45148 accelerates a Midland Main Line express away from Nottingham under Wilford Road bridge, 1st March 1976. 45148 was built at Derby Works in 1961 and was originally numbered D130. It was one of fifty Peaks selected in the first half of the 1970’s to lose there train heating boiler for electric train heating becoming 45147 in January 1975. It was to spend virtually its whole career on Midland Main Line duties being initially allocated to Derby, followed by Toton in 1966 where it would remain until its final transfer to Tinsley in November 1986. Its career as a Tinsley engine was brief as it was withdrawn in February 1987 and moved to March for storage. In 1989 it was one of six Peaks (45111/25/26/36/46/48) transferred from March to Egginton to be used as dead-load vehicles by the Research Department at Mickleover. Eventually three years later 45148 had made its way to MC Metals at Glasgow, were it was broken up in April 1992

45147 emerges from beneath Wilford Road overbridge as it departs Nottingham with a Midland Main Line express, 1st March 1976. Originally numbered D41 it was built at Derby in 1961 and until 1966 was allocated to Bristol (Bath Road) for cross country duties to Birmingham, Derby and the North East. In 1966 it transferred to Midland Main Line duties where it would spend most of its career. It was one of fifty Peaks selected in the first half of the 1970’s to lose there train heating boiler for electric train heating becoming 45147 in January 1975. On the 4th December 1984 whilst working the 10.05 Liverpool - Scarborough service it was involved in a serious rear-end collision near Salford which resulted in a spectacular fire, regrettably the driver and one passenger were killed. The damage to 45147 was extensive with the leading cab/nose and front third of the body totally destroyed above the frame with the rest of the body burnt out by the blaze and the rear cab/nose damaged by the leading coach. 45147 was not immediately withdrawn but stored unserviceable!! However sense prevailed and it was withdrawn in January 1985 and broken up close to the site of the accident by Vic Berry, Leciester.

86209 heads through Tamworth with a southbound express, 23rd April 1977. 86209 was built at Doncaster in 1965 as E3125. It was modified with improved suspension and modified wheels to reduce track damage in 1973 and renumbered 86209. On the 23rd January 1975 whilst working a Manchester – Euston express 83003 was de-railed south of Watford and was then in collision with 86209 working a Euston – Glasgow sleeper train. 86209 ended up at the bottom of the embankment and would take a few weeks to recover. After thirty five years of pounding up and down the West Coast Main it would spend its last four either out of traffic (stored or waiting repair) or working East Anglian duties between Liverpool Street and Norwich until withdrawn with multiple faults in October 2004. It was broken up by Boreham Scrap Co. in May 2005.

A very poor photograph of a rare subject, 02004 is here seen stabled between duties sometime in 1974 at the old Liverpool Exchange station which itself has long gone. Liverpool Exchange station closed in 1977, being replaced by new underground stations at Moorfields and Liverpool Central. 02004 is a 0-4-0 diesel-hydraulic locomotive built by the Yorkshire Engine Company in 1961 and was originally numbered D2856. Of this class of twenty locomotives only four survived long enough to be allocated 1973 TOPS numbers and only three were actually renumbered. They did not survive long with there new numbers as all three were withdrawn in June 1975. Following withdrawal 02004 was sold to Redland Roadstone Ltd for use at Mountsorrel. However in reality it was used as a source of spares for “Diane” (D2867) and had been broken up on site by October 1978.

08850 engaged in a spot of shunting at Eastleigh, 27th August 1975. Originally D4018 it was built at Horwich and entered traffic in June 1961, allocated to Bristol St Phillips Marsh. It quickly transferred to Bristol Bath Road where it would remain through out the 1960’s. In January 1975 it was equipped with dual brakes and waist height air brake fittings for coupling to Southern Region electric multiple unit stock. By the early 1980’s it had become surplus on the Southern Region and moved to Reading where it would stay until withdrawn in December 1992. Initially preserved on the West Somerset Railway, this locomotive moved up to the North Yorkshire Moors Railway in the 1990s. It is currently (January 2010) based at Grosmont and sees use as station or shed pilot. It has been repainted in BR blue and carries the number 4018..

40007 is about to depart from Hull Botanic Gardens MPD to pick up its next duty, 12th March 1977. Originally D207 it entered traffic on the 9th July 1958. British Railways originally ordered ten class 40s, then known as "English Electric Type 4’s”, as evaluation prototypes. They were built at the Vulcan Foundry in Newton-le-Willows, Lancashire. The first locomotive, D200, was delivered in March 1958 and made its passenger debut on an express train from London Liverpool Street to Norwich on 18 April 1958. The first five locomotives D200-D204, were trailed on similar services on the former Great Eastern routes from Liverpool Street, whilst the remaining five. D205-D209 were allocated to Hornsey and worked on former Great Northern services out of Kings Cross to Sheffield, Newcastle and Edinburgh, covering such famous named trains as the "Flying Scotsman" and the "Master Cutler". The 1st November 1958 proved to be a poor day when D207 failed at Kings Cross on the down Flying Scotsman, it was replaced by D208, which failed later in the journey with traction motor problems. However the first year's running figures showed GER and GNR availability at 71.5% and 79% respectively which is not that poor when considering that in 1958 British Railways were still organised as a steam railway with virtually no specific diesel locomotive facilities. By October 1961 the Hornsey fleet of class 40’s were displaced by the Deltics and moved to Stratford. From January 1965 the new, more powerful class 47’s took over prime Great Eastern passenger services, and the class 40's were eventually transferred away in August 1967, to serve on secondary and freight duties in the North West. 40007 was fitted with dual brakes in January 1975 which would help its survival when the run down of the class 40 fleet commenced in 1976. After over twenty six years service 40007 was withdrawn in February 1983 and broken up in January 1984 at Doncaster Works.

D1023 Western Fusilier departs from Derby with the Western Finale, Exeter – York railtour on a gloomy and grey day, 12th February 1977. Built at Swindon works Western Fusilier entered traffic in September 1963 allocated to Cardiff Canton MPD. It was transferred to Swansea Landore in February 1965 before returning briefly to Cardiff Canton in March 1966 before final transfer to Plymouth Laira in April 1966. It was the last class 52 to receive a classified repair at Swindon works in September 1973. It survived an 80 yard derailment in January 1975 (due to complete failure of the leading axle) at a time when major inroads were being made into the class. Its BR final working took place two weeks after this photograph on the 26th February 1977 when it worked the Western Tribute railtour from Paddington to South Wales, Plymouth and return with D1013 Western Ranger. It was withdrawn along with the last three remaining diesel hydraulic locomotives (all class 52) two days later on the 28th February 1977 after covering @1,256,000 miles in service. Following withdrawal it was claimed for the National Collection and is currently (February 2009) located at the National Railway Museum, York

A rather nice photograph of 55007 Pinza at Edinburgh Waverly on the 28th March 1978 spoilt by the two grey boxes in the foreground. Originally D9007 it entered service in June 1961 allocated to Finsbury Park. On the12th January 1975 55007 paid a visit to the Western Region Main Line for 100mph tests associated with dipped rail joints. Whilst working1A08 08:07 York - King's Cross on the 30th December 1981 it suffered an engine failure and had to be assisted by 47146. It was withdrawn the following day and had arrived at Doncaster Works for disposal by the 4th January 1982. It was broken up eight months later in August 1982.