D&E Files: Freightliner Class 86s

Withdrawal of the Freightliner Class 86s focused attention on the operation of this classic electric traction and differences between locomotives. Will they make a return to the main line in the future?

WHEN the use of Class 86s in regular passenger service came to an end with the withdrawal of the West Coast and Cross-Country operated locomotives between 2002 and 2003, together with Anglia ceasing to use them on the Anglia mainline in 2004/5, Freightliner became the only regular operator of the class.

Its locomotives became the centre of attention in late 2020 when it became clear that the end was not far away with the transfer of Class 90s from Anglia. Modellers are also alert to the imminent release of the retooled ‘OO’ gauge Class 86 by Heljan due in the second quarter of 2021, further piquing interest in the class.

The locomotives inherited by the privatised Freightliner business are quite different to those once used on Anglia, Cross-Country and West Coast services. When built, the Class 86 was fitted with two different types of traction motor, which was axle hung to simplify the design. The resulting unsprung weight caused serious track damage, rough riding and eventually structural damage to the locomotives.

Consequently, those Class 86s identified for high speed passenger service were fitted with ‘flexicoil’ suspension and special ‘SAB Resilient’ wheels alongside redesigned bogies after successful trials with flexicoil springs fitted to No. E3173.

Two sub-classes

In a move which would feed through to the Freightliner fleet, the class was divided into two sub-types in the 1970s. As-built locomotives became Class 86/0 with a reduction in maximum speed to 80mph for use on freight and secondary passenger duties, while those fitted with new bogies and additional springing became Class 86/2, retaining their 100mph capability for use on express passenger services and mail trains – a role most of them continued in until 2005 (alongside the three Class 86/1 fitted with experimental bogies for development of the Class 87).

Track damage continued to be a challenge with unmodified Class 86/0s, which saw the gradual fitting of SAB Resilient wheels to a number of the fleet to become Class 86/3. The need for more 100mph Class 86s further ate into the ranks of Class 86/0s with wheel changes and eventual fitting of flexicoil springs to form Class 86/4.

Eventually, all of the former Class 86/0 locomotives were so treated. The original multiple working equipment (Class 86s working freight trains were commonly worked in pairs) was replaced with Time Division Multiplex (TDM) multiple working equipment, tidying up the locomotive fronts.

Sectorisation

Class 86/4 were allocated to parcels, mail and freight duties upon sectorisation. Electric train supply was subsequently isolated in freight locomotives alongside a reduction in maximum speed to 75mph, thus creating yet another sub-class: the Class 86/6.

Not all Class 86/4s were so treated, with the handful of locomotives allocated to Parcels sector and eventually Rail Express Systems remaining unmodified, effectively falling out of the story at this point.

The Freightliner sector received an allocation of Class 86s, including its Class 86/6 freight locomotives and a handful of former Class 86/2s which became Class 86/5 (until they returned to the InterCity sector soon after).

Privatisation

At privatisation, Freightliner operated 30 Class 86/6 locomotives, usually worked in pairs on container trains.

In 1998, the new green and yellow Freightliner livery replaced rebadged Trainload Freight livery, with No. 86631 being the first locomotive to be so treated. In 2000, one Class 86/6, No. 86608, was experimentally re-geared, becoming No. 86501 until conversion back in 2016.

As of 2005, the number of Class 86s operated by Freightliner had fallen, with a number of locomotives in ‘store’.

This fell to about half of its original allocation by 2012, with 16 in use, a stable situation which lasted until 2020 when the fleet had fallen back to 14 working locomotives.

Less than a year later, the remaining fleet was withdrawn in favour of Class 90/0s displaced from Anglia main line services, and are in store at the time of writing pending refurbishment or disposal – we shall see. Decarbonisation of the railways and emphasis on electric traction may see them returned to frontline duties in some form.

Class 86/6 locomotives usually work in pairs on container trains, particularly north of Crewe. It was not always the case as seen when No. 86501, formerly No. 86608 (one of the few locomotives once painted in revised Railfreight Distribution livery), was photographed passing through Stafford late in the afternoon of March 6, 2003.

The new Freightliner ‘Powerhaul’ livery was gradually being applied to freightliner locomotives until the introduction of the G&W orange scheme, with No. 86622 and No. 86637 receiving Powerhaul livery. This view shows the roof detail of No. 86622 including Stone Faiveley pantograph and the weathering of the pantograph well. Note that partner locomotive, No. 86632, was fitted with a Brecknell Willis pantograph at the time. Note the single transverse fire extinguisher tank behind the cab roof.

Pairs of Class 86/6 were the usual order on container trains, as demonstrated on another beautiful March day, too early in the year for the weeds to grow too tall on the lineside for low-level photography, allowing a dramatic image to be captured. No. 86612 leads No. 86605 north at Heamies Farm on March 26, 2012.

Slindon, just north of Stafford, is the location of this view of No. 86607 and No. 86621, taken on May 28, 2010. Detail differences between the two locomotives include roofmounted fire extinguisher bottles, pantographs and the liveries, which have slightly different colour shades in the logos and yellow paint.

Showing off the opposite side of the locomotive compared to No. 86639, No. 86607 is stabled at Crewe awaiting its next turn. The Class 86/6 locomotives travelled far and wide on Freightliner container trains, reaching places as far apart as Mossend and Ipswich, making them elusive at times.

A portrait of No. 86639 taken at Crewe on April 19, 2008. Note the difference in the shade of yellow between No. 86639 and No. 86607 to which it is coupled.

The first Class 86 to be painted in Freightliner green livery was No. 86631 in 1998. It was displayed at the August bank holiday open weekend at Toton, where its detail could be examined at leisure. Note the blanking plates where the original Class 86/0 jumper cables boxes were fitted, together with the neater TDM cables. Buffers, brake hoses (including a vacuum brake hose) and livery details are also noteworthy details for the modeller. Electric train supply equipment will be isolated on this locomotive, despite the presence of the equipment on the bufferbeam.

The large Freightliner logo as applied to No. 86631 was eye-catching – a sign of times to come for the privatised railway.