company", The Electrical Journal (December 4 1908) p. 297

Class 90

The Class 90 were the last locomotives ordered by BR before sectorisation [1]. The Class 90 was a development of the Class 87 (and indeed originally were to have been called the Class 87/2 - though the final result was sufficiently different to lead to the creation of a new class). They replaced the first generation AC Electric locos Classes 81-85s. The Class 90s are mixed traffic locomotives and have been used on express passenger and heavy freight services [2]. These days usually the latter.

Freightliner 90 049 heads through Stafford

Information
Number built:	50
Built:	1987-90
Builder:	BREL Crewe
Engine:	GEC G412CY traction motors (25kV AC OLHE)
Power:	5, 000 hp (3, 728 kW) - continuous 7, 860 hp (5, 861 kW) - maximum
Wheel arrangement:	Bo-Bo

As built they were capable of 110mp/h but just over half the class became dedicated freight locomotives (Class 90/1) with the top speed reduced to 75mp/h, on these locomotives the electric train heating was also isolated and the brakes improved. After privatisation these were eventually converted back to 90/0 (though some were reclassified as 90/2 for a time).


The Class 90 currently serves with Locomotive Services, Freightliner and DB Cargo. They have also served with Grand Central, Greater Anglia, GNER and Virgin Trains in the past. One example, 90 050, is out of service following a fire.

Freightliner 90 042 heads through Stafford light engine

DB 90 040 and friend head through Stafford

90 026 leads a convoy through Bletchley

Freightliner 90 046 and friend head through Stafford

Another double header though Stafford! This one led by DB 90 024

[1] Gavin Morrison, AC Electric Locomotives (Ian Allan, 2013) p. 59
[2] Colin J Marsden, Traction Recognition (2nd Edition) (Ian Allan, 2008) p. 90