British Rail started to electrify part of the network at 25kV a.c. using Electric Multiple Units (EMU) for generally shorter-distance passenger services but a series of 100 electric locomotives were initially produced in 1965-1966 for haulage of conventional passenger coaching stock and freight trains. Sixty locomotives were built by English Electric at the Vulcan Foundry in Newton-le-Willows and a further forty by British Rail at Doncaster. Originally designated 'AL6', they were re-classified Class 86 in 1968 with the introduction of the 'TOPS' fleet management system.
With the Privatisation of the railway network in 1994, operation of trains and track was split, with trains franchised to a miscellany of Train Operating Companies and the ill-starred Railtrack taking over the network. In January 1997 Virgin Trains acquired the Cross Country and Inter City West Coast franchises which it operated until November 2007. The Virgin CrossCountry franchise had 19 Class 86 locomotives in the fleet with the Virgin livery being applied from 1998. One locomotive-hauled electric service ran from Manchester Piccadilly to Birmingham International and the events described below were in this period. Later, in 2001, Class 220 'Voyager' and Class 221 'Super Voyager' diesel-electric multiple unit trainsets built by Bombardier started to displace the loco-hauled passenger services from Manchester and this changeover was complete by the end of 2002.
Only once have I had a 'hands-on' experience with a Class 86 electric locomotive. It happened like this. A few days before my Class 86 experience, I'd been driver at Peak Rail when we had a private charter for a group of railwaymen. Our motive power at the time was the customary 'Austerity' six-coupled saddle tank. In addition to the catering on the train, it had been arranged that a few of the group would be allowed to have the opportunity to drive under supervision. As far as I could tell, they were all serving or retired locomen. It was interesting to see how the younger drivers, without previous experience of steam traction, were fascinated by the techniques of managing a steam locomotive. It was quite a jolly occasion and I'd enjoyed meeting this group of professionals.
On the day of my own 'hands-on' experience, I intended to travel from Wolverhampton to Birmingham New Street for some long-forgotten but not-very-vital purpose and the first train to Birmingham was a Virgin CrossCountry Manchester to Birmingham service. As the train arrived with a Virgin-liveried Class 86 at the head, I was surprised to see the driver wave at me, so I walked to the leading cab by which time the driver was standing at the open cab door. I was amazed to find it was one of the drivers I'd met on the Peak Rail private charter. He apologised that we hadn't time to talk but explained that his destination was Birmingham International where he'd run round and, a little later, work back to Manchester. I decided to abandon my original plan and instead travel to Birmingham International so that we might have a chat. I jumped aboard the train and for most of the journey pondered the chances that the train I decided to catch was driven by somebody I'd met and that the driver had recognised me standing on the platform as I watched the train arrive.
When the train arrived at platform 2 at Birmingham International, I walked up to the cab and was welcomed inside. My friend explained that, once uncoupled by the resident shunter, he would run round to the north end of the stock and then have a break in the train's buffet car. I offered to meet him at the other end of the train after the run round but, instead, found myself ushered into the driving seat. I was given a rapid course in moving the locomotive. I recognised most of the controls and indications on the driver's desk but found the large six-position Main Controller Handle (Off/Run/Notch Down/Hold/Notch Up/Run) rather odd.
Click for larger view
Arrangement of Class 86 driver's desk (from Proceedings of B.R. Electrification Conference 1960)
Checking that the signal was 'off' for us to proceed, I followed the instructions and the locomotive moved ahead. I was happy with the speed for a shunting move, but my friend instructed me to 'notch up' to a higher speed saying "They don't like us to hang about on the main line carrying out shunting moves". I could see the point. My experience is generally on fairly short run-rounds on preserved lines but Birmingham International is designed with generous proportions and turnouts for quite high speed running. From the time the signalman set the route for us to move away from the train until the time we approached the other end of the train, the Down line remained unavailable for any other movements. We travelled forward about a quarter of a mile before we cleared the turnout which needed to switch to allow us to change direction and run past our coaches on an adjacent platform road. As well as clearing the turnout itself, we needed to move beyond the end of the track circuit protecting the turnout otherwise track circuit occupation would prevent the signalman from setting the route for us. The signalman was miles away from us at Birmingham New Street Power Signal Box and so relied entirely on the local interlocking to safeguard the moves and the remote indications presented to him to interpret the situation. Having successfully stopped in the right place using the 'Straight Air' brake, we then had to 'close the cab' and 'change ends' to the cab at the other end, walking along the passage through the equipment room past a mass of complex control equipment, deafened by the noise of the various blower motors and compressors.
I was placed in the new driving seat and given a series of instructions to 'open the cab', check the signal, get the locomotive moving and 'notch up' to the required speed. As we approached the station, the driver slipped back into the driving seat and I stood nearby, not hidden but clearly not driving. This subterfuge made me think of an unofficial footplate ride many years before on a steam locomotive approaching Crewe (described here) when I learnt that 'There's always somebody at Crewe on the look-out for trouble'. "Maybe Birmingham International too" I thought to myself. As we passed clear of the platform, we changed roles again and I was allowed to bring the locomotive to a stand clear of the signal which, when 'off', would allow us to move onto our train. We changed ends again, having travelled around three-quarters of a mile along the down line from where we first changed ends.
For the final time, I set us in motion but, again, as we approached the platform the driver resumed his seat and finished the move, braking gently and firmly buffering-up to the coaches, allowing the resident shunter to 'hook on' to the waiting train. Having checked that the locomotive was safe to be left the driver invited me to join him in the buffet car for a chat.
The buffet crew were very friendly and, as the driver and I talked, I was plied with various refreshments. After a very agreeable time, I decided I'd not outstay my warm welcome but take the next train back to Birmingham New Street and carry out my original planned leaving the driver to his break before he drove the train back to Manchester. A marvellous, unexpected experience and I was very grateful for the generosity of my driver friend.
I'm sorry, I can't confirm the date or the locomotive involved and there are no photographs. That was, I think, the third electrically-powered locomotive I'd driven (as distinct from diesel-electric power). The first was the Dick Kerr battery shunting locomotive at Manchester Museum of Science and Industry - a very useful machine with control gear similar to early electric trams. The second was not a conventional electric locomotive but a narrow-gauge prototype tram made by Parry People Movers. When in the station, a connection to an electric supply powered an electric motor connected to a large flywheel which absorbed energy by being spun at high speed. This stored energy was then used to drive the tram to the next station, where the flywheel was 'spun-up' again electrically. I'd also spent some time in the cab of Manchester-Sheffield-Wath Class EM2 at Manchester Museum of Science and Industry when all the auxiliaries and pantograph could be exercised and 'driving' practised, without actually moving the locomotive, so I don't count that (but there's a brief description in the post here.
Privately-owned Class 86 electric 86259 'Les Ross' at 'Tyseley 100' in 2008.
Related posts on other websites
British Rail Class 86 (Wikipedia).
British Rail Class 86 Electric Locomotive (rail.co.uk site).
The Life and Times of Locomotive 86259
Related posts on this website
The Modernisation of British Railways
'Black 5' to Birmingham
Class 'EM2' D.C. Electric
[Links added: 22-Dec-2023]
