British Rail Class 85 – Britain's Most Reliable First-Generation Electric 1961-1991

Historical Background and Context

The genesis of the BR Class 85 begins with British Rail's ambitious decision to electrify the West Coast Main Line using the 25kV 50Hz AC overhead system, announced on 6th March 1956. This marked a significant departure from earlier DC electrification schemes, drawing heavily on successful French and Swedish experience with high-voltage AC traction. The 25kV AC system offered substantial advantages in construction costs, maintenance requirements, and operational efficiency over the 1500V DC systems previously used on routes such as the Manchester-Sheffield-Wath (Woodhead) line.

Rather than placing a bulk order with a single manufacturer, the British Transport Commission adopted an innovative procurement strategy that would profoundly influence British electric locomotive development. Five prototype classes—designated AL1 through AL5—were commissioned from different manufacturers and BR's own works, totalling 100 locomotives. This approach distributed development risks, harnessed varied engineering expertise across British industry, and allowed comprehensive evaluation of different technical solutions before committing to mass production of the successful AL6 design that became Class 86.

The AL5 contract was awarded to British Railways' Doncaster Works for mechanical construction, with electrical equipment supplied by Associated Electrical Industries (AEI)—specifically the Metropolitan-Vickers division. This partnership combined Doncaster's extensive locomotive-building expertise with AEI's proven experience in AC electrical systems, already demonstrated on the AL1 (Class 81) and AL2 (Class 82) types. The collaboration ensured mechanical reliability through established BR construction techniques whilst incorporating cutting-edge electrical technology.

Deliveries continued steadily until late 1964 when E3095, the final AL5, entered service—just six months before the first AL6 (Class 86) emerged from Doncaster and English Electric's Vulcan Foundry. The timing demonstrated British Rail's confidence in the 25kV AC system, with production locomotives already being constructed before prototype evaluation was fully complete. This compressed development schedule reflected the urgent need to modernise Britain's premier passenger route whilst steam traction remained dominant.

Under the TOPS (Total Operations Processing System) numbering system introduced progressively from 1968, the AL5 designation was replaced by Class 85, with locomotives renumbered from their original E3056-E3095 identities into the 85001-85040 range. This renumbering proceeded gradually from 1971 onwards, with some locomotives carrying their original numbers well into the 1970s. Contemporary photographs show considerable variety in number styles, emblem positions, and livery variations during this transitional period, creating interesting modelling opportunities.

Design and Technical Specifications

The Class 85's design bore considerable similarities to the earlier Class 81, particularly in their shared AEI-supplied electrical equipment and overall mechanical configuration. However, several key differences made the AL5 technically distinctive and ultimately more reliable than most of its first-generation contemporaries. The cumulative effect of incremental improvements and lessons learned from earlier types created a locomotive that consistently outperformed expectations.

At the heart of the Class 85's electrical system sat four AEI Type 189 traction motors, each rated at 320 kW at 800V AC. These nose-suspended, fully compensated series motors drove all four axles through the Bo-Bo wheel arrangement—two four-wheeled bogies with all axles powered. The motors received power from the 25kV overhead catenary via a roof-mounted pantograph, stepped down through a transformer, and converted from AC to DC through the rectifier equipment that proved central to the class's reliability story.

The Class 85's most significant technical innovation was its use of semiconductor rectifiers from new, representing a fundamental departure from the mercury-arc systems fitted to Classes 83 and 84. The first 30 locomotives (E3056-E3085) featured germanium rectifiers, whilst the final 10 (E3086-E3095) received more advanced silicon rectifiers. This decision avoided the spectacular failures that plagued mercury-arc equipment—explosions, fires, and extended periods out of service for rectifier rebuilds characterised Classes 83 and 84, whilst the Class 85 quietly accumulated mileage.

Silicon rectifiers were progressively retrofitted across the entire Class 85 fleet by the end of 1986, replacing the earlier germanium units. This systematic upgrading programme ensured technical uniformity and parts standardisation, crucial factors in maintaining the class's excellent reliability record through its final years of service. The investment proved worthwhile, with Class 85s remaining in traffic until 1991 whilst Class 84s had all been withdrawn by 1980.

To meet British Rail's stringent weight requirements—crucial for permitting operation across the widest possible network—the Class 85 employed innovative lightweight construction techniques. The lower body sides merged directly into the underframe structure, eliminating redundant framing members. The roof and body sides above window level used a lightweight steel framework with aluminium alloy covering, reducing weight whilst maintaining structural integrity. This construction philosophy delivered an 80-tonne locomotive capable of 3,200 horsepower output—an excellent power-to-weight ratio for the era.

The bogies represented another area of technical sophistication, designed with input from French manufacturer Alsthom. Fabricated steel construction replaced traditional cast components, reducing unsprung weight. Rubber cone-shaped centre pivots provided primary suspension, whilst secondary suspension employed coil springs. Innovative lubrication-free side bearers using rubber bushes eliminated traditional grease points, reducing maintenance requirements. The bogie design contributed significantly to the Class 85's reputation for smooth riding characteristics, particularly appreciated by locomotive crews during lengthy Anglo-Scottish duties.

The cab layout followed standard BR practice for the period, with the driver's position on the left-hand side and a centrally-mounted control pedestal. Electric train heating equipment enabled operation of passenger services without the steam heating boilers that complicated earlier electric designs. Twin Stone-Faiveley AMBR pantographs were initially fitted, though many locomotives later operated with single pantographs as an economy measure—a modification that created distinctive visual variations enthusiasts can replicate when modelling the class.

Service History and Operations

Upon entering service from June 1961 onwards, the AL5 fleet immediately tackled express passenger duties across the progressively electrified West Coast Main Line sections. Initial routes covered Birmingham to Crewe, Manchester Piccadilly, and Liverpool, where the new electric locomotives demonstrated their capabilities against the steam traction they were designed to replace. The sight of sleek electric locomotives hauling express trains at unprecedented speeds captured public imagination and symbolised British Rail's modernisation programme.

By September 1965, electrification reached London Euston, enabling services to be extended southward and creating through electric workings from the capital to the industrial cities of the Midlands and North West. The AL5s handled prestigious named trains including the Midday Scot, Royal Scot, and Mancunian, establishing their credentials on high-profile services. Performance proved excellent, with acceleration and speed capabilities far exceeding the steam locomotives they replaced, whilst operating costs dropped dramatically.

Following completion of the Anglo-Scottish electrification in May 1974, Class 85s (as they were now designated under TOPS) became regular performers on InterCity services between England and Scotland. These demanding diagrams traversed the challenging grades over Shap Summit in Cumbria and Beattock Summit in Scotland, testing locomotive capabilities on gradients that had historically demanded double-heading with steam. The Class 85s handled 10-12 coach formations on these services, though they were outperformed by the more powerful Class 87 locomotives that entered service from 1974 onwards.

The class earned its ironic reputation as "Britain's most boring class" precisely because it avoided the technical dramas afflicting its contemporaries. The Class 84 suffered severe rectifier problems and poor ride quality at speed, leading to early withdrawal by 1980. The Class 83's mercury-arc rectifiers caused extended storage periods and expensive rebuilding programmes. Even the successful Class 81 experienced increasing fire problems in later years as insulation deteriorated. The Class 85, by contrast, led a remarkably uneventful existence—locomotives simply worked their diagrams reliably day after day, accumulating millions of miles without generating headlines.

Depot allocations evolved throughout the class's service life. Initial assignments used the general AC Lines code, progressing to specific depot codes as the fleet management structure developed. From the early years, many Class 85s were allocated to Longsight depot in Manchester, convenient for servicing locomotives working North West services. From 1973, the class concentrated at Crewe Electric Depot where they remained until withdrawal, sharing facilities with Classes 81, 82, 83, 84, 86, and eventually 87.

Typical duties evolved as the WCML electrification progressed and newer locomotives entered service. Early years saw Class 85s on premier express passenger workings. As Class 86 production locomotives arrived from 1965 onwards, and particularly after Class 87 introduction from 1974, Class 85s increasingly handled secondary passenger services, parcels trains, and mixed-traffic workings. By the 1980s, the class found regular employment on newspaper trains, mail services, and InterCity relief trains rather than booked express diagrams.

The 85/1 Freight Subclass

In 1989, delays in Class 90 deliveries prompted Railfreight Distribution to convert 14 Class 85s into dedicated freight locomotives. Reclassified as Class 85/1 and renumbered 85101-85114, these modifications transformed the locomotives for heavy freight duties. Changes included removal of electric train heating equipment (no longer required for freight operation), reduction of maximum speed from 100 mph to 80 mph through gear ratio alterations, and addition of extra sanding gear to improve adhesion under load when starting heavy trains.

The first conversion saw 85006 become 85101 in November 1989, with the remainder following over subsequent months: 85029 to 85102, 85030 to 85103, 85101 (original numbering) to 85104, 85005 to 85105, 85103 (original) to 85106, 85015 to 85107, 85020 to 85108, 85023 to 85109, 85024 to 85110, 85016 to 85111, 85035 to 85112, 85008 to 85113, and 85031 to 85114. The conversions proved successful, with the modified locomotives handling container trains, aggregate flows, and other freight traffic across the WCML until the class's final withdrawal.

Fleet

Withdrawal and Preservation Legacy

Despite their excellent reliability record, the Class 85 fleet eventually succumbed to the inevitable combination of age-related problems and displacement by more powerful successors. In later years, particularly from the mid-1980s onwards, the class began suffering fire incidents similar to those affecting the Class 81. Electrical insulation deterioration—an unavoidable consequence of thermal cycling over decades of service—caused short circuits that led to fires becoming "commonplace" according to contemporary reports. Four additional 85/1 conversions were made specifically to replace fire-damaged locomotives, highlighting the fleet's declining technical condition.

The first withdrawal occurred in 1985 when 85027 was condemned following fire damage. The locomotive had caught fire near Kings Langley on 17th April 1983 whilst hauling a southbound Freightliner service. Although the fire was extinguished and the locomotive continued in service, accumulated damage eventually led to withdrawal two years later. This incident foreshadowed the pattern that would characterise the class's final years—progressive deterioration punctuated by fire incidents that made continued operation increasingly uneconomical.

Progressive withdrawals continued through the late 1980s as Classes 87 and 90 absorbed workings previously handled by the first-generation types. The Class 90s, delivered from 1987 onwards, offered 5,000 horsepower compared to the Class 85's 3,200 horsepower, whilst incorporating modern thyristor control systems and improved reliability. Economic reality dictated that expensive refurbishment of thirty-year-old locomotives could not be justified when modern replacements offered superior performance and lower operating costs.

A farewell railtour, "The Roarer Requiem", operated on 3rd August 1991 with locomotives 85101 and 85105 providing traction. The tour ran from Manchester to Walton-on-the-Naze in Essex, covering 346 miles and allowing enthusiasts to experience Class 85 haulage one final time. The name referenced the distinctive roaring sound produced by the cooling fan motors—a characteristic noise that had identified Class 85s to lineside enthusiasts for three decades.

By late 1991, the remaining serviceable locomotives were restricted to empty carriage stock duties—the unglamorous task of moving passenger coaches between stations and depots. Four survivors handled these duties: 85101 and 85040 at London Euston, 85110 at Liverpool Lime Street, and 85018 at Manchester Piccadilly. These final duties proved surprisingly short-lived as newer traction with lower operating costs displaced even these humble workings. By December 1991, 85101 and 85113 were withdrawn, and the British Rail Class 85 became extinct in revenue service after thirty years of reliable operation.

The Electric Graveyard and Scrapping

Almost the entire Class 85 fleet ended up stored at Crewe's "electric graveyard"—an informal name for the withdrawn locomotive storage area that became home to dozens of first-generation AC electrics awaiting their fate. The locomotives remained there for over twelve months whilst British Rail and scrap dealers negotiated disposal contracts. Contemporary photographs show rows of Class 81s, 82s, 83s, 84s, and 85s standing silent witness to the passing of an era.

Scrapping proceeded from late 1992 onwards. Most Class 85s were eventually cut up at MC Metals in Glasgow, a facility that had handled numerous locomotive disposals throughout the privatisation era. Smaller numbers went to BREL Crewe Works, Vic Berry's Leicester yard, and Coopers Metal Processors in Sheffield. The scrapping process proved swift and thorough—by 1994, all but one of the forty locomotives had been reduced to recyclable scrap metal.

The Sole Survivor

Only 85006 (originally E3061, later 85101) survives today, owned by the AC Locomotive Group and displayed at Barrow Hill Roundhouse in Derbyshire. The locomotive was named "Doncaster Plant 150 1853-2003" at a ceremony held during Doncaster Works' 150th anniversary open day, commemorating the facility that built all forty Class 85s four decades earlier.

The locomotive currently appears in BR Rail Blue livery carrying its 85006 identity, though it has previously worn a Railfreight Distribution livery—a colour scheme never actually applied to any Class 85 in revenue service but representing the freight sector that employed the 85/1 subclass during their final years. The AC Locomotive Group's long-term aim is restoration to full working order, though this represents a substantial engineering challenge requiring complete electrical system refurbishment and compliance with modern safety standards for mainline operation.

The AC Locomotive Group maintains Britain's most comprehensive collection of first and second-generation AC electric locomotives at Barrow Hill, including representatives of Classes 81, 82, 83, 86, 87, and 89. The Class 85 forms a crucial element in this collection, representing the evolutionary step between experimental prototypes and the standardised Class 86 production design that dominated WCML electric traction for decades.

Modelling Significance and Scale Replications

The BR Class 85 presents exceptional modelling significance as a historically important yet rarely represented prototype. These locomotives formed a crucial element in the West Coast Main Line electrification story, validating technical solutions that would influence British electric locomotive design for decades. For railway modellers seeking authentic WCML period atmosphere, Class 85s provide distinctive alternatives to the ubiquitous Class 86, representing the transitional phase when British Rail evaluated competing designs before standardising production.

The modelling landscape for Class 85 has remained frustratingly limited throughout the ready-to-run era. Unlike Classes 81, 86, and 87—which have received attention from multiple manufacturers across successive production runs—the Class 85 was tooled by only one manufacturer in a single production batch that has never been repeated. This scarcity creates challenges for modellers whilst potentially enhancing the appeal for collectors seeking less common prototypes.

Bachmann Branchline introduced their OO gauge Class 85 range in 2012, representing the manufacturer's commitment to producing historically significant but commercially marginal prototypes. The decision to tool this class demonstrated Bachmann's willingness to serve enthusiast markets beyond the mainstream, acknowledging that comprehensive WCML modelling requires the full spectrum of electric types rather than just the most numerous classes.

OO Gauge (1:76 Scale) – Bachmann Branchline

Bachmann's 2012 tooling produced seven catalogue variants covering the key livery periods and number styles that characterised the class throughout its thirty-year service career. All models feature accurate proportions and detail levels consistent with Bachmann's established reputation for quality ready-to-run locomotives.

All models feature 21-pin DCC decoder sockets positioned in the locomotive roof, enabling straightforward digital conversion for modellers operating DCC layouts. The socket follows the NEM 660 standard, ensuring compatibility with virtually all commercially available decoders from manufacturers including ESU, Zimo, TCS, and Digitrax.

Technical execution throughout Bachmann's Class 85 models reaches impressive standards for ready-to-run products. A flywheel-equipped motor drives all four axles through a split-chassis design with electrical pickup from both locomotive bogies. This comprehensive current collection ensures smooth operation at realistic crawling speeds appropriate for station approaches and yard movements. The models handle second radius curves (438mm/17.25 inches) comfortably, though they look more convincing on broader radius trackwork that better represents main line operating environments.

Working directional lights include tail lights and illuminated headcode panels—accurately representing prototype practice where Class 85s never carried front headlights, unlike many modern electric locomotives. Cab interior lighting is also fitted as standard, creating atmospheric effects during night-time operating sessions. The factory-fitted glazing includes cab interior detail with driver's seats and control equipment visible through windows, adding visual depth for observers viewing models at eye level.

Detail quality demonstrates Bachmann's attention to prototype accuracy. Separately applied components include handrails, lamp irons, multiple-working unit cables, vacuum brake pipes, and detailed brake rigging beneath the underframe. The roof equipment accurately represents the transformer cooling radiator arrangement, pantograph configuration (twin or single according to variant), and resistor bank grilles. Sprung metal buffers provide authentic appearance and cushioning during coupling operations.

No factory sound-fitted versions were produced by Bachmann, representing a missed opportunity for enthusiasts seeking comprehensive audio experiences. However, the 21-pin DCC socket accepts sound decoders, and Legomanbiffo offers an aftermarket Class 85 sound project suitable for ESU LokSound decoders (approximately £22.50 for the sound file). This sound project captures the characteristic cooling fan roar that gave the class its "Roarer" nickname, along with realistic traction motor sounds and auxiliary equipment noise.

Current Availability and Pricing

All Bachmann Class 85 variants were discontinued following the 2012 production run, with no subsequent batches manufactured. This creates scarcity in the new stock market, with remaining inventory commanding premium prices compared to continuously-produced classes. Current new stock pricing ranges from £154-165 where available.

The second-hand market through eBay, UK Model Trains classifieds, and railway modelling forums offers alternatives to new stock scarcity. Prices vary considerably based on condition, with examples ranging from £75 for heavily used models requiring servicing to £180 for mint boxed examples. The limited edition Collectors Club version (31-676K) commands particular premiums when available, sometimes exceeding £200 due to its restricted production numbers.

Other Manufacturers and Scales

Hornby has never produced a Class 85 model in any scale, representing a significant gap in their otherwise comprehensive British electric locomotive range. Hornby's product line includes Classes 86, 87, 90, and 91, but the first-generation types (Classes 81-85) have received no attention from this manufacturer.

Unfortunately, no N gauge Class 85 models exist from any manufacturer. Neither Graham Farish (Bachmann's N gauge brand), Dapol, nor any other producer has tooled this prototype in British N gauge (1:148 scale). This represents a particularly unfortunate gap for WCML modellers working in N gauge, where space constraints make the compact first-generation electrics especially suitable. The only N gauge WCML electric options remain Graham Farish's Class 86 and Class 87 models, leaving first-generation types entirely unrepresented.

Similarly, no O gauge (7mm scale, 1:43.5 proportion) models have been commercially produced by any ready-to-run manufacturer. Heljan's O gauge AC electric range extends only to the EM1/EM2 Woodhead Line types (Class 76 and 77), leaving the WCML electrics unrepresented. The substantial market size required to justify O gauge tooling, combined with the Class 85's relatively modest enthusiast profile, makes commercial production unlikely in the foreseeable future.

No brass or white metal kits are currently available for the Class 85 in any scale. DC Kits previously listed an OO gauge body kit (reference 81-1) intended for fitting to a Bachmann or Hornby Class 86 chassis, but this product is currently unavailable with no indication of future restock. The kit represented the only alternative to Bachmann's ready-to-run models for modellers seeking Class 85 representation.

Models

Unique Modelling Tips and Layout Integration

Successfully incorporating BR Class 85 models into layout operations requires understanding their specialised role as express passenger and mixed-traffic locomotives on the electrified West Coast Main Line. Unlike diesel locomotives that could operate anywhere, the Class 85 was confined strictly to 25kV AC electrified routes, creating both opportunities and limitations for authentic layout integration.

Era Selection and Historical Accuracy

The Class 85's service life spanned 1961 to 1991, offering modellers flexibility across three distinct eras. Early-period modelling (1961-1968) requires Electric Blue livery with original E30xx numbers and twin pantographs. This era represents the pioneering phase of WCML electrification when steam and electric traction operated side-by-side during the progressive conversion process. Appropriate coaching stock includes BR Mk1 vehicles in maroon livery transitioning to early blue/grey InterCity schemes.

The corporate blue era (1968-1991) encompasses TOPS numbering (85001-85040 and later 85101-85114), single pantograph configuration following economy modifications, and BR Rail Blue livery with varying yellow warning panel sizes. This period offers the widest operational flexibility and longest timespan for authentic representation. Compatible coaching stock includes Mk1, Mk2, and Mk3 vehicles in blue/grey InterCity liveries, with the distinctive grey and red InterCity 125 livery appearing from 1985 onwards.

Late-period freight modelling (1989-1991) can feature the 85/1 subclass with appropriate Railfreight sector markings, working container trains, Speedlink aggregate services, and enterprise freight flows. This represents the final chapter in the Class 85 story when the locomotives found new purpose handling heavy freight after displacement from express passenger duties by Classes 87 and 90.

Authentic Operating Scenarios

Class 85s hauled diverse traffic throughout their careers, providing modellers with varied operational possibilities. Express passenger services formed the core duties during the 1960s-1970s, with locomotives hauling named trains including the Midday Scot (London Euston to Glasgow), Royal Scot, Mancunian (London to Manchester), and The Lakes Express. Formation lengths typically ranged from 8-12 coaches on these premier services, with Class 85s restricted to 315 tonnes at accelerated timings compared to the 455 tonnes permitted for Classes 86 and 87.

Secondary passenger services including semi-fast trains, local stoppers on electrified routes, and InterCity relief trains became increasingly common duties from the late 1970s onwards as newer traction displaced Class 85s from premier workings. These services typically involved shorter 4-8 coach formations and offered excellent operational variety for layout operation.

Parcels and mail trains represented significant nocturnal duties for the class throughout its career. The overnight newspaper trains from London to northern cities, Royal Mail trains, and Red Star parcels services all saw regular Class 85 haulage. These workings typically used former passenger coaching stock converted to parcels vans, creating distinctive formations ideal for atmospheric night-time operating sessions.

Compatible Coaching Stock

Authentic coaching stock selection proves crucial for period accuracy. Early period (1961-1968) Class 85 operation demands BR Mk1 corridor coaches in maroon livery, later transitioning to blue/grey. These non-gangwayed compartment and corridor coaches formed the backbone of InterCity services during the electrification's early years. Typical formations included 8-12 vehicles with restaurant cars positioned mid-formation.

Mid-period operation (1968-1982) saw introduction of Mk2 air-conditioned coaches in blue/grey livery, offering improved passenger comfort and faster journey times. Class 85s regularly hauled Mk2 formations on Anglo-Scottish services following 1974 electrification completion. Formation lengths remained at 8-12 coaches depending on service loading and seasonal demand.

Late-period modelling (1982-1991) requires Mk2 and Mk3 coaching stock in blue/grey InterCity livery, with the grey and red InterCity 125 scheme appearing from 1985 onwards. However, by this era, Class 85s were increasingly displaced to secondary services and parcels trains rather than premier express workings, so extensive Mk3 formations would be less typical than shorter Mk2 consists or mixed formations.

Infrastructure Requirements

Realistic WCML electrification modelling requires overhead catenary representation. Several commercial systems enable modellers to create authentic overhead line equipment:

• Sommerfeldt overhead line systems (German prototype) can be adapted to British practice with careful attention to mast positioning and wire height
• 3D-printed solutions from specialist suppliers offer British-specific mast designs and catenary arrangements
• Scratch-built systems using brass wire and soldered construction provide maximum flexibility for prototype accuracy

The standard Stone-Faiveley AMBR pantograph arrangement on Class 85s featured twin collectors originally, though many locomotives later operated with single pantographs from the mid-1970s onwards as an economy measure. This creates modelling opportunities—you can authentically run twin-pantograph examples in early periods and single-pantograph versions from the mid-1970s onwards.

Appropriate depot facilities for Class 85 operation include Longsight TMD (Manchester) or Crewe Electric Depot buildings. Essential infrastructure comprises inspection pits for underframe maintenance, overhead line equipment maintenance gantries, and wheel lathes for reproofiling. Station infrastructure should reflect WCML architecture—Crewe, Birmingham New Street, Manchester Piccadilly, and London Euston provide iconic prototype inspiration with distinctive canopies, footbridges, and platform arrangements.

Weathering Techniques

Class 85s accumulated characteristic weathering patterns during their lengthy careers. Roof areas showed carbon deposits from pantograph arcing—the repeated electrical contact between pantograph and overhead wire created distinctive black staining around the pantograph mounting area. Lower body sides collected brake dust from friction braking, particularly around bogie areas and underneath solebar edges. General road grime accumulated on vertical surfaces, with heavier deposits on leading cab ends facing into the direction of travel.

The Bachmann 31-678A weathered model (85040) provides a factory-applied finish suitable for late-1980s appearance. However, many modellers prefer custom weathering applications tailored to specific scenarios and personal preferences. Effective techniques include:

• Powdered weathering pigments applied dry and sealed with matt varnish for roof carbon deposits
• Oil-based washes using burnt umber and black artist's oils for general grime effects
• Airbrushed effects using heavily diluted acrylics for subtle dirt gradations on body sides
• Metallic weathering on buffers and coupling hooks using graphite powder or metallic pigments

Operational Timetabling

Creating authentic timetables enhances layout operations by replicating prototype duty cycles. A typical Class 85 day diagram might include: departure from Crewe Electric Depot to work empty stock to Euston, haul northbound express to Manchester, return with semi-fast service to Birmingham, work parcels train to Crewe, stable at depot. This varied sequence creates interesting movements whilst remaining prototypically accurate.

For intensive operating sessions, multiple Class 85s can work varied diagrams simultaneously, recreating the busy WCML atmosphere where express trains departed every 30-60 minutes during peak periods. Incorporate freight workings for 85/1 subclass examples (1989-1991 scenarios), with container trains, aggregate flows, and departmental services adding operational variety.

Finally

The British Rail Class 85 represents far more than forty reliable electric locomotives; these machines embodied the technical maturity that British Rail achieved through its innovative five-prototype evaluation programme. Samuel Johnson's elegant design philosophy—proven through careful evolution from experimental AL1 through AL4 types—delivered locomotives that avoided the spectacular failures plaguing their contemporaries whilst quietly accumulating millions of miles hauling Britain's premier passenger trains.

For railway historians, the class provides fascinating insights into the practical realities of railway electrification during a transformative period in British transport history. The decision to fit semiconductor rectifiers from new—departing from the mercury-arc systems chosen for Classes 83 and 84—demonstrated engineering pragmatism that proved spectacularly vindicated. Whilst mercury-arc locomotives suffered extended withdrawals for rectifier rebuilds, the Class 85 simply worked its diagrams day after day, earning that ironic "most boring class" accolade through sheer reliability.

The tragic reality that only one locomotive survived into preservation represents a significant gap in Britain's railway heritage. The timing of final withdrawals in 1991—when the preservation movement was well-established but focused primarily on steam and heritage diesel traction—combined with the class's unglamorous reliable image to ensure near-complete extinction. No farewell celebrations, no naming ceremonies, no public clamour for preservation. The locomotives simply stopped working and disappeared, their contribution to British railway modernisation largely unheralded.

This makes 85006 at Barrow Hill Roundhouse uniquely valuable. This sole survivor provides the only opportunity for contemporary railway enthusiasts to appreciate the Class 85 in physical form, examining the engineering solutions that made these locomotives so reliable. The AC Locomotive Group's commitment to maintaining this machine ensures future generations can understand the transitional phase between experimental first-generation prototypes and the standardised Class 86 production design that dominated WCML operations for decades.

Bachmann's 2012 OO gauge range provides model railway enthusiasts with their only opportunity to represent this historically important prototype. The manufacturer's decision to tool the Class 85 despite limited commercial potential demonstrated admirable commitment to serving enthusiast markets beyond mainstream subjects. The comprehensive series spanning multiple livery periods and technical variations enables authentic layout representation across the class's thirty-year service career.

Model railway hobbyists incorporating Class 85s into WCML-themed layouts gain distinctive period-correct traction that avoids the ubiquity of Class 86 and 87 models. Whether representing the pioneering 1960s electrification phase in Electric Blue livery, the corporate blue InterCity era of the 1970s-1980s, or the final freight-dedicated 85/1 subclass operations, these models bring historical authenticity and visual variety to layouts depicting Britain's premier passenger route.

The unfortunate reality of discontinued production means modellers must actively seek remaining stock or explore second-hand markets. This scarcity creates particular challenges for N gauge and O gauge modellers, who currently have no Class 85 representation options whatsoever. The lack of alternative manufacturers or reissues leaves gaps in comprehensive WCML fleet representation that only Bachmann's original 2012 OO gauge tooling can currently fill.

As the railway preservation movement continues evolving and new generations discover the fascination of Britain's railway modernisation period, the British Rail Class 85 stands as the perfect exemplar of an era when systematic engineering evaluation delivered reliable, economical traction. These machines proved that comprehensive prototype testing before production commitment—despite initial costs—yielded long-term benefits through in-service reliability and operational flexibility.

The sight and sound of a Class 85 accelerating a twelve-coach express from Crewe—pantograph sparking against overhead catenary, cooling fans roaring, traction motors singing—represented British railway modernisation succeeding exactly as planned. No drama, no failures, no headlines. Just reliable locomotives doing their jobs superbly for three decades. In an industry often characterised by spectacular successes and equally spectacular failures, the Class 85's quiet competence deserves greater recognition than history has granted. For modellers with the foresight to secure these increasingly scarce Bachmann models, the opportunity remains to celebrate these underappreciated workhorses of the West Coast Main Line electrification.

Frequently Asked Questions

How many Class 85 locomotives were built and when?

Exactly 40 Class 85 locomotives were constructed at British Railways' Doncaster Works between 1961 and 1964. They were numbered E3056-E3095 originally under the AL5 designation, later becoming 85001-85040 under the TOPS numbering system from 1971 onwards. The first locomotive, E3057, entered traffic in June 1961, whilst the final example, E3095, entered service in December 1964.

When did the Class 85 enter service?

The pioneer Class 85, numbered E3057, entered revenue service in June 1961 working express passenger trains between Birmingham, Crewe, Manchester, and Liverpool. The numerically first locomotive, E3056, followed in August 1961. Progressive deliveries continued until E3095 completed the class in the final week of December 1964, just six months before the first Class 86 production locomotive emerged.

Why were they called AL5?

Under British Railways' original classification system implemented for West Coast Main Line electrification, "AL" stood for "AC Locomotive" (distinguishing them from DC electric types), and the number indicated the design sequence. AL5 was thus the fifth design of 25kV AC locomotive ordered as part of the innovative five-prototype evaluation programme, following AL1 (Class 81), AL2 (Class 82), AL3 (Class 83), and AL4 (Class 84).

What routes did Class 85 locomotives typically work?

Class 85s operated exclusively on the electrified West Coast Main Line and its branches, including services from London Euston to Birmingham New Street, Crewe, Manchester Piccadilly, Liverpool Lime Street, Preston, Carlisle, and following 1974 electrification completion, Glasgow Central. They could not operate beyond electrified territory, restricting them to 25kV AC overhead wire routes unlike diesel locomotives which enjoyed nationwide route availability.

What was the Class 85's power output?

The Class 85 produced 3,200 horsepower (2,400 kW) continuous power measured at the rail. Four AEI Type 189 traction motors, each rated at 320 kW at 800V AC, provided drive to all four axles through the Bo-Bo wheel arrangement. This represented typical output for first-generation AC electrics, matching Classes 81 and 82 but falling below the 3,600 hp of Class 83 and well below the 5,000 hp of later Class 87 and 90 locomotives.

Are any Class 85 locomotives preserved today?

Only one Class 85 survives in preservation: locomotive 85006 (originally E3061, later renumbered 85101 as a Class 85/1 freight variant). The AC Locomotive Group owns and maintains this sole survivor at Barrow Hill Roundhouse in Derbyshire. All other 39 examples were scrapped between 1985 and 1994, primarily at MC Metals in Glasgow. The locomotive currently carries BR Rail Blue livery as 85006.

What OO gauge models of the Class 85 are currently available?

Bachmann Branchline produced OO gauge Class 85 models in 2012 across seven catalogue variants covering Electric Blue and Rail Blue liveries. All versions are now discontinued with no restock planned. Catalogue numbers include 31-676, 31-676A, 31-677, 31-678, 31-678A, 31-679, and limited edition 31-676K. Remaining new stock sells for approximately £154-165 where available through specialist retailers, whilst second-hand examples range from £75-180 depending on condition.

Are Class 85 models available in scales other than OO gauge?

Unfortunately no. No manufacturer has ever produced Class 85 models in N gauge (1:148), O gauge (7mm scale), or any other scale. Neither Graham Farish, Dapol, Heljan, nor any other manufacturer has tooled this prototype. No brass or white metal kits are currently available either. Bachmann's OO gauge range represents the only option for modellers seeking Class 85 representation, making these discontinued models particularly valuable.

How did the Class 85 differ from the Class 86?

The Class 86 was a production development incorporating lessons from all five prototype classes (81-85). Key differences include squared-off flat front ends versus the Class 85's raked-back noses, single pantograph fitted from new, redesigned quieter cooling fans, axle-hung traction motors rather than bogie-frame-mounted motors, and increased power output (3,600 hp versus 3,200 hp). The Class 86 became the standardised WCML electric type with 100 examples built compared to just 40 Class 85s.

Why was the Class 85 considered so reliable?

Unlike Classes 83 and 84 which used problematic mercury-arc rectifiers prone to explosions and fires, the Class 85 was built with semiconductor rectifiers (germanium initially, later silicon) from new. This avoided the dramatic technical failures that plagued contemporaries. The class earned the ironic nickname "Britain's most boring class" specifically because its uneventful service record lacked spectacular failures. Locomotives simply worked their diagrams reliably day after day, accumulating millions of miles without generating headlines.

When were the last Class 85 locomotives withdrawn from service?

The final Class 85 withdrawals occurred in December 1991 when 85101 and 85113 were condemned after working empty carriage stock duties at London Euston and Liverpool Lime Street respectively. A farewell railtour, "The Roarer Requiem," had run in August 1991 with 85101 and 85105 providing traction from Manchester to Walton-on-the-Naze. The class became extinct in revenue service after exactly thirty years of reliable operation.

Where can I see the preserved Class 85 locomotive?

The sole preserved Class 85, number 85006 (displayed as 85101 "Doncaster Plant 150 1853-2003"), is located at Barrow Hill Roundhouse in Derbyshire, operated by the AC Locomotive Group. This preservation society also maintains examples of Classes 81, 82, 83, 86, 87, and 89, forming Britain's most comprehensive collection of first and second-generation AC electric locomotives. The locomotive is currently displayed in BR Rail Blue livery.

What is the best way to acquire a Bachmann Class 85 model?

With all Bachmann Class 85 models discontinued since 2012, modellers should monitor specialist retailers including Rails of Sheffield, Hattons Model Railways, and Peters Spares for occasional new stock availability at £154-165. The second-hand market through eBay, UK Model Trains classifieds, and railway modelling forums offers alternatives with prices ranging from £75-180 depending on condition. Set up saved searches and alerts to catch listings quickly, as these models typically sell within days of appearing.