Freightliner (ex ?) Class 86 electric locomotive 86637 in the workshops of West Coast Railways in the old Carnforth locomotive depot.

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CLASS 86 electric locomotives from Wiki https://en.wikipedia.org/wiki/British_Rail_Class_86
The British Rail Class 86 is a class of electric locomotives built during the 1960s. Class 86 electric developed as a 'standard' electric locomotive from earlier prototype models, one hundred of these locomotives were built from 1965 to 1966 to haul trains on the then newly electrified West Coast Main Line (WCML) from London Euston to Birmingham, Crewe, Liverpool, Manchester and later Glasgow and Preston. Introduction of the class enabled the replacement of many steam locomotives, which were finally withdrawn by British Rail in 1968.

Under the earlier BR classification system, the Class 86 electric type was given the designation AL6 (meaning the sixth design of AC locomotive) and locomotives were numbered E3101–E3200. In 1968, this was changed to Class 86 when British Rail introduced the TOPS classification system. The class was built to haul passenger and freight trains alike on the West Coast Main Line; however, some members of the class also saw use on the Great Eastern Main Line (GEML) between London Liverpool Street and Norwich, after the remainder of the line north of Colchester was electrified in the mid-1980s. The type has had a generally long and successful career, with some members of the class seeing main line service lives in the UK of up to 55 years. Most regular passenger duties of the class came to end on both the WCML and the GEML in the early-to-mid-2000s, after a career of up to 40 years.

Some members of Class 86 electric remained in use for charter work and for freight work with Freightliner until 2021. A number of the class were exported to Bulgaria and Hungary and remain in use. As of 2022, three Class 86s remain preserved in usable condition in the UK; all are in private ownership. Development and construction. The class was developed as a result of experience with the earlier prototype classes 81, 82, 83, 84 and 85; these had been produced by different manufacturers in the early days of the WCML electrification, as test-beds for locomotive development. The AL6 featured design elements pioneered on the earlier classes, such as the general construction of the bodies and bogies, and control systems. However, some design features were unique, such as the squarer front ends (as opposed to the raked back noses of the earlier designs), the lack of a second pantograph and the cooling fans, which were redesigned to produce less noise than the earlier locos. A major departure from the designs of the earlier prototype locomotives came in the use of axle-hung, rather than frame mounted traction motors; this feature would later prove very problematic for the class.

The order for 100 Class 86 electric locomotives was placed in 1963; it was split between two manufacturers, with the English Electric Vulcan Foundry in Newton-le-Willows building 60 locomotives and British Rail Doncaster Works producing 40. The Doncaster and Newton-built locomotives were not identical; the Newton-built versions had a power output of 3,600 hp (2,685 kW), whilst the Doncaster-built examples were rated at 4,000 hp (2,983 kW), due to a different design of traction motor. British Rail service. The Class 86 electric was introduced officially into service in August 1965; the entire fleet was delivered within 24 months of that date. In the early years, the locomotives became notorious for rough riding, and causing track damage, being fitted with axle-hung traction motors in place of the bogie-frame-mounted motors of the earlier designs; this additional unsprung mass was causing damage at speeds in excess of 90 mph (145 km/h).

In 1969, E3173 was fitted experimentally with the large helical 'flexicoil' springs. Trials carried out under the direction of the British Rail Research Division proved successful and the modification was applied gradually in phases to the whole fleet. As a result, the first batch of Class 86s were modified with improved suspension and, from 1971 onwards, Class 86 electric locomotives were renumbered progressively into two subclasses; 86/0 (numbers 86001–86048), which remained in as-built condition, and had their maximum speed reduced from 100 mph (161 km/h) to 80 mph (129 km/h) and which were generally restricted to use on freight and slower passenger services, and subclass 86/2 (86204–86252), which were fitted with the improved suspension and retained the 100 mph maximum speed. Within a short time, a further batch was modified to the new specification and renumbered accordingly; 86040–86048 became 86253–86261.

In 1970, locomotive E3173 was also fitted experimentally with a streamlined nose cone made from fibreglass; this was to assist BR's research into aerodynamics and high-speed running for their new Advanced Passenger Train and High Speed Train, which were under development. The locomotive was tested on the WCML in the Tring area; it reportedly reached speeds of 129 mph (208 km/h), which made it the first BR locomotive to beat Mallard's speed record. The record was not publicised however, as BR did not want the event to overshadow their new trains. At the same time, three Class 86s were converted into 5,000 brake horsepower (3,728 kW) test-bed locomotives for development of the Class 87; they were numbered initially to 86201–86203, refitted with BP9 bogies but were renumbered quickly to a new 86/1 subclass; 86101–86103. These Class 86 electric locomotives were capable of 110 mph (177 km/h) running. The most obvious visual difference between the classes is that the Class 86 has a windscreen with three windows, whereas the Class 87 only has two; likewise, the Class 86 was fitted with headcode boxes (later plated over) while the Class 87 was built without them. By the late-1970s, there was a need for more locomotives capable of operating at 100 mph. To achieve this, nineteen 86/0s were modified by the use of SAB resilient wheels, a new design of wheel in two sections separated by a rubber bearing, which allowed their top speed to be raised.

The converted locos (86011–86029) were renumbered into the 86/3 series (86311–86329). As the SAB wheels were found to be insufficient for preventing track damage, in 1984 BR decided to refit all of their remaining 86/0 and 86/3 locos with flexicoil suspension, and by the mid-1980s all of the modified 86/0s and 86/3s were renumbered again as 86/4s, allowing a standardised fleet capable of 100 mph running. Further electrification of the Great Eastern Main Line in the 1980s beyond Colchester needed] to Harwich, Ipswich and Norwich saw the class employed on passenger trains from London Liverpool Street to these locations; Ipswich was energised in 1985 and Norwich in 1987. Class 86s would operate inter-city passenger services to Norwich and boat trains to Harwich until 2005, when they were replaced fully by Class 90s. In addition, many of the freightliner trains to Felixstowe were also hauled as far as Ipswich by Class 86 locomotives working in multiple. The West Anglia Main Line from Liverpool Street to Cambridge was also electrified at the same time and Class 86s hauled services on this route from 1987 until 1989. A later development of Class 86 electric saw Class 86/2 and 86/4 locomotives fitted with time-division multiplexing to enable them to operate push-pull passenger trains. The main benefit of this was the requirement for fewer locomotives; for example, a second locomotive would otherwise have to join at the other end of the train after arrival at terminal stations to lead the train's onward journey. 52 Driving Van Trailers were manufactured and introduced to the WCML in 1988 to enable push-pull trains.

Driving Brake Standard Opens were transferred later from Scotland to the GEML to work with their Class 86/2s. The 86/4s were already fitted with an older multiple-working system and this was gradually phased out after TDM was fitted across the fleet. Sectorisation of British Rail in the late 1980s, saw the fleet split up again; the 86/2s were dedicated to the InterCity sector for use on express passenger trains, whilst the majority of the 86/4 subclass were dedicated to freight and parcels traffic. As a result, many had their electric train heating isolated and were re-geared to a lower maximum speed of 75 mph (121 km/h), these were usually operated in pairs on long-distance freight services. These Class 86 electric locomotives were reclassified as a new subclass 86/6. Eight Class 86/2 locomotives were also dedicated to freight work and were reclassified as Class 86/5, being renumbered into the range 86501–86508. However, the InterCity sector of BR decided that it wanted these locomotives back, so they were soon renumbered back to Class 86/2s.[10] For a period of one year starting on 10 May 1992, six Class 86/6s were returned to Parcels use. All six remained in Railfreight's Triple Grey livery.

The late 1980s also saw the introduction of many new liveries. The Class 86 electric had previously worn rail blue when built with cast lion-and-wheel emblems, but this was replaced by the standard BR Blue livery from 1967 with a cast-metal double arrow symbol. The first new livery was introduced by the InterCity sector in 1984 with the unveiling of an 'InterCity Executive' livery, with dark grey upper body, tan lower body separated by red and white stripes, with wrap around yellow cabsides and yellow cab roofs. InterCity undertook a rebranding of InterCity Swallow livery in 1987 on InterCity 125s, Class 90s and Class 91s, which were in the final stages of construction. Class 86/4s were still used on a mixed traffic basis on InterCity express trains, parcels, Speedlink and Freightliner traffic, so a modernised version of InterCity livery was used, commonly known as 'Mainline' livery. The red and white stripes and tan bands covered the whole bodyside, and the roof was dark grey. The whole of the ends were painted yellow, although some were repainted dark grey around the front windows. It wasn't until 1990 that the first Class 86 received InterCity Swallow livery, when a full sector ownership was established. The Railfreight sector introduced its new two tone grey livery in 1987, initially without sub-sector logos due to shared operations on Speedlink and Freightliner duties. Four Class 86s received Railfreight General logos from June 1988, but all Class 86/6 locomotives carried Railfreight Distribution livery beginning in January 1990. Finally, the parcels sector introduced a new red and grey livery with repaints from July 1990 to July 1991, which was replaced with Rail Express Systems livery applied between December 1991 to February 1995.

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A brief history of Class 86 electric locomotives

The British Rail Class 86 was the first truly standardised AC electric locomotive fleet in the UK, built in 1965–66 for the newly electrified West Coast Main Line and later adapted into multiple sub‑classes as its design evolved.

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Origins and Purpose of the Class 86 electric locomotives (Early–Mid 1960s)

The Class 86 emerged from British Rail’s programme to electrify the West Coast Main Line (WCML) from London Euston to the Midlands and North West. It was conceived as the AL6 design—the sixth AC electric locomotive type—following lessons learned from the earlier Classes 81–85.

• 100 locomotives were built between 1965–1966.

• Construction was split between English Electric (Vulcan Foundry) and BR Doncaster Works.

• Original numbers: E3101–E3200 (renumbered under TOPS in 1968 as Class 86).

Their introduction allowed BR to retire the last steam locomotives on the WCML by 1968.

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Design and Technical Characteristics of the Class 86 electric locomotives

The Class 86 was intended as a standard Bo‑Bo 25 kV AC locomotive for both passenger and freight work. Key features included:

• Rectangular body with sloped windscreens (distinct from earlier AC classes).

• Single pantograph (Stone‑Faiveley or later Brecknell Willis).

• Traction motors: 900 hp (EE‑built) or 1,000 hp (Doncaster‑built).

• Power output: 3,600–5,000 hp depending on sub‑class.

• Top speed: 100–110 mph after upgrades.

Early Problems: Track Damage

The locomotives were initially fitted with axle‑hung traction motors, creating high unsprung mass and causing track damage at 100 mph.

• In 1969, locomotive E3173 was experimentally fitted with Flexicoil suspension, earning the nickname “Zebedee”.

• Successful trials led to fleet‑wide suspension upgrades.

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Sub‑Classes and Modifications of the Class 86 electric locomotives (1970s–1980s)

Class 86/0

• Unmodified early locomotives.

• Restricted to 80 mph.

Class 86/1

• Three locomotives uprated to 5,000 hp and 110 mph as testbeds for the future Class 87.

• Renumbered 86101–86103.

Class 86/2

• Main passenger sub‑class after suspension improvements.

• 100 mph capability.

Class 86/3

• Modified for Great Eastern Main Line (GEML) passenger work in the 1980s.

• Used on London Liverpool Street–Norwich services.

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Operational Career of the Class 86 electric locomotives

West Coast Main Line (1960s–2000s)

The Class 86 became the backbone of WCML electric traction, hauling:

• Inter‑city expresses

• Freightliner services

• Parcels and mail trains

Great Eastern Main Line (1980s–2000s)

Following electrification of the GEML, Class 86s handled:

• Norwich expresses

• Harwich boat trains

• Freightliner services to Felixstowe (often in multiple).

Sectorisation and Privatisation of the Class 86 electric locomotives

Operators included:

• InterCity, Railfreight, Anglia Railways, Virgin, EWS, Freightliner.

Freightliner remained the final major UK user, withdrawing the last examples in 2021.

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Exports and Preservation of the Class 86 electric locomotives

After withdrawal, many locomotives were sold abroad:

• Bulgaria and Hungary continue to operate Class 86s.

• Three are preserved in working order in the UK.

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Why the Class 86 electric locomotives matters

• First standardised AC electric fleet in Britain

• Long service life—up to 55 years for some units

• Key transitional design, bridging early AC prototypes and later high‑performance classes like the 87 and 90

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