British Rail Class 90

The British Rail Class 90 is a class of mixed-traffic electric locomotives designed for operation on the 25 kV AC overhead electrification system, primarily serving passenger and freight duties on the West Coast Main Line (WCML).^[1] Built by British Rail Engineering Limited (BREL) at Crewe Works between 1987 and 1990, a total of 50 units were produced under contract to GEC Traction, featuring a Bo-Bo wheel arrangement and thyristor-controlled traction systems derived from the earlier Class 87 design.^[2] These locomotives produce 5,000 bhp (3,700 kW) of power, weigh 84.5 tonnes, and have a maximum speed of 110 mph (177 km/h), making them suitable for hauling heavy intermodal freight and express passenger trains.^[1] Introduced to replace the aging Class 85 fleet and cascade Class 86 locomotives to other routes, the Class 90 entered service in 1988 following successful trials that demonstrated enhanced reliability and performance over predecessors.^[3] The fleet was initially divided evenly between InterCity passenger services and Railfreight operations upon British Rail's sectorization in 1991, with later modifications creating the Class 90/1 subclass for freight use—regeared for a 75 mph (121 km/h) top speed and with electric train heating (ETH) equipment isolated to optimize for freight duties.^[4] Notable early milestones include the first passenger diagram worked by 90003 on 12 July 1988 and the display of 90008 at the International Transport and Traffic Exhibition in Hamburg, Germany, in 1988; Class 90 locomotives achieved speeds up to 125 mph during UK trials.^[5][3] Over their service life, Class 90s have operated extensively for private operators following British Rail's privatization, including Freightliner for intermodal freight on the WCML and, until 2020, Greater Anglia for passenger services in East Anglia.^[5] As of 2025, approximately 30 remain in active service, with others preserved or stored, underscoring their enduring reliability and adaptability in modern UK rail networks.^[5]

Background and Development

Origins and Ordering

In the 1980s, British Rail sought to modernize its electric locomotive fleet amid the expansion of the West Coast Main Line (WCML) electrification and the need to replace aging Classes 81 to 85, which had been in intensive service since the early 1960s. The Class 90 emerged as a versatile mixed-traffic design, intended to support InterCity passenger services, heavy freight hauls (such as 750-tonne trains over challenging gradients like Shap), and parcels operations across both the WCML and East Coast routes. This initiative followed the cancellation of the Advanced Passenger Train project and aimed to enhance reliability and reduce maintenance costs for locomotives that had accumulated significant mileage over two decades.^[6][3] The development originated from proposals to update the successful Class 87 locomotives introduced for WCML services in the 1960s and 1970s. Initially designated as Class 87/2, the project incorporated advanced features like thyristor control for improved efficiency and time-division multiplexing for push-pull operations with driving van trailers. On April 27, 1984, British Rail authorized 31 Class 87/2 locomotives for the East Coast sector (29 for freight and 2 for parcels), while on October 17, 1984, a request was made for 25 more for the WCML. Tenders were issued in May 1985, leading to a contract award on January 23, 1986, for an initial 29 locomotives, though subsequent adjustments due to Freight Sector budget cuts finalized a contract for 21 on October 20, 1987. Additional orders, primarily for West Coast Main Line passenger services, increased the total to 50 locomotives. The classification shifted to Class 90 on July 9, 1987, reflecting substantial design evolutions beyond the original concept.^[6] A total of 50 Class 90 locomotives were ultimately ordered and constructed by British Rail Engineering Limited (BREL) at Crewe Works, with GEC as the electrical subcontractor providing key components like traction equipment. Production commenced in 1987, with the first locomotive (90001) delivered on December 17, 1987, and the final one (90049) completed on September 28, 1990. This procurement aligned with broader electrification efforts, including the North London Line scheme, ensuring the new class could operate seamlessly on 25 kV AC overhead lines for both passenger and freight duties.^[6][7][4]

Design and Construction

The British Rail Class 90 locomotives were developed as a second-generation electric design for mixed-traffic operations on the West Coast Main Line, evolving from the Class 87 to enhance reliability, reduce maintenance costs, and support expanded passenger and freight services following the cancellation of the Advanced Passenger Train project.^[3] The design incorporated a Bo-Bo wheel arrangement with four axles, a monocoque bodyshell meeting updated UIC strength standards, and modern thyristor-based power electronics for improved efficiency and control.^[6] Key innovations included microprocessor-managed traction motors, rheostatic braking, automatic speed limiting via Doppler radar, and a time-division multiplexing system for remote coupling with driving trailers or other locomotives.^[8] Construction was undertaken by British Rail Engineering Limited (BREL) at Crewe Works, with GEC Traction Ltd as the primary subcontractor responsible for electrical equipment, including the traction motors and control systems.^[6] An initial contract for 29 locomotives was awarded on January 23, 1986, with subsequent orders bringing the total production to 50 units; the first unit was delivered on December 17, 1987, and the final one completed on September 28, 1990.^[6] Each locomotive featured a maximum speed of 110 mph for passenger duties, powered by a 25 kV AC overhead supply delivering a continuous output of 5,000 hp (3,729 kW), enabling it to haul 750-tonne freights over challenging gradients such as Shap and Beattock, and up to 1,080 tonnes south of Crewe.^[6][8] The cabs were strengthened for better crashworthiness, with revised styling that eliminated traditional droplight windows, and included advanced features like sanding gear and cab-mounted traction motor temperature monitoring to optimize load limits north of Crewe.^[6] A variant, the Class 90/1, was later created by modifying eight units for freight-only use, removing the electric train heating supply and reducing the top speed to 75 mph to prioritize load-hauling capacity.^[8] Overall, the Class 90's design emphasized versatility, with body dimensions closely mirroring the Class 87—measuring 59 ft 0 in long and weighing 84.5 tonnes—while introducing electronic advancements that minimized mechanical complexity and supported high-mileage operations.^[5]

Technical Specifications

Mechanical Features

The British Rail Class 90 locomotives were constructed by British Rail Engineering Limited (BREL) at Crewe Works between 1987 and 1990, featuring a robust mechanical design optimized for mixed-traffic operations on the West Coast Main Line. The body structure incorporates a strengthened cab compliant with International Union of Railways (UIC) standards for crashworthiness, with updated aerodynamic styling that eliminates the droplight windows present on predecessor classes. This design enhances driver protection and visibility while maintaining a compact profile suitable for high-speed passenger and heavy freight duties. The overall construction emphasizes durability, with the locomotive body measuring 61 ft 6 in (18.75 m) in length over buffers, a total wheelbase of 43 ft 6 in (13.26 m), and a rigid wheelbase per bogie of 10 ft 9 in (3.28 m).^[6][9] Mechanically, the Class 90 employs a Bo-Bo wheel arrangement, comprising two bogies each supporting two axles equipped with traction motors mounted between the wheels for reduced unsprung mass and improved ride quality. The bogies are a direct evolution of the Class 87 design, facilitating potential interchangeability of components like frames and suspension elements, though full compatibility is limited by variations in electrical control systems. Primary suspension utilizes resilient elements to absorb track irregularities, while secondary suspension provides stability for the body at speeds up to 110 mph (177 km/h). Sanding gear is integrated into the bogie assembly to enhance adhesion on gradients and during acceleration, particularly important for freight hauling. The locomotives have a service weight of 84.5 tonnes, distributed evenly with an axle load of approximately 21.1 tonnes, ensuring compliance with British Rail's route availability restrictions while maximizing tractive effort.^[6][9] Additional mechanical provisions include rheostatic braking, which dissipates energy through onboard resistors to supplement air brakes, contributing to efficient deceleration without excessive wear on the wheel treads. The design also incorporates automatic speed limiting and Doppler radar for precise wheel slip control, indirectly supporting mechanical reliability by preventing overstress on the traction and braking systems. These features collectively enable the Class 90 to handle diverse loads, from intercity passenger sets to containerized freight trains, with a starting tractive effort of 58,000 lbf (258 kN).^[6][9]

Electrical and Propulsion Systems

The British Rail Class 90 locomotives are designed for operation on the 25 kV 50 Hz AC overhead electrification system, collecting power through a single pantograph mounted on the roof.^[9] This power supply is stepped down by a main transformer, which features a fixed-voltage secondary winding optimized for thyristor control, enabling efficient conversion to direct current for propulsion. The transformer design, developed by GEC Traction, incorporates concentric windings for the primary, secondary, and tertiary circuits to minimize losses and support the locomotive's mixed-traffic duties. Power conversion and control are achieved via thyristor rectifiers, which replace traditional tap changers with phase-angle control to precisely regulate voltage and current to the traction motors.^[10] These silicon-controlled rectifiers (SCRs) operate in a bridge configuration, allowing smooth acceleration and efficient power delivery across a wide speed range.^[10] A microprocessor-based system oversees the thyristor firing, incorporating wheel-slip detection and correction algorithms to maintain tractive effort, while also enabling regenerative braking by reversing current flow back to the overhead lines when feasible.^[6] The propulsion system employs four GEC G412CY series-wound DC traction motors, one per axle in a Bo-Bo wheel arrangement, delivering a continuous output of 3,730 kW (5,000 hp) at 1,152 V and 800 A per motor.^[6] These motors use separate excitation (SEPEX) technology, where field and armature windings are independently controlled for optimal torque at low speeds and high efficiency at cruising speeds up to 177 km/h (110 mph).^[10] Rheostatic braking supplements the system by dissipating excess energy as heat in resistors during deceleration, ensuring reliable performance in freight and passenger applications.^[6]

Operational Capabilities

The British Rail Class 90 locomotives are designed for mixed-traffic operations on the UK's electrified network, drawing power from 25 kV 50 Hz AC overhead lines to deliver a continuous output of 3,730 kW (5,000 hp) via thyristor-controlled GEC G412CY traction motors.^[11] This power enables versatile performance in both passenger and freight roles, with a maximum speed of 110 mph (177 km/h) under normal service conditions, though test runs have achieved up to 125 mph on select units equipped with disc brakes and regeared for higher speeds.^[6] The locomotives' route availability rating of 7 allows operation over most mainline routes with standard infrastructure, including the West Coast Main Line (WCML) and East Coast Main Line (ECML), subject to axle load limits of 22.5 long tons (22.9 tonnes).^[11] Key to their operational flexibility is a starting tractive effort of 258 kN (58,000 lbf), providing strong acceleration for heavy loads, while continuous tractive effort sustains performance at lower speeds.^[4] On the WCML's northern banks, a single Class 90 can haul 945 tonnes northbound or 1,150 tonnes southbound, demonstrating robust freight capabilities on gradients up to 1 in 75.^[6] For passenger services, they support push-pull configurations with Driving Van Trailers (DVTs) and multiple-unit working via Time Division Multiplex (TDM) systems, allowing efficient operation of rake formations without locomotive repositioning.^[11] Electric train heating output aligns with an index of 95, compatible with contemporary Mk 3 coaching stock for reliable comfort on express runs.^[6] Braking systems combine air and rheostatic mechanisms, achieving a 40% brake force ratio relative to the 84.5-tonne weight, with sanding equipment enhancing adhesion on curves as tight as 80 m radius.^[11] Microprocessor controls and Doppler radar ensure precise speed management, including automatic limiting at 110 mph, while early thyristor technology improved efficiency over predecessors like the Class 87, though initial reliability issues with power electronics were addressed through upgrades.^[6] Overall, these capabilities position the Class 90 as a durable asset for high-demand electrified corridors, transitioning from dual-role duties to predominantly freight since the 1990s.^[4]

Operational History

Introduction to Service

The British Rail Class 90 locomotives were introduced to service in the late 1980s as part of British Rail's efforts to modernize electric traction on the West Coast Main Line (WCML). Construction of the 50-unit fleet began at British Rail Engineering Limited's (BREL) Crewe Works in 1987, with the first locomotive, 90001, out-shopped in October 1987 for testing at Derby and on the Old Dalby Test Track.^[5] This prototype was accepted into traffic in 1988 after extensive trials, including runs on the WCML, marking the class's readiness for operational use.^[5] Designed as mixed-traffic locomotives capable of hauling both passenger and freight trains at up to 110 mph under 25 kV AC electrification, the Class 90s were intended to replace aging AL5 and AL6 classes while supporting expanded services following the cancellation of the Advanced Passenger Train project.^[6] The first revenue passenger service occurred on 12 July 1988, when 90003 worked the 13:46 departure from Blackpool North to London Euston, substituting for a failed older locomotive.^[6] Earlier, in March 1988, 90005 had entered service on a VIP charter, while 90008 was notably dispatched to Hamburg in May 1988 for an international railway exhibition, highlighting the class's early versatility.^[5] By 1 November 1988, six scheduled InterCity diagrams on the WCML were allocated to Class 90s, utilizing eight locomotives in push-pull formations with Driving Van Trailers for enhanced efficiency.^[6] Freight operations commenced concurrently, with the locomotives assigned to parcels and intermodal duties under British Rail's sectorization, enabling them to handle heavy loads such as 945-tonne trains over challenging gradients north of Crewe.^[6] Initial deployment faced challenges, including delivery delays and reliability shortfalls; production was halted three times due to technical issues with thyristor control and train description monitoring equipment, resulting in the final unit, 90049, entering service 62 weeks late on 28 September 1990.^[6] Early reliability fell short of the 6,000-mile casualty target, prompting modifications, but by June 1993, the fleet achieved over 45,500 miles per casualty and 87.5% availability, solidifying its role in both sectors.^[6] Despite these hurdles, the Class 90s quickly became a mainstay on the WCML, offering improved performance through features like Doppler radar for wheel slip correction and a 5,000 hp output.^[6]

Passenger Service Evolution

The British Rail Class 90 locomotives entered passenger service on the West Coast Main Line (WCML) in 1988, initially hauling InterCity 125 mph services with Mark 3 coaching stock following the cancellation of the Advanced Passenger Train project. The first revenue-earning passenger working occurred on 12 July 1988, when locomotive No. 90003 joined the 13:46 Blackpool North to London Euston train at Preston. By 1990, all 50 locomotives were in service, becoming the primary motive power for express passenger trains on the electrified WCML, replacing older Class 85 units and allowing Class 86 locomotives to be cascaded to other duties.^[5][6] Following the privatization of British Rail in 1997, Virgin Trains West Coast inherited 15 Class 90s (Nos. 90001–015) for continued WCML operations, including push-pull configurations with Driving Van Trailers (DVTs) enabled by Time Division Multiplexing (TDM) technology for multiple-unit working. These locomotives handled key services such as London Euston to Glasgow Central, Manchester Piccadilly, and Birmingham New Street, maintaining a top speed of 110 mph and providing reliable traction under the 25 kV AC overhead system. However, the introduction of Class 390 Pendolino tilting trains from 2003 led to the progressive withdrawal of Class 90s from mainline WCML passenger duties by August 2004, with the fleet displaced as part of the West Coast Route Modernisation programme to achieve higher speeds and capacities.^[6][12] Post-WCML, surplus Class 90s found renewed passenger roles elsewhere. From October 2002, under the Anglia Railways franchise, selected units began operating the London Liverpool Street to Norwich route, hauling refurbished Mark 3 coaches and a DVT in push-pull mode; this service continued seamlessly under National Express East Anglia from 2004 and then Greater Anglia from 2012, with a fleet of 15 locomotives (Nos. 90001–90015). These workings emphasized reliability on the Great Eastern Main Line, with journey times reduced to 90 minutes by 2019 through infrastructure upgrades.^[6][13] Concurrently, Class 90s supported Caledonian Sleeper services from the mid-1990s, with DB Schenker (later DB Cargo UK) providing up to five dedicated units—three in ScotRail's "Barbie" livery—for the electric-hauled southern leg from London Euston to Edinburgh Waverley or Glasgow Central, often with portions detached at Carstairs; this role persisted until 2015 for primary diagrams, after which Class 92 locomotives assumed most duties, though Class 90s remained available for relief and empty coaching stock movements.^[14][15] The evolution culminated in the phase-out of regular passenger operations by 2020. Greater Anglia withdrew its Class 90 fleet on 24 March 2020, replaced by Stadler Class 745 electric multiple units on the Norwich route, amid the introduction of new bi-mode trains across the network. For the Caledonian Sleeper, the 2019 rollout of CAF Mark 5 coaches paired with Class 92 locomotives effectively ended routine Class 90 involvement, though occasional hires from Freightliner continued for substitutions due to Class 92 availability issues. By mid-2020, no daily passenger diagrams remained, shifting the class's focus entirely to freight, with preserved examples entering heritage use. This marked the end of over three decades of versatile passenger service, highlighting the locomotives' adaptability amid electrification expansions and fleet renewals.^[5][6][15]

Transition to Freight Dominance

The British Rail Class 90 locomotives entered service in the late 1980s as mixed-traffic units, designed for both passenger and freight duties on the West Coast Main Line (WCML) and associated routes. Initially, they supplemented and partially replaced older Classes 81-85 and 86 on InterCity services, with the first revenue passenger run occurring on 12 July 1988 using locomotive 90003 from Blackpool North to London Euston. Concurrently, a portion of the fleet was allocated to parcels and early freight operations, reflecting British Rail's sectorisation strategy that divided resources between InterCity passenger and freight sectors by 1991, assigning approximately half of the 50 locomotives to each.^[5][4][6] The pivotal shift toward freight dominance began in the early 2000s as passenger operations evolved. On the WCML, Virgin Trains phased out Class 90s from regular services starting in March 2004, coinciding with the introduction of Class 390 Pendolino tilting trains that offered higher speeds and capacity, rendering the locomotive-hauled sets less efficient. The displaced units, previously dedicated to pushing and pulling Mark 3 coaches, were transferred to Anglia Railways for Great Eastern Main Line (GEML) duties, where 15 ex-West Coast locomotives bolstered electric operations until 2020. This redistribution marked a clear pivot, with freight allocations expanding under English Welsh & Scottish Railway (EWS) and later operators like Freightliner, who utilized the Class 90's 5,000 hp rating for heavy intermodal and aggregate trains.^[6][3][16] By the mid-2010s, passenger roles had significantly diminished, confined primarily to the GEML under Greater Anglia, while freight applications dominated. The final major passenger withdrawal occurred in March 2020, when Greater Anglia replaced the Class 90s—along with Mark 3 coaching stock—with Class 745/755 FLIRT electric multiple units, citing improved reliability and reduced maintenance costs. This left the fleet almost exclusively in freight hands, with Freightliner acquiring 13 units from Greater Anglia and integrating them into intermodal services. DB Cargo UK, which had operated a subset for stone and nuclear flask trains, withdrew its entire Class 90 allocation in July 2023 due to escalating electricity costs and fleet rationalization; following this, Freightliner acquired additional units including 90018 and 90040. As of November 2025, around 30 Class 90s remain active, predominantly hauling containerized freight with Freightliner, with occasional charter passenger hires underscoring their enduring versatility but secondary role in timed services.^{[6][17][18][5]}

Current Operators

Freightliner

Freightliner, a leading UK intermodal freight operator, maintains one of the largest active fleets of British Rail Class 90 electric locomotives, utilizing them primarily for containerized freight services on electrified main lines. As of late 2025, the company leases 28 Class 90s from rolling stock owner Porterbrook, making them a cornerstone of its electric traction strategy alongside diesel Class 66s. These locomotives, originally designed for mixed-traffic duties in the 1980s, have been adapted by Freightliner for high-capacity intermodal trains, hauling containers and swap bodies on routes powered by 25 kV AC overhead electrification.^[19] The Freightliner Class 90 fleet includes locomotives numbered 90003–90016, 90018, 90021, and 90039–90050, with 90050 currently on long-term loan to the Crewe Heritage Centre for static display. Of these, 24 are in active service, supporting daily operations, while 90046 remains in storage pending repairs or redeployment. Many in the fleet carry Freightliner's distinctive orange and black livery, though recent acquisitions from DB Cargo UK—such as 90018, 90021, and 90040—retain their previous red Malcolm Group or DB Cargo schemes with added Freightliner branding until repainting. This expansion followed DB Cargo's withdrawal of its entire Class 90 fleet in 2023 due to rising electricity costs, allowing Freightliner to acquire and refurbish units like 90040 in 2024 and 90021 in September 2025 after overhauls at facilities including Crewe Basford Hall depot.^[19][20][21] Class 90s are deployed by Freightliner on key intermodal corridors, including the West Coast Main Line (WCML) and Great Eastern Main Line (GEML), connecting major terminals such as Felixstowe, Ipswich, and Southampton to inland hubs like Basford Hall (Crewe), Trafford Park (Manchester), Garston (Liverpool), and Coatbridge (Glasgow). Typical workings include weekday services like the 4S88 Felixstowe to Crewe (via WCML) and 4M80 Coatbridge to Southampton, as well as Saturday diagrams such as 4S59 Ipswich to Crewe and 4L96 Tilbury to Coatbridge. These routes leverage the locomotives' 5,000 hp power output and top speed of 110 mph (177 km/h) to handle heavy container trains efficiently, often in multiple with Class 92s for longer hauls or under overhead line equipment (OLE) disruptions. Ad-hoc freight movements, including engineering support trains, also feature the class, with operations coordinated from depots at Crewe and Ipswich.^[19] Recent developments underscore Freightliner's commitment to sustaining its Class 90 operations amid network upgrades and energy challenges. In March 2025, 90018 returned to traffic after repairs, tested alongside 90040 to bolster fleet availability, bringing serviceable units back to 24. Following its entry into service in September 2025, 90021 was rededicated on 8 October 2025 honoring the Malcolm Group's founder, marking another milestone, coinciding with new service launches like enhanced container flows between Felixstowe and Scotland. However, scheduled engineering works on the WCML in November 2025 are set to temporarily disrupt some Class 90 diagrams, prompting reliance on diesel alternatives. Overall, the class remains vital for Freightliner's decarbonization goals, providing reliable electric haulage for approximately 20-25% of its intermodal traffic on electrified sections.^[20][21][19]

Locomotive Services Limited

Locomotive Services Limited (LSL), a charter train operator based in Crewe, entered the Class 90 fleet in 2020 by acquiring locomotives 90001 and 90002 from Greater Anglia following the operator's withdrawal of its electric hauling fleet in favor of new multiple units. These locomotives, originally built in 1987, had been used on Greater Anglia's Norwich to London Liverpool Street intermodal services until their replacement by Stadler Class 745 and 755 trains. The acquisition allowed LSL to expand its electric traction capabilities for heritage and charter operations on electrified routes.^[22] The two locomotives carry the names Royal Scot (90001) and Wolf of Badenoch (90002) and are painted in the iconic British Rail InterCity Swallow livery, featuring grey, white, and red stripes. They are primarily stabled at Crewe Holding Sidings and maintained there for deployment. LSL has utilized them for various charter workings, including a series of Friday evening services in August and September 2022 that ran non-stop from Crewe to London Euston, returning via stops at Birmingham and Manchester Piccadilly, hauling air-conditioned Mark 3 coaches at up to 110 mph. These runs demonstrated the Class 90's suitability for high-speed passenger charters on the West Coast Main Line.^[23][24] In June 2025, LSL acquired a third Class 90, No. 90026, from DB Cargo UK as part of the freight operator's disposal of surplus electrics amid a shift in traction policy. Previously painted in Grand Central black livery for an unlaunched passenger project, 90026 was repainted into a heritage scheme upon joining LSL and entered service later that year. Like its fleetmates, it supports ad-hoc railtours and private hires, contributing to LSL's diverse portfolio of steam, diesel, and electric heritage operations, though without a regular timetable. As of late 2025, all three locomotives remain operational for occasional mainline use.^[25]

Former Operators

DB Cargo UK

DB Cargo UK, successor to English Welsh & Scottish Railway (EWS) through its rebranding as DB Schenker Rail UK in 2009 and DB Cargo UK in 2016, inherited a significant portion of the Class 90 fleet during British Rail's privatization in the late 1990s. EWS initially acquired 25 locomotives—20 from Railfreight Distribution for intermodal freight and 5 from Rail Express Systems for parcels traffic—making it one of the largest private operators of the class.^[4] By the early 2000s, the fleet had stabilized at 24 units, which DB Cargo UK maintained for electrified freight operations across the UK network, particularly on the West Coast Main Line and associated routes.^[26] The locomotives saw extensive use in DB Cargo UK's freight portfolio, hauling intermodal containers, aggregates, and automotive traffic under 25 kV AC overhead electrification, often paired with wagons from the company's diverse rolling stock pool. Beyond core freight, Class 90s under DB Cargo UK livery occasionally supported light engine movements, charter trains, and even limited passenger services, such as hires for operators like Grand Central, though these plans were ultimately unrealized due to operational shifts.^[27][18] The fleet's reliability in mixed-traffic roles contributed to their longevity, with units like 90039 logging the final revenue-earning runs in July 2023.^[27] Facing escalating electricity prices and competitive pressures from diesel alternatives like Class 66 locomotives, DB Cargo UK announced the withdrawal of its entire Class 90 fleet in July 2023, citing prohibitive running and maintenance costs.^[18][28] By mid-2023, all active units were stored at Crewe International Electric Maintenance Depot (IEMD), with operations ceasing due to lost traffic volumes. In December 2023, the company offered 12 locomotives for sale, leading to transfers including 90018 and 90040 to Freightliner in April 2024, and 90021, 90026, and 90039 to Freightliner and Locomotive Services Limited in 2025.^[29][25] As of late 2025, the remaining 19 units are either stored serviceable (e.g., 90019, 90020, 90024, 90028–90029, 90034–90037) or disposed of through scrapping (e.g., 90017, 90022–90023, 90025, 90027, 90030–90033, 90038).^[27] This marked the end of DB Cargo UK's direct operations with the class, shifting focus to more cost-effective diesel traction.^[30]

Caledonian Sleeper

The British Rail Class 90 electric locomotives served as the primary traction for the Caledonian Sleeper's overnight services on the electrified West Coast Main Line, hauling trains from London Euston to Edinburgh and Glasgow Central. Introduced in the late 1980s following the completion of the WCML electrification upgrades, these 5,000 hp Bo-Bo locomotives were contracted to provide both motive power and Electric Train Heat (ETH) for onboard systems such as air conditioning and lighting, with up to 10 daily diagrams supporting the operations south of the Scottish border.^[14] Prior to the 2015 franchise transition, DB Schenker Rail (UK) supplied the Class 90 fleet for the Sleeper, often pairing them with Mark 3 sleeping cars and driving van trailers for push-pull workings. After Serco-Caledonian Sleeper assumed the franchise in April 2015, the locomotives continued in service on a hire basis from Freightliner, ensuring continuity amid initial reliability challenges with the planned replacement Class 92s from GB Railfreight.^[31][32] The transition to Class 92 locomotives began in phases starting in 2015 but faced delays due to technical issues, leading to prolonged use of Class 90s alongside interim diesel Class 67s for non-electrified sections. Full withdrawal of Class 90s from Sleeper duties occurred in 2019, coinciding with the rollout of new CAF Mark 5 coaches, which optimized operations for the more versatile Class 92 fleet capable of through-running to destinations like Aberdeen and Inverness.^[33][34][35]

Greater Anglia

Greater Anglia operated a fleet of fifteen British Rail Class 90 electric locomotives from October 2004 until their withdrawal from passenger services in March 2020.^[36][22] These locomotives were introduced shortly after National Express East Anglia assumed the Greater Anglia franchise, replacing older Class 86 units on key intercity routes and marking a significant upgrade in motive power reliability for the operator.^[36] The Class 90s had been tested on the Great Eastern Main Line in the early 2000s prior to this transition, building on trial operations under the preceding Anglia Railways franchise.^[36] The locomotives primarily hauled push-pull passenger sets consisting of Mk 3 coaches and a Driving Van Trailer (DVT) on the electrified Great Eastern Main Line, serving routes from London Liverpool Street to Norwich and Ipswich.^[22] These services provided high-capacity, reliable connections for East Anglia's intercity travel needs, with the 5,000 hp Class 90s capable of sustaining speeds up to 110 mph while managing heavy formations of up to nine coaches.^[22] Over nearly two decades, the fleet became synonymous with Greater Anglia's flagship passenger operations, contributing to consistent performance despite the aging infrastructure of the locomotive-hauled stock.^[36] Leased from Porterbrook, the fifteen units were maintained at Norwich Crown Point depot and progressively repainted into operator-specific liveries, including the blue and orange scheme under National Express East Anglia (2004–2012) and the white livery with Greater Anglia branding during the Abellio Greater Anglia period (2012–2020).^[22] Notable examples included 90001, which powered the final scheduled passenger working on 24 March 2020—a Norwich to London Liverpool Street service.^[22] The withdrawal of the Class 90s coincided with the delivery of new Stadler Class 745 electric multiple units, which offered improved accessibility, efficiency, and compliance with modern accessibility regulations that the legacy Mk 3 coach sets could no longer meet.^[22] This marked the end of regular locomotive-hauled passenger services in East Anglia for the first time since the 1840s, with no main line locomotives allocated to Norwich thereafter.^[22] Following their passenger retirement, thirteen locomotives were acquired by Freightliner for intermodal freight duties, while the remaining two transferred to Locomotive Services Limited for heritage and charter operations; the units were transported from Norwich to Crewe Basford Hall Yard in May 2020.^[22]

Virgin Trains West Coast

Virgin Trains assumed responsibility for the InterCity West Coast franchise in April 1997 following the privatisation of British Rail, inheriting a dedicated fleet of 15 Class 90 electric locomotives numbered 90001 to 90015 for operations on the West Coast Main Line (WCML). These locomotives, built by British Rail Engineering Limited (BREL) at Crewe Works between 1987 and 1990, were initially deployed to haul rakes of Mark 3 coaching stock on high-speed express passenger services from London Euston to key northern destinations, including Glasgow Central, Manchester Piccadilly, Liverpool Lime Street, and Birmingham New Street. Capable of producing 5,000 horsepower and reaching a maximum speed of 110 mph under 25 kV AC overhead electrification, the Class 90s offered improved reliability and performance over the aging Class 86 and Class 87 fleets they supplemented, contributing to enhanced journey times and service frequency on the 400-mile route.^[6] The locomotives were progressively repainted from their original InterCity Swallow livery into Virgin Trains' iconic red, silver, and white scheme, with 90002 becoming the first in service during 1997 and receiving the name Mission: Impossible to align with the operator's branding strategy. Several others were similarly named, such as 90015 An Gàidheal Albannach (The Scottish Gael), reflecting cultural or promotional themes. To support operational flexibility, particularly as the WCML upgrade progressed, the fleet was adapted for push-pull working using Time Division Multiplexing (TDM) technology and paired with Mk 3 Driving Van Trailers (DVTs), allowing the locomotives to operate at the rear of formations while controlled from the cab car. This configuration was instrumental in maintaining schedules during peak periods and engineering possessions, with the Class 90s logging millions of miles in passenger service before the full rollout of tilting trains.^[37][6] The introduction of Class 390 Pendolino tilting trains from late 2002 onward, as part of the £10 billion West Coast Main Line modernisation programme, progressively displaced loco-hauled operations to achieve higher speeds and capacities. By early 2004, with Pendolinos handling the majority of express services, Virgin Trains returned its Class 90 fleet to the rolling stock leasing company Porterbrook, ending their primary role on the WCML after seven years of dedicated passenger use. The locomotives achieved notable reliability improvements during this period, with mean distance between failures increasing significantly due to focused maintenance at depots like Longsight and Polmadie. Post-transfer, the fleet was reallocated to other passenger operators, marking the conclusion of the Class 90's tenure with Virgin Trains West Coast.^[6]

Fleet Details

Overview and Status

The British Rail Class 90 locomotives are a series of mixed-traffic electric locomotives designed for operation on the UK's 25 kV AC overhead line electrification system. Built by British Rail Engineering Limited (BREL) at Crewe Works between 1987 and 1990, the class consists of 50 units, each rated at 5,000 horsepower (3,700 kW) and capable of hauling heavy freight and passenger trains at speeds up to 110 mph (177 km/h).^[4][5] These locomotives were constructed with GEC Traction equipment, featuring advanced thyristor control for efficient power delivery, and were initially allocated evenly between InterCity passenger services and freight operations following British Rail's sectorization in 1991.^[4][6] As of November 2025, the Class 90 fleet has been reduced to 40 surviving locomotives following the disposal for scrapping of 10 units in 2024, primarily from DB Cargo UK's withdrawn allocation. Approximately 25 locomotives remain in active mainline service, with the majority operated by Freightliner for intermodal and bulk freight on electrified routes such as the West Coast Main Line.^[38] A small number are in use by Locomotive Services Limited for charter and heritage operations, while 9 are held in short-term storage by DB Cargo UK and one (90050) is preserved cosmetically at the Crewe Heritage Centre.^[38] Recent enhancements include the return of two Class 90s to Freightliner's traffic in April 2025 after repairs, underscoring the class's ongoing reliability despite the shift away from passenger duties since around 2020.^[20][26] The fleet's status reflects a transition to freight dominance, with no active passenger operators following the end of services by Caledonian Sleeper and Greater Anglia. Ongoing maintenance and occasional transfers, such as 90018 and 90040 to Freightliner in 2025, help sustain the class's operational footprint, though high energy costs have prompted withdrawals from some operators.^[38][26] About 50% of the original fleet continues to provide vital haulage capacity on the UK's electrified network.^[5]

Notable Locomotives

Several Class 90 locomotives have gained prominence due to their roles in key milestones, special namings, or preservation efforts. For instance, 90001, the first locomotive of the class, out-shopped in October 1987, underwent extensive testing on the West Coast Main Line and the Old Dalby Test Track before entering service. Now named Royal Scot and owned by Locomotive Services Limited, it operates in the iconic InterCity Swallow livery and hauls charter trains, symbolizing the class's enduring versatility in heritage operations.^[6][23] Similarly, 90002, named Wolf of Badenoch, shares operational duties with 90001 under Locomotive Services Limited, also in InterCity Swallow livery. This locomotive highlights the class's adaptability for mainline charters, frequently powering enthusiast excursions across electrified routes. Its naming evokes Scottish heritage, aligning with its frequent use on northern services.^[23] On the passenger front, 90003 holds historical significance as the first Class 90 to work a scheduled passenger train on July 12, 1988, substituting for a failed locomotive on a Euston-bound service from Blackpool North. Currently in Freightliner orange and black livery, it continues freight duties but remains a benchmark for the class's integration into the British Rail network.^[6] Named locomotives from the Greater Anglia era add cultural notability. 90005, initially named Financial Times in 1988 after a VIP run to Northampton, was renamed Vice-Admiral Lord Nelson in September 2005 to honor naval history. It served on the Great Eastern Main Line until the class's withdrawal from passenger use in 2020.^[39] Likewise, 90009 was specially named Diamond Jubilee in April 2012 at Norwich station by the Lord-Lieutenant of Norfolk to commemorate Queen Elizabeth II's Diamond Jubilee, featuring a Union Flag motif during its service with Greater Anglia.^[40] Preservation efforts spotlight 90050, which suffered fire damage in 2004 while in Freightliner service and was later used as a spares donor at Crewe Basford Hall. In October 2023, it was loaned long-term to Crewe Heritage Centre, where cosmetic restoration has made it a static exhibit celebrating the class's Crewe-built origins. This locomotive represents the sole preserved Class 90, underscoring challenges in conserving modern electrics.^[7]

Incidents and Preservation

Accidents and Incidents

On 23 January 2013, a Greater Anglia passenger train consisting of a Class 90 electric locomotive pushing nine Mark 3 coaches and a driving van trailer partially derailed shortly after departing from platform 13 at London Liverpool Street station.^[41] The incident occurred on a tight curve where 17 wheelsets derailed due to track gauge widening caused by deteriorated rail fixings and inadequate maintenance inspections by Network Rail.^[41] No injuries were reported, though the train sustained minor damage and services were disrupted until the following morning; the Rail Accident Investigation Branch (RAIB) recommended improved track inspection protocols to prevent recurrence.^[41] On 3 February 2012, Freightliner Class 90/1 locomotive No. 90046, operating as a light engine from Crewe to Wembley on hire to Virgin Trains, completely derailed at Bletchley Junction after passing through facing points at approximately 65 mph, exceeding the 15 mph permanent speed restriction.^[42] The overspeed resulted from the driver's failure to observe the route indicator, influenced by an expectation of continuing straight on the up slow line, leading to the locomotive blocking multiple lines and nearly colliding with an approaching passenger train that braked in time.^[42] The driver sustained minor injuries, and the event caused significant infrastructure damage and widespread disruption on the West Coast Main Line; RAIB identified human factors and recommended enhanced driver training and vigilance aids.^[42] On 22 August 2023, Freightliner Class 90 electric locomotive No. 90006 operating light engine passed a signal at danger (SPAD) on the approach to Stafford Trent Valley Junction No. 1, reaching 75 mph (121 km/h) due to rapid acceleration following a distraction from an unexpected vacuum circuit breaker trip, stopping approximately 740 metres past the signal after the driver applied the emergency brake.^[43] No collision occurred as the route was clear, though points were damaged and services disrupted for hours.^[43] RAIB's investigation highlighted risks from light engine movements and urged better speed management training for drivers.^[43] Class 90 locomotives have generally maintained a strong safety record in revenue service, with most incidents linked to operational errors or infrastructure issues rather than design flaws in the locomotive itself.^[44] RAIB reports emphasize that while no fatalities have been directly attributed to Class 90 operations, these events underscore the importance of ongoing safety enhancements in high-speed electric traction environments.^[44]

Preservation Efforts

Preservation efforts for the British Rail Class 90 locomotives have primarily been driven by private heritage operators amid the fleet's withdrawals from mainline service, particularly following DB Cargo UK's decision to store or dispose of its examples starting in 2023 due to rising electricity costs.^[30] Locomotive Services Limited (LSL), a charter train operator, has emerged as the key player in these initiatives, acquiring and maintaining several locomotives for occasional heritage and passenger workings on electrified lines. This approach allows the Class 90s to continue operating in a preserved capacity while showcasing their historical significance in British railroading.^[45] LSL's preserved fleet includes 90001 Royal Scot, originally built in 1987 and named in honor of the famous Royal Scot locomotive, and 90002 Wolf of Badenoch, both acquired prior to 2024 and typically based at Crewe Holding Sidings when not in use. These locomotives, painted in evocative liveries such as the original InterCity Swallow scheme, have been employed for ad-hoc charter services, including railtours on the West Coast Main Line. In June 2025, LSL expanded its holdings by purchasing 90026 from DB Cargo, further bolstering preservation activities and ensuring additional examples remain operational for heritage purposes rather than facing scrapping.^[45][25] Additionally, as of August 2024, the last-built locomotive 90050 has been preserved and repainted in a dual livery featuring original 1990s colors, representing another key effort to maintain the class's heritage.^[46] Supporting these efforts, enthusiast groups like the Class 90 Electric Loco Group provide documentation, updates on fleet status, and advocacy for the type's legacy, tracking allocations and promoting public interest through online resources. While no Class 90s are currently held in static museum collections, LSL's operational preservation model emphasizes dynamic use over static display, aligning with the locomotives' design for high-speed mixed-traffic duties. As of November 2025, these initiatives represent the primary safeguard against the loss of the class, with ongoing disposals underscoring the urgency of such endeavors.^[47]

Models and Legacy

Model Railways

The British Rail Class 90 electric locomotive is popular among model railway enthusiasts, particularly in the United Kingdom, where it is replicated in OO (1:76 scale) and N (1:148 scale) gauges by leading manufacturers. These models emphasize the locomotive's sleek design, including its monocoque body, single large pantograph, and bogie details, enabling accurate representations of West Coast Main Line operations.^[48] In OO gauge, Hornby produces ready-to-run Class 90 models compatible with DCC systems, featuring five-pole motors, die-cast chassis for stability, and NEM couplers for compatibility with rolling stock. Available liveries include Freightliner PowerHaul and special editions like the Malcolm Rail centenary scheme on No. 90034, with prices typically ranging from £150 to £200. Bachmann's Branchline range offers advanced OO gauge versions with coreless motors, flywheel stabilization, all-wheel electrical pickups, and servo-operated pantographs that can be raised or lowered via DCC functions. Notable examples include No. 90026 in original InterCity Mainline livery and No. 90028 'Sir William McAlpine' in DB Cargo red, incorporating etched nameplates and detailed underframes for enhanced realism.^[49][50] For N gauge, Graham Farish (a Bachmann subsidiary) delivers highly detailed Class 90 models with coreless twin-shaft motors driving all axles, posable pantographs, illuminated cabs, and optional 21-pin DCC sound packs featuring authentic recordings of the Class 90's operation. Liveries span BR InterCity Swallow on No. 90006 'High Sheriff', Rail Express Systems 'Penny Black' on No. 90019, and Freightliner PowerHaul on No. 90042, priced around £150 to £250. These models support close coupling and minimum radius curves of 228mm, making them suitable for compact layouts depicting electric-hauled passenger and freight services.^[51] Limited edition and weathering options from these manufacturers, often in collaboration with specialist firms, allow customization to reflect specific eras or operators like Virgin Trains or Caledonian Sleeper, enhancing historical accuracy in model setups.^[52]

Cultural Impact

The British Rail Class 90 locomotive has made notable appearances in British television, contributing to its recognition beyond operational rail contexts. In the 1999 ITV post-apocalyptic drama series The Last Train, Class 90 locomotives were prominently featured as the primary electric motive power for the survivors' journey from London to Sheffield, with the majority of shots utilizing the Class 90 despite some initial footage of similar Class 87 units.^[53] This portrayal highlighted the locomotive's sleek design and reliability in a narrative setting, underscoring its symbolic role in depictions of modern British rail infrastructure during the late 20th century. The Class 90 has also gained prominence in digital media through video games, where it serves as a drivable model in railway simulation titles, fostering enthusiast engagement and preserving its legacy among younger audiences. In Train Simulator Classic, the GEML Class 90 add-on, released in 2013, replicates the locomotive's operations on the Great Eastern Main Line with authentic physics, liveries, and scenarios based on its InterCity service history.^[54] Similarly, in Train Sim World, an upcoming Class 90 expansion announced in 2025 by Alan Thomson Simulation recreates its freight and passenger duties on the West Coast Main Line, emphasizing its enduring appeal in virtual railroading communities.^[55] These simulations have introduced the Class 90 to global players, enhancing its cultural footprint in gaming as a representative of British electric traction. A significant aspect of the Class 90's cultural resonance lies in its naming conventions, which honored British cities, institutions, and events, embedding the locomotive within national heritage. For instance, locomotive 90012 was named Glasgow 1990 - Cultural Capital of Europe to commemorate Glasgow's designation as the European Capital of Culture in 1990, linking the fleet to broader cultural celebrations and urban regeneration efforts. Other examples include 90001 Royal Scot, evoking Scottish monarchy and history, and 90027 City of London, reflecting civic pride; these names, applied primarily to passenger variants during the InterCity era, transformed the locomotives into rolling symbols of British identity and achievement. Such namings, totaling over 30 unique instances across the fleet, have been documented by preservation groups, illustrating the Class 90's integration into the cultural fabric of late British Rail operations.