A total of thirty Class 67 locomotives were built between 1999 and 2000 by Alstom, in Spain, for English, Welsh & Scottish Railway (EWS). These Bo-Bo configured diesel electric locomotives have a large fuel capacity, electro-pneumatic brakes and a top speed of 125mph (200km/h). The bodyshell is a monocoque load bearing Alstom design, whilst the bogies, also designed by Alstom, are of an "H" frame design, The engine, traction motors and control electronics are the same as those used in the Class 66, but differ in that the traction motors are frame mounted, rather than axle hung, to reduce unsprung mass. The gear ratios have also been increased, allowing higher speeds and the cab is designed around a central driving position. The Class 67 locomotives are able to supply electric head-end power for passenger train heating and air-conditioning and are equipped for buffer and screw coupling, as well as also coupling via a buckeye coupler, attached on a swing arm mount.

The first locomotive to be delivered was 67003, arriving in October 1999, but plans for a rapid acceptance into service were delayed by loading gauge issues. The high axle load of the locomotive caused an initial speed restriction to 110 mph and modifications to the bogies were required, all thirty units being modified by June 2003. Designed to replace the ageing Class 47s on high speed mail and passenger services, the fleet was originally allocated to Cardiff Canton, Toton and Bristol, but with the demise of the Rail Mail services between 2003 and 2005, the locomotives became redundant after only five years’ service. Sent to storage for future needs, gradually they were moved to freight duties and during the winter months they had a role as 'top and tail' treatment trains for clearing leaves and ice from tracks.

The locomotives have also been used as 'Thunderbird' rescue locomotives for failed trains on the ECML, on some freight train diagrams and as a popular hire for use on chartered tourist trains. Two of the Class, 67005 and 67006, were re-liveried in Royal Claret for hauling the Royal Train when required and in October 2007, 67029 was dedicated 'Royal Diamond' at Rugeley Trent Valley to celebrate the Diamond Wedding Anniversary of Queen Elizabeth II and the Duke of Edinburgh. Some Class 67 locomotives were moved to the West Highland route for sleeper duties, but the slower speeds and frequent braking required on this route caused problems with the seizing up of brake blocks, only rectified by imposing a maximum speed limit of 80mph and fitting cast iron brake blocks.

Five locomotives were also dedicated to Wrexham & Shropshire's services until it ceased operating in January 2011 and Chiltern Railways took the opportunity to bring those locomotives in to haul passenger sets from December 2010. Additionally, in March 2012, Arriva Trains Wales leased three Class 67s from DB Schenker to replace its Class 57s on its North-South Wales Premier Service. In March 2015, 67004 was re-painted in an all over Midnight Teal livery with Highland Stag Branding and re-named ‘Cairn Gorm’, ready for service on the Serco Caledonian Sleeper, a contract that is due to run for the next 15 years.

The last mainline diesel locomotive type built for British, the Class 60 arose from the arrival, and subsequent success, of the Class 59 locomotive. With a haulage capacity and reliability superior to the Class 31, 37 and 47 locomotives in sector service at the time, Trainload Petroleum, Metals, Construction and Coal were prompted to lobby for a new UK designed locomotive to match it. British Rail Board eventually secured the necessary treasury and following a difficult procurement process, the contract was finally awarded to Brush Electrical Machines of Loughborough on May 17, 1988 for 100 locomotives.

Brush’s design incorporated many features from the Class 59’s specification, as well as their own Sepex traction control system, tested on the Class 58, to improve adhesion. The Class 60s were geared for a maximum speed of 62 mph, the power units being 8 cylinder, 145 litre Blackstone 8MB275T diesel traction engines built by Mirrlees at their Stockport works, delivering a maximum power output of 3,100hp at 1000rpm. The bodyshell, shared with the Class 92 locomotives, was of a monocoque, stressed skin construction with diagonal trusses, the external bodywork providing support for the internal components and all were built by Procor (UK) of Wakefield.

The first locomotive was handed over to Railfreight on time in June 1989, but extensive teething problems (many involving computer software) meant that it took 16 months before the first of the Class were accepted and nearly 4 years to introduce all 100 of the Class 60 locomotives to service. By the time the Class 60 fleet entered service, Trainload’s Sector businesses had given way to “shadow” privatisation and the formation, in 1994, of Loadhaul, Transrail and Mainline Freight with the Class 60 fleet split equally between them. English, Welsh and Scottish Railway bought the whole Class 60 fleet as part of British Railway’s privatisation, reallocating the entire Class 60 fleet to Toton as a cost cutting measure and to pool common parts. By 2003/4, a number of locomotives were stored as surplus to operational requirements.

In 2007 EWS became part of DB Schenker and at the end of October 2010, the entire Class 60 fleet was mothballed, with the exception of 60040 The Territorial Army Centenary and 60074 Teenage Cancer Trust. By the end of 2011, two more locomotives were returned to service, followed by an announcement that twenty one further Class 60s were to be overhauled in 2012, this being completed by the end of 2013. In June 2014, Colas Rail purchased ten locomotives and by February 2016 there were twenty four operational locomotives.

Previously named John Logie Baird, locomotive 60066 was accepted into service by British Rail on August 22, 1991, being allocated to Immingham TMD in Trainload Coal Livery. Following its appearance in Drax’s ‘Powering Tomorrow’ livery, for use with the new Biomass wagons, 60066 was moved to storage at Toton TMD in March 2014 following damage sustained at Liverpool bulk terminal.

67023 Stella was built at Alstom's Valencia works in May 2000, entering traffic with EWS, under lease from Angel Trains. Subsequently, DB Schenker Rail UK (now DB Cargo UK) took ownership and in October 2016 offered 67023, with 67027, for sale.

Colas Rail purchased the pair in early 2017 for the haulage of high speed test trains for their Network Rail contract, repainting them in Colas orange, yellow and black livery in April 2017.

Ruston & Hornsby Ltd, of Lincoln, was formed as the result of the merger between Ruston, Proctor & Co. Ltd and Richard Hornsby & Sons Ltd on September 11, 1918 and their first narrow gauge diesel locomotive left the works on September 1, 1931. In the summer of 1932, production was moved to the larger Boultham Works, where the firm were eventually to become Britain’s largest builder of diesel locomotives, with over 6,500 being built by the time production ceased in 1969. Almost as soon as the firm’s 44/48HP 0-4-0 locomotives were making an appearance, an upgraded, more powerful 0-4-0 was on the drawing board. Although many of the features of the 44/48HP were retained for the new 80/88HP, such as the chain drive and running gear, a new type of transmission was fitted, along with Westinghouse airbrakes.

The new power unit, Ruston’s own 4VPB, delivered 80BHP at 1000rpm and was later supplanted by Ruston’s improved 4VPH that delivered 88BHP, but it required compressed air to be injected into the cylinders to be able to start. While running, an air reservoir was kept charged via the braking system, but after standing idle for a period the reservoir depleted and a secondary source was required to recharge the reservoir. This was achieved by fitting a small, secondary 1½HP ‘donkey’ engine, giving rise to a distinctive raised cover on the right hand side of the engine compartment that differed in size and placement depending on the make of engine used. Two basic weight options were offered for the 80/88HP, of 17 tons and 20 tons, the difference being achieved by attaching weights to the outside frames, as well as to the front and rear buffer beams.

In 1941, Ruston’s locomotive classifications were changed, with the 80/88HP becoming 88DS (with the narrow gauge versions being assigned the DSM and DSN suffix, and the broader gauges assigned DSW). Outward appearance changes to the ‘standard’ locomotives were mainly confined to the cab area, with examples from mid-1947 replacing the open cab with a fully enclosed cab that featured several ad-hoc styles of front window. The final 88DS, 518494, left Boultham Works on 29 November 1967, bringing to an end a production run of 271 locomotives. Ruston 421415 was built new for the North British Distillery Co. Ltd, being delivered in March 1958 to their distillery in the Gorgie district of Edinburgh, around the period when the distillery was expanding to include the former Edinburgh Corporation Tramways depot. In 1973, the locomotive was donated to the fledgling Fife Railway Preservation Group, who located it at the Lochty Private Railway until it’s demise in 1994. 421415, now numbered NBD No. 4, has now been restored and wears the livery of the North British Railway.

Ruston & Hornsby Ltd, of Lincoln, was formed as the result of the merger between Ruston, Proctor & Co. Ltd and Richard Hornsby & Sons Ltd on September 11, 1918 and their first narrow gauge diesel locomotive left the works on September 1, 1931. In the summer of 1932, production was moved to the larger Boultham Works, where the firm were eventually to become Britain’s largest builder of diesel locomotives, with over 6,500 being built by the time production ceased in 1969. Almost as soon as the firm’s 44/48HP 0-4-0 locomotives were making an appearance, an upgraded, more powerful 0-4-0 was on the drawing board. Although many of the features of the 44/48HP were retained for the new 80/88HP, such as the chain drive and running gear, a new type of transmission was fitted, along with Westinghouse airbrakes.

The new power unit, Ruston’s own 4VPB, delivered 80BHP at 1000rpm and was later supplanted by Ruston’s improved 4VPH that delivered 88BHP, but it required compressed air to be injected into the cylinders to be able to start. While running, an air reservoir was kept charged via the braking system, but after standing idle for a period the reservoir depleted and a secondary source was required to recharge the reservoir. This was achieved by fitting a small, secondary 1½HP ‘donkey’ engine, giving rise to a distinctive raised cover on the right hand side of the engine compartment that differed in size and placement depending on the make of engine used. Two basic weight options were offered for the 80/88HP, of 17 tons and 20 tons, the difference being achieved by attaching weights to the outside frames, as well as to the front and rear buffer beams. In 1941, Ruston’s locomotive classifications were changed, with the 80/88HP becoming 88DS (with the narrow gauge versions being assigned the DSM and DSN suffix, and the broader gauges assigned DSW).

Outward appearance changes to the ‘standard’ locomotives were mainly confined to the cab area, with examples from mid-1947 replacing the open cab with a fully enclosed cab that featured several ad-hoc styles of front window. The final 88DS, 518494, left Boultham Works on 29 November 1967, bringing to an end a production run of 271 locomotives. Ruston 432478 was built new for British Railways, being delivered in January 1959 to the North Eastern Region Civil Engineers Department at the Leeman Road Permanent Way Stockyard in York, one of six Ruston & Hornsby 88DS locomotives built for British Railways which were distributed between York, Dinsdale Depot, Etherley Tip, Crofton, Hartlepool and Darlington. As well as working shunting duties at Leeman Road, 432478 also worked at the York Central Concrete Depot, which is now the site of the Railway Museum’s main visitor car park.

Founded as Ally & MacLellan, Glasgow in 1875 and then later known as the Sentinel Waggon Works Ltd, the company went through various place and name changes until in 1957 Sentinal (Shrewsbury) Ltd was obtained by Rolls-Royce. At that time Sentinel were producing steam locomotives and lorries, but the manufacturing of these vehicles ceased in 1958. In 1959 Sentinel produced a prototype diesel shunter which was operated on the military controlled Shropshire & Montgomeryshire Railway. In total 17 were produced and operated quite successfully during that year.

1963 saw the introduction of the 34 ton chain drive 4 wheel Rolls-Royce diesel powered Sentinel shunter rated at 233 bhp which was later uprated to 255bhp. As time progressed the design was modified with all manner of variations, including 6 and 8 wheel coupled locomotives which found service in collieries, dockyards, quarries and foundries, with others being exported and operated on Portuguese Railways. Over the years, as these locomotives were retired, many found their way on to preserved railways where they continue to provide stalwart service. This locomotive has had various roles and owners over the years before ending up in the hands of London Carriers International, based at Paddock Wood in Kent. London Carriers International operated a large rail fitted warehouse and used their sentinel to move goods dropped off by BR trains into and around the ½ mile long building. Supposedly the exhausts produced at start-up regularly set off the buildings fire alarms and so the locomotive was quickly sold on to the East Lancashire Railway.

Founded as Ally & MacLellan, Glasgow in 1875 and then later known as the Sentinel Waggon Works Ltd, the company went through various place and name changes until in 1957 Sentinel (Shrewsbury) Ltd was obtained by Rolls-Royce. At that time Sentinel were producing steam locomotives and lorries, but the manufacturing of these vehicles ceased in 1958. In 1959 Sentinel produced a prototype diesel shunter which was operated on the military controlled Shropshire & Montgomeryshire Railway.

In total 17 were produced and operated quite successfully during that year. 1963 saw the introduction of the 34 ton chain drive 4 wheel Rolls-Royce diesel powered Sentinel shunter rated at 233 bhp which was later uprated to 255bhp. As time progressed the design was modified with all manner of variations, including 6 and 8 wheel coupled locomotives which found service in collieries, dockyards, quarries and foundries, with others being exported and operated on Portuguese Railways. Over the years, as these locomotives were retired, many found their way on to preserved railways where they continue to provide stalwart service. Locomotive build No. 10089 was constructed in 1962 before undergoing a complete refurbishment in 2007 to be delivered to Hitachi for shunting work at Ashford, primarily involving the high speed class 395 ‘Javelin’ EMUs. The locomotive was named after the chairman of Hitachi Europe, 'Chiaki Ueda'.

The Class 87 locomotive design resulted from a requirement for a more powerful mixed traffic electrical locomotive by British Rail, needed to cope with the route gradients of the West Coast Main Line between Weaver Junction and Glasgow. Electrification had been newly authorised over this section in 1970 and was scheduled for completion by May 1974, leaving little time to design a completely new locomotive from scratch and so British Rail decided to base the new class on the existing Class 86 locomotives.

The British Railways Board placed an order for thirty four locomotives, later to be increased to thirty six, with British Rail Engineering Ltd at Crewe, GEC Traction providing the electrical equipment. Designed from the outset to work in pairs, as well as in parallel with the Class 86 fleet, the Class 87 was broadly similar to the Class 86 in terms of layout and styling, but mechanically it was a very different. Immediately identifiable by its new twin windscreen cab, multiple-unit control cables and a redesigned BP9 bogie with Flexicoil suspension, the new locomotives were assembled during 1973-74 and were geared for 110mph running on the WCML, being able to haul 450 ton passenger trains, or 750 ton freight trains single handed. With a power rating of 5000hp, they were to be the most powerful locomotives to run under British Rail until the late 1980s. The first locomotive, 87001, entered traffic in June 1973, the remainder of the fleet being deployed in the general West Coast pool as they entered service, operating Euston to Preston services as the WCML’s electrification spread north. On April 22, 1974 the new West Coast ‘Electric Scot’ service was introduced, marking a major launch for the class and journey times from London-Glasgow were cut to just five hours.

When British Railways reversed its locomotive naming policy in 1977, the class were given the generic title of ‘Royal Scot’ and named from a selection of famous steam hauled predecessors. Sectorisation of the railways in the late 1980s/early 1990s meant rail freight operations were wound down and the fleet were engaged solely on passenger services. Following complete privatisation in the mid-1990s, Porterbrook leasing took over ownership of the fleet, but the introduction of the Pendolino trains led to the Class 87s being withdrawn from the core InterCity routes and complete withdrawal began in 2003, with 87016 being the first to be dismantled in November 2004. The last mainstream locomotive hauled service took place on June 10, 2005 and Porterbrook began to look at how best to employ the locomotives, spells with DRS, Cotswold Rail and First GBRf ensuing. The fleet, not being fitted with On Train Monitoring and Recording (OTMR) could not operate beyond January 1, 2008 and were finally withdrawn from service, some going to Bulgaria between 2008 and 2012. No. 87006 entered traffic in November 1973 and was named ‘City of Glasgow’ between December 1977 and 1987. After this it was briefly named ‘Glasgow Garden Festival’ until 1989 at which point it returned to being called ‘City of Glasgow’ until 1997.

In 1984, 87006 and 87012 were selected to trial new liveries in advance of an improved 110mph service on the WCML. 87006 received a version of the large-logo livery, but with dark grey as the base colour rather than Rail Blue, while 87012 received a version of the APT-P livery, which became known as InterCity Executive livery. In 2009 87006 was one of the class to be exported to work for the Bulgarian Railway Company.

The Class 87 locomotive design resulted from a requirement for a more powerful mixed traffic electrical locomotive by British Rail, needed to cope with the route gradients of the West Coast Main Line between Weaver Junction and Glasgow. Electrification had been newly authorised over this section in 1970 and was scheduled for completion by May 1974, leaving little time to design a completely new locomotive from scratch and so British Rail decided to base the new class on the existing Class 86 locomotives. The British Railways Board placed an order for thirty four locomotives, later to be increased to thirty six, with British Rail Engineering Ltd at Crewe, GEC Traction providing the electrical equipment.

Designed from the outset to work in pairs, as well as in parallel with the Class 86 fleet, the Class 87 was broadly similar to the Class 86 in terms of layout and styling, but mechanically it was a very different. Immediately identifiable by its new twin windscreen cab, multiple-unit control cables and a redesigned BP9 bogie with Flexicoil suspension, the new locomotives were assembled during 1973-74 and were geared for 110mph running on the WCML, being able to haul 450 ton passenger trains, or 750 ton freight trains single handed. With a power rating of 5000hp, they were to be the most powerful locomotives to run under British Rail until the late 1980s. The first locomotive, 87001, entered traffic in June 1973, the remainder of the fleet being deployed in the general West Coast pool as they entered service, operating Euston to Preston services as the WCML’s electrification spread north. On April 22, 1974 the new West Coast ‘Electric Scot’ service was introduced, marking a major launch for the class and journey times from London-Glasgow were cut to just five hours.

When British Railways reversed its locomotive naming policy in 1977, the class were given the generic title of ‘Royal Scot’ and named from a selection of famous steam hauled predecessors. Sectorisation of the railways in the late 1980s/early 1990s meant rail freight operations were wound down and the fleet were engaged solely on passenger services. Following complete privatisation in the mid-1990s, Porterbrook leasing took over ownership of the fleet, but the introduction of the Pendolino trains led to the Class 87s being withdrawn from the core InterCity routes and complete withdrawal began in 2003, with 87016 being the first to be dismantled in November 2004. The last mainstream locomotive hauled service took place on June 10, 2005 and Porterbrook began to look at how best to employ the locomotives, spells with DRS, Cotswold Rail and First GBRf ensuing. The fleet, not being fitted with On Train Monitoring and Recording (OTMR) could not operate beyond January 1, 2008 and were finally withdrawn from service, some going to Bulgaria between 2008 and 2012. No. 87009 entered traffic in November 1973 named ‘City of Birmingham’. In 2012 87009 was exported to Bulmarket, Bulgaria.

The origins of the Class 153 date back to 1990, when British Rail needed replacements for its ageing fleet of Class 121 and 122 “Bubble Car” diesel railcars for use on the quiet Cornish, Welsh, North-Western, Norfolk and Lincolnshire branch lines, as well as augmenting rural two car units. Originally built as a two-car Class 155 “Super Sprinter” by British Leyland between 1987 and 1988, using a construction technique similar to that used in the Pacers, pre-formed panels were riveted together, creating a lightweight body on a welded floor assembly. Introduction was rapid, but teething troubles with the door mechanisms soon emerged, consequently the fleet was taken out of use and modified, with the Class 156 units taking over the duties.

The conversion to Class 153 was carried out by Hunslet-Barclay at Kilmarnock between 1991 and 1992, with 70 vehicles being produced. The layout of the original non-cab ends was different from the original cab end, so the ends are noticeably distinct with the vehicles not being symmetrical. Powered by a 285hp Cummins NT855-R5 Diesel, working through a Voith Hydraulic transmission, the maximum speed of a Class 153 is 75 mph, making it perfectly suited for small cross-country services. They are fitted with standard BSI auto-couplers, allowing them to work in tandem with other multiple units from the 14X and 15X Classes fitted with the same coupler, as well as newer units like the Class 170. In 2019/2020, five former GWR 153s moved from Northern to Abellio ScotRail for use on the West Highland Line attached to Class 156s as ‘active travel’ carriages. These units have had their interiors heavily modified to carry up to 20 bicycles, along with large bags and sports equipment.

A total of thirty Class 67 locomotives were built between 1999 and 2000 by Alstom, in Spain, for English, Welsh & Scottish Railway (EWS). These Bo-Bo configured diesel electric locomotives have a large fuel capacity, electro-pneumatic brakes and a top speed of 125mph (200km/h). The bodyshell is a monocoque load bearing Alstom design, whilst the bogies, also designed by Alstom, are of an "H" frame design. The engine, traction motors and control electronics are the same as those used in the Class 66, but differ in that the traction motors are frame mounted, rather than axle hung, to reduce unsprung mass.

The gear ratios have also been increased, allowing higher speeds and the cab is designed around a central driving position. The Class 67 locomotives are able to supply electric head-end power for passenger train heating and air-conditioning and are equipped for buffer and screw coupling, as well as also coupling via a buckeye coupler, attached on a swing arm mount. Locomotive number 67014 was built in March 2000 for EWS. In 2008 the locomotive was repainted silver and grey and operated for Wrexham & Shropshire under the name ‘Thomas Telford’. The locomotive also operated Chiltern Railways services before eventually being repainted into its current Transport for Wales livery and preforming services hauling a rake of Mk4 coaches.