British Rail Main Line Locomotives Specification Guide identifies the major detail differences and livery variations that have appeared on all British Rail, ex-British Rail and privatized railway diesel and electric main line classes from 14 to 92. The book provides a record of the main specifications of each class of locomotive, and details of variations, including: numbers, liveries, headcodes, headlights, wheel arrangements and bogies, brakes, names and - where appropriate - details of refurbishment programmes.Diesel locomotives are a relative newcomer to the railway enthusiast and modelling scenes, and this book brings together information on detail changes in a coherent reference form for the first time, illustrated with photographs of major changes. A useful resource for modellers and those with an interest in the differences that have occurred to the British Rail fleet. Superbly illustrated with around 300 colour photographs.

The genesis of 25kv overhead electrification began in the late 1960s on the West Coast Main Line, the 1980s for the East Anglian Main Line, and the East Coast Main Line in the late 1980s. Development took place in stages culminating in fully electrified lines from London to Scotland on both East and West Coast lines, and from London to Norwich. The introduction of these lines required the construction of new motive power.Initially five types were produced for the WCML, from which the second phase of loco design was developed, giving a higher level of reliability, as well as power output. These newer designs were applied to the Anglian services, but the ECML plans required an updated design, ostensibly for mixed traffic, but hardly ever used on anything other than express passenger services, for which their 140mph potential enabled a major recast of the timetable. The opening of the Channel Tunnel required a mixed traffic dual voltage locomotive, running on both 25kv and the Southern Region 750v third rail DC.The locomotives are classified between 81 and 92 inclusive, and this book of photographs by David Cable covers all the classes in a variety of locations and duties.

An edited photographic history of diesel and electric locomotives containing descriptions and quotes compiled by Geoffrey Kichenside.

This book, a companion to British Rail in the 1980s and 1990s: Diesel Locomotives and DMUs, exhibits a selection of some of his finest photographs from this period.

Please note that the content of this book primarily consists of articles available from Wikipedia or other free sources online. Pages: 27. Chapters: British Rail 18100, British Rail Class 28, British Rail Class 76, British Rail Class 77, British Rail Class 80, British Rail Class 82, CIE 001 Class, CIE 201 Class, New South Wales 46 class locomotive, NS Class 1500, South African Class 1E, South African Class 5E1, Series 1, South African Class 5E1, Series 2, South African Class 5E1, Series 3, South African Class 5E1, Series 4, South African Class 5E1, Series 5, South African Class ES, WAGR X class. Excerpt: Between 1925 and 1945 the South African Railways placed altogether one hundred and seventy-two Class 1E electric locomotives in service, spread over seven orders. They were the first main-line electric locomotives to be introduced in South Africa. South Africa's first electric locomotive, the Class 1E, entered service in Natal in 1925. It was ordered and designed for the electrification of the Glencoe to Pietermaritzburg section, a mountainous single track line that carried heavy mineral traffic towards the port of Durban on an alignment with severe gradients and tight curves. When the existing working by steam locomotives became too slow and inefficient to keep up with increased traffic, electrification of this 171 miles (275 kilometres) section was decided upon to increase the capacity of the line. An important consideration in deciding upon the economics of electrification was the potential saving in wage-bills. Electrification would reduce the required crew roster from three hundred drivers and firemen to one hundred and seventy drivers and assistants. In addition it was expected that a large reduction in overtime would be accomplished by increasing the average train speeds from steam traction's 8 miles per hour (13 kilometres per hour) to electric traction's 21 miles per hour (34 kilometres per hour) on the Glencoe to Pietermaritzburg section, with...