Community hub
0 subscribers8 pages, 0 posts
Recent from talks
All channels
Be the first to start a discussion here.
Be the first to start a discussion here.
Be the first to start a discussion here.
Be the first to start a discussion here.
Contribute something
Welcome to the community hub built to collect knowledge and have discussions related to British Rail Class 77.
Nothing was collected or created yet.
British Rail Class 77
View on Wikipediafrom Wikipedia
| British Rail Class 77 | |||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
 Preserved locomotive no. 27000 in original black livery | |||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||
The British Rail Class 77, also known as Class EM2, is a class of 1.5 kV DC, Co-Co electric locomotive. They were built by Metropolitan-Vickers in 1953 and 1954 for use over the Woodhead Line, between Manchester and Sheffield.
Description
[edit] | This section needs additional citations for verification. (December 2024) |
Seven locomotives of this type were constructed. They represented the first Co-Co type of overhead electric locomotive built for use in the United Kingdom. The design was based on that of the smaller Class EM1, which dated from 1941. Initially, 27 locomotives of this type had been planned, but by the early 1950s, the benefits of using the 25 kV AC system had been demonstrated, which meant that the Woodhead Line would be an isolated electric system. Consequently, the order was reduced to just seven locomotives.
The locomotives were initially numbered 27000 to 27006 and were painted in British Railways' black livery. Construction took place at Gorton Works, Manchester with electrical equipment supplied by Metropolitan-Vickers. In 1959 and 1960, all seven locomotives were given names from characters from Greek mythology. The engines were primarily used for express passenger trains between Manchester Piccadilly and Sheffield Victoria. To heat the carriages, the locomotives were each fitted with a Bastian & Allen electrically-powered steam generator.[1] In 1957, the class was renumbered with the addition of an "E" prefix to the number. In the early 1960s, the class started to receive the standard BR green livery. At least one of the class, E27002, received the electric blue livery carried by the AC electric locomotives.
The class was withdrawn en masse in September 1968. They were stored at Bury by BR in the hope of sale to a foreign railway. The passenger service for which the Class 77s were built continued to be operated by Class 76s, until its withdrawal on 5 January 1970. The Woodhead Line was closed as a through route in 1981, leaving just stubs between Manchester Piccadilly and Hadfield in the West and Sheffield Victoria and Deepcar in the East.[2]
In the mid-1950s, forty new and more powerful 46 class electric locomotives were built by Metropolitan-Vickers for the New South Wales Government Railways.[3] The 46 class was based on the EM1 and EM2.
Further use
[edit] | This section needs additional citations for verification. (December 2024) |
_at_Manchester_Museum_of_Science_and_Industry.jpg)
In September 1969 the entire class was sold to the Dutch national railway operator Nederlandse Spoorwegen, where they became NS 1500 Class. They were renumbered in the 1500 series in the order they left their workshops, where they received various modifications, including new headlight clusters. The locomotives also retained their names. One locomotive, no. E27005 Minerva was broken up and used for spares. The remaining six locomotives were employed until final withdrawal in 1985. Their main work was on The Hague—Cologne express trains as far as the border at Venlo although they travelled to their home depot at Maastricht either with a train or light engine on Sunday for their weekly examination before returning to traffic the following day. They were sometimes to be found on freight trains bound for the German border originating in the Rotterdam area.[2]
Fleet details
[edit]| Key: | Preserved | Scrapped |
|---|
| BR number | NS number | Name [4] |
Disposal | |
|---|---|---|---|---|
| 1955 | 1957 | |||
| 27000 | E27000 | 1502 | Electra | Preserved at Midland Railway - Butterley |
| 27001 | E27001 | 1505 | Ariadne | Preserved at the Science and Industry Museum in Manchester |
| 27002 | E27002 | 1506 | Aurora | Scrapped (02/1985) |
| 27003 | E27003 | 1501 | Diana | Preserved in the Utrecht Railway Museum by Werkgroep 1501 |
| 27004 | E27004 | 1503 | Juno | Scrapped (10/1986) |
| 27005 | E27005 | - | Minerva | Used for parts by NS. Scrapped (11/1969) |
| 27006 | E27006 | 1504 | Pandora | Scrapped (02/1985) |
Model railways
[edit]In 2013, Heljan was commissioned to produce OO gauge models of EM2 locomotives in several liveries.[5]
References
[edit]- ^ Boddy, M.G.; Fry, E.V.; Hennigan, W.; Hoole, Ken; Mallaband, Peter; Neve, E.; Price, J.H.; Proud, P.; Yeadon, W.B. (April 1990). Fry, E.V. (ed.). Locomotives of the L.N.E.R., part 10B: Railcars and Electric Stock. Lincoln: RCTS. pp. 106, 119. ISBN 0-901115-66-5.
- ^ a b "The Electric Co-Co Class EM2 (BR Class 77) Locomotives". LNER Encyclopedia.
- ^ Singleton, C.C. (October 1956). "The 46-Class Electric Locomotive". Australian Railway Historical Society Bulletin: 142–144.
- ^ Ian Allan ABC British Railways locomotives. Shepperton: Ian Allan. 1962. p. 248.
- ^ Jones, Ben (Spring 2013). "Heljan/Olivia's Trains 'EM2'". Model Rail. No. 181. Peterborough: Bauer. pp. 22–23. ISSN 1369-5118. OCLC 173324502.
Further reading
[edit]- Hooper, John (2014). EM1 & EM2: An Illustrated Historical Review of the Manchester, Sheffield, Wath, Electric Locomotives - 76s & 77s. Book Law Publications. ISBN 9781909625198. OCLC 922549032.
- McManus, Michael. Ultimate Allocations, British Railways Locomotives 1948 - 1968. Wirral. Michael McManus.
- Ward, David (January 1986). "EM2 Twilight". Rail Enthusiast. No. 52. EMAP National Publications. pp. 30–31. ISSN 0262-561X. OCLC 49957965.
- "The Tommies Rock-On into History". Rail Enthusiast. No. 59. EMAP National Publications. August 1986. pp. 12–13. ISSN 0262-561X. OCLC 49957965.
- Ward, David (December 1986). "Homeward Bound". Rail Enthusiast. No. 63. EMAP National Publications. pp. 70–73. ISSN 0262-561X. OCLC 49957965.
- Ward, David (September 1988). "BR and NS EM2s on the move". RAIL. No. 84. EMAP National Publications. p. 17. ISSN 0953-4563. OCLC 49953699.
External links
[edit]
Wikimedia Commons has media related to Class 77.
British Rail Class 77
View on Grokipediafrom Grokipedia
Development and Design
Historical Context
The electrification of the Woodhead Line, connecting Manchester, Sheffield, and Wath, was planned in 1936 by the London and North Eastern Railway (LNER) as a means to modernize freight and passenger services across the Pennines, with work resuming in 1946 after a wartime hiatus.[1] Following the nationalization of Britain's railways in 1948 under British Railways, the project gained renewed momentum as part of the London Midland Region's efforts to enhance efficiency and capacity on key routes.[5] This initiative aligned with the broader post-war reconstruction goals, culminating in the adoption of a 1.5 kV DC overhead electrification system to replace aging steam locomotives on the challenging terrain.[6] The development of the Class 77 locomotives, known during construction as the EM2 class, stemmed directly from the need to provide high-speed express passenger services on the electrified Woodhead Line, building on the success of the earlier EM1 (later Class 76) locomotives designed primarily for freight duties.[1] These passenger variants were intended to offer improved acceleration and a smoother ride for time-sensitive trains, addressing the limitations of steam power in handling heavy gradients and frequent stops.[5] The project formed a key component of British Rail's modernization strategy to boost operational reliability and competitiveness against road transport.[7] In line with these objectives, British Railways placed an order for seven Class 77 locomotives in 1950, reflecting scaled-back ambitions from an original plan for more units due to budgetary constraints.[1] Construction began in 1953, with assembly at Gorton Works and electrical components from Metropolitan-Vickers, enabling the locomotives to enter service alongside the line's full electrification in 1954.[6] This timeline positioned the Class 77 as a pivotal evolution of the Class 76 design, tailored specifically for passenger operations.[1]Design Features
The British Rail Class 77 locomotives featured a Co-Co wheel arrangement with six powered axles, providing enhanced stability for mixed passenger and freight duties on electrified lines.[1] This configuration was derived from the bogie design of earlier LMS diesel-electric locomotives, adapted for electric traction to handle the demands of express services over the Woodhead route.[1] The body design incorporated a streamlined cab for improved aerodynamics and operator comfort, constructed primarily from steel with glass elements for visibility.[2] In a promotional gesture, all seven locomotives were named after figures from Greek mythology between 1959 and 1960, such as Electra (E27000) and Ariadne (E27001), continuing a naming tradition from the related Class 76 to evoke classical elegance and aid public recognition.[1][4] A key design element was the inclusion of Bastian & Allen electrically powered steam generators, one per locomotive, to produce steam for heating passenger carriages during winter operations on non-electrified heating systems.[1] The pantograph system was engineered for reliable collection of 1.5 kV DC power from overhead lines, enabling efficient traction on the Manchester-Sheffield route.[1] Construction involved collaboration between British Rail's Gorton Works in Manchester, where bodies, bogies, and mechanical components were assembled in 1953-1954, and Metropolitan-Vickers at Dukinfield, which supplied and integrated the traction motors and electrical equipment.[1][2] Initially numbered in the 27000-27006 series, the class was reclassified under the TOPS system in 1968 as Class 77 with the prefix E (E27000-E27006) to reflect their electric nature.[1]Technical Specifications
Electrical and Mechanical Systems
The British Rail Class 77 locomotives featured an electrical system optimized for 1.5 kV DC overhead supply on the Woodhead Line, with power collected through two diamond pantographs mounted on the roof at each end to minimize arcing and ensure reliable contact during high-speed operation.[8][9] The DC power was fed directly to the traction control equipment, enabling efficient propulsion without the need for onboard rectification of alternating current. Mechanically, the locomotives employed a Co-Co wheel arrangement with six Metropolitan-Vickers Type 146 DC traction motors—one per axle—each rated at 415–460 hp and air-cooled for sustained performance. These motors were nose-suspended from the bogie frame with single-reduction spur gearing (17:64 ratio), though the overall design emphasized body-mounted elements to reduce stress on the suspension system and unsprung weight. Control was achieved via a series-parallel configuration: series connection for starting, two parallel groups of three motors for intermediate speeds, and three parallel groups of two for high-speed running, allowing flexible power distribution across the bogies.[1][9] The braking system combined Westinghouse straight air brakes for the locomotive, electrical regenerative braking that converted kinetic energy back to electrical power for return to the overhead line, and an air-controlled vacuum brake system for train compatibility with legacy rolling stock. This hybrid approach enhanced energy efficiency and operational versatility, with regenerative capability integrated into the traction motor control gear.[9][1] Auxiliary systems included an oil-fired Bastian & Allen steam generator boiler located in the central body compartment, providing heated steam to passenger coaches via under-pipe distribution for comfort in varying weather conditions; motor-generator sets supplied auxiliary power for lighting, compressors, and blowers.[1][9] Safety features incorporated a deadman's handle in the driver's cab to enforce vigilance by applying brakes if the driver failed to acknowledge, alongside integration with the Automatic Warning System (AWS) tailored to the signaling requirements of the Woodhead route, including inductive ramp detection for speed and caution alerts.[10][11] The Class 77 evolved from the earlier Class 76 design to meet enhanced acceleration demands for passenger services.[1]Performance and Dimensions
The British Rail Class 77 locomotives provided a continuous power output of 2,400 hp (1,790 kW) at the rail, enabling efficient hauling of express passenger trains.[1] This performance was supported by a starting tractive effort of 45,000 lbf (200 kN), which decreased to 20,000 lbf at higher speeds to maintain operational stability.[1] These locomotives achieved a maximum speed of 90 mph (145 km/h), with acceleration characteristics optimized for the demanding 60-minute schedules on the Manchester–Sheffield route via the Woodhead Line.[1] Regenerative braking systems contributed to their energy efficiency during frequent starts and stops on electrified gradients.[1] Key physical dimensions and weights are summarized below:| Dimension/Weight | Measurement |
|---|---|
| Rigid wheelbase | 46 ft 2 in (14.07 m) |
| Length over buffers | 59 ft 0 in (17.98 m) |
| Width | 9 ft 3 in (2.82 m) |
| Height | 12 ft 8 in (3.86 m) |
| Locomotive weight | 102.5 long tons (104.1 t) |
| Axle load | ~17 long tons (17.3 t) |
Operational History
Service in the United Kingdom
The British Rail Class 77 locomotives, also known as the EM2 class, entered public service in September 1954 on the electrified Woodhead Line, primarily hauling express passenger trains between Manchester and Sheffield. No. 27000 worked the inaugural electric passenger train from Sheffield Victoria to Manchester London Road on 14 September 1954, with regular public services commencing six days later. These locomotives were designed specifically for the route's challenging gradients and long tunnels, enabling them to handle substantial passenger loads, such as a 285-ton formation at 60-62 mph on the 1-in-132 incline from Sheffield to Penistone.[1] At their peak in the mid-1950s to early 1960s, the Class 77 locomotives managed daily Manchester-Sheffield-Penistone workings, supporting frequent express passenger services across the 40-mile trans-Pennine route. Their higher top speed of 65 mph (later restricted to 60 mph in 1960) allowed for efficient operation compared to the freight-oriented Class 76 (EM1) locomotives, with which they integrated for mixed traffic but remained predominantly passenger-focused. The EM2 design facilitated reliable performance on the 1,500 V DC overhead system, contributing to the line's role as Britain's first mainline electric route.[1] Early service encountered minor operational challenges, including inadequate sanding gear and wheel slip during acceleration on steep sections, which prompted small-scale modifications to improve traction and reliability. No major derailments were recorded specific to the class, but these teething issues were addressed without disrupting overall operations. By the mid-1960s, declining passenger numbers and route rationalization began to reduce their workload.[1] The Class 77 locomotives were withdrawn from regular use in March 1968, their performance advantage over the Class 76 for passenger duties having been eroded by the 60 mph speed limit imposed in 1960, and amid a broader reevaluation of the Woodhead electrification scheme. This coincided with the effective end of electric-hauled passenger services on the line in September 1968, driven by the Beeching cuts of the early 1960s that prioritized cost savings and redirected traffic to the unelectrified Hope Valley route. Official withdrawal occurred in October 1968, marking the close of their British Rail career.[1][12]Service in the Netherlands
In September 1969, six British Rail Class 77 locomotives were sold to the Nederlandse Spoorwegen (NS) and shipped for use on the operator's 1.5 kV DC electrified network, primarily in the eastern Netherlands.[1] These units, originally numbered E27000–E27004 and E27006, were renumbered as NS 1501–1506 upon arrival, entering service between 1970 and 1971 after extensive modifications to suit Dutch operations.[1] The original UK design, optimized for 1.5 kV DC electrification, facilitated a relatively straightforward adaptation to the NS system.[1] The locomotives were repainted in the NS's yellow and grey livery and had their steam heating generators removed, as Dutch passenger stock relied on electric heating systems.[4] Additional upgrades included the installation of multiple-unit control equipment to enable push-pull operations with control cars on express services.[13] Their primary duties involved hauling international express trains from The Hague to Cologne, typically as far as the border at Venlo, along with regional passenger services in the eastern network.[13][14] In NS service, the Class 77 units proved reliable on the flat Dutch terrain, accumulating an average of 2.5 million miles per locomotive—more than triple their UK mileage—thanks to consistent express and regional workloads.[1] Post-modification performance included recorded speeds of up to 86 mph (138 km/h) on scheduled services in 1974, contributing to efficient operations despite the locomotives' age.[1] However, they faced occasional challenges from the Dutch signaling system's stricter speed enforcement compared to British practices. The fleet was progressively withdrawn starting in the early 1980s, with the last unit retired in 1985 as part of NS's standardization efforts toward newer electric classes.[1] Prior to export, the seventh locomotive, E27005 named Minerva, was scrapped in November 1969 to provide spare parts for the transferred units.[15]Withdrawal and Preservation
Withdrawal from British Rail
The withdrawal of the British Rail Class 77 locomotives from service was primarily driven by economic pressures stemming from the Beeching Report of 1963, which recommended the closure of unprofitable routes and services across the network.[6] This report identified the Woodhead Line as a duplicate route, favoring the less electrified but cheaper-to-operate Hope Valley line for trans-Pennine passenger traffic, leading to significant cuts in passenger services on the Woodhead by the mid-1960s.[6] Despite the line's electrification, British Rail shifted emphasis toward diesel operations for remaining freight, rendering the dedicated passenger-focused Class 77s redundant as passenger workings dwindled.[16] Technical factors compounded these economic challenges, including the aging infrastructure of the 1,500 V DC electrified Woodhead Line and the locomotives' incompatibility with the emerging 25 kV AC electrification standard adopted for future British Rail projects.[6] The Class 77s, equipped with steam generators for carriage heating on passenger trains, incurred high maintenance costs for these systems, which became unsustainable as passenger services declined and the locos were ill-suited for pure freight duties without them.[1] By summer 1968, the Class 77s had completed their final passenger workings on the Woodhead Line, with limited freight trials conducted using pairings with Class 76 locomotives to test viability, but these proved unfruitful.[16] All seven units were then withdrawn en masse and officially in October 1968 and stored in serviceable condition at Bury depot, maintained in anticipation of potential resale to an overseas operator.[1]Export and Further Operations
Following their withdrawal from British Rail service in October 1968 and subsequent storage at Bury, the Class 77 locomotives were made available for export, allowing for a streamlined transfer process. Negotiations for their sale to the Nederlandse Spoorwegen (NS) were conducted between 1968 and 1969, resulting in the complete fleet being sold in September 1969. Only six of the seven locomotives were exported from the port of Hull to Rotterdam in late 1969, while E27005 Minerva was scrapped at Derby Works for spare parts, including bogies.[1][17] Upon arrival in the Netherlands, the locomotives underwent initial testing on NS's electrified lines, including trials on the short Hengelo–Oldenzaal branch, to confirm compatibility with the Dutch 1.5 kV DC system and infrastructure. Prior to entering regular service, they received necessary modifications, such as upgrades to the cab signaling equipment for NS operational standards and adjustments to the buffers to facilitate compatibility with continental couplings and rolling stock. These adaptations ensured the locomotives could integrate effectively into the NS network.[1] The handover process concluded with the locomotives being officially added to NS inventory as the Class 1500 series (numbers 1501–1506), accompanied by crew training programs in 1970 that prepared Dutch personnel for their operation. This marked the transition from British to Dutch service, with the fleet entering revenue operations shortly thereafter.[1]Current Preservation Status
Three British Rail Class 77 (EM2) locomotives have been preserved, representing the only survivors of the original seven built in 1953–1954 as Britain's first mainline Co-Co electric express locomotives designed for 1,500 V DC overhead electrification.[1] These units highlight the class's historical role in pioneering high-speed electric traction on the Manchester-Sheffield Woodhead route, though their preservation faces ongoing challenges due to the rarity of compatible infrastructure on heritage railways.[4] Locomotive No. 27000 Electra is owned by the EM2 Locomotive Society, a UK-registered educational charity formed in 1983 to repatriate and preserve examples of the class after their export to the Netherlands. Repatriated from Dutch service in July 1986, it underwent cosmetic restoration to British Railways unlined green livery in 1996 and is currently based at the Midland Railway–Butterley in Derbyshire, where it remains on static display. Although cosmetically restored and mechanically capable under test in the Netherlands (covering 3,191 miles in 1989), Electra has no operational potential in the UK due to the absence of preserved lines with 1,500 V DC overhead catenary, limiting it to occasional movements by external haulage.[4][1] No. 27001 Ariadne is preserved as a static exhibit at the Science and Industry Museum in Manchester, also repatriated in 1986 alongside Electra and displayed in Dutch NS yellow and grey livery. Displayed in the museum's Power Hall, it serves as a key artifact illustrating early British electric locomotive design, with no restoration for operation planned due to similar infrastructural constraints. The locomotive was temporarily moved outdoors for a photoshoot in 2017, underscoring its role in public outreach, but it has remained in static preservation since.[18] The third survivor, No. 27003 Diana (Dutch NS No. 1501), remains in the Netherlands and was donated to the Spoorwegmuseum (Utrecht Railway Museum) in 2021 by the Werkgroep 1501 preservation group, where it is preserved as a static indoor exhibit as of November 2025. Privately preserved since withdrawal from NS service in 1986, it was maintained in operational condition for occasional railtours on compatible Dutch lines until its relocation to the museum. Parts for maintenance have been sourced from the four scrapped sisters of the class (including E27005), a process complicated by the units' export and subsequent disposal in the 1970s–1980s. No significant updates on further restorations or returns to regular service have emerged since 2021 for any preserved EM2, reflecting the specialized nature of their 1,500 V DC systems amid broader shifts to 25 kV AC in modern rail preservation.[19][1]Fleet and Legacy
Fleet Details
The British Rail Class 77 fleet comprised seven Co-Co electric locomotives constructed by Metropolitan-Vickers at Gorton Works for operation on the 1,500 V DC electrified Woodhead Line.[1] All units entered service between 1954 and 1955 and were withdrawn from British Rail in October 1968 amid the closure of the Manchester-Sheffield route.[1] One locomotive was immediately scrapped for spares to support the others, while the remaining six were sold to Nederlandse Spoorwegen (NS) in September 1969 and renumbered into their Class 1500 series.[1][20] The NS units operated freight and passenger services until their withdrawal between 1984 and 1986, after which three were preserved and four scrapped.[1][20] No alterations to the fleet's disposition have occurred as of the latest available information.[4] The fleet details are summarized in the table below, including British Rail numbers, names, NS allocations where applicable, build dates, British Rail withdrawal dates, and final dispositions.[1][2]| BR Number | Name | NS Number | Build Date | Withdrawal Date (BR) | Final Status |
|---|---|---|---|---|---|
| 27000 | Electra | 1502 | December 1953 | October 1968 | Preserved at Midland Railway–Butterley, UK (returned from NS in 1986) |
| 27001 | Ariadne | 1505 | March 1954 | October 1968 | Preserved at Science and Industry Museum, Manchester, UK (returned from NS in 1987) |
| 27002 | Aurora | 1506 | May 1954 | October 1968 | Scrapped in the Netherlands (withdrawn from NS August 1984 after fire damage) |
| 27003 | Diana | 1501 | August 1954 | October 1968 | Preserved in the Netherlands by Werkgroep 1501 (withdrawn from NS June 1986) |
| 27004 | Juno | 1503 | September 1954 | October 1968 | Scrapped in the Netherlands (withdrawn from NS 1986; nameplate preserved at Severn Valley Railway Kidderminster Museum) |
| 27005 | Minerva | - | December 1954 | October 1968 | Scrapped by British Rail in 1969 for spares (prior to NS export) |
| 27006 | Pandora | 1504 | December 1954 | October 1968 | Scrapped in the Netherlands (withdrawn from NS February 1985) |