Class 67
The rejuvenating of EWS' freight operations began in April 1998 with the delivery of the first Class 66, the fleet of which would dominate workings within the space of a few short years. By this time the freight company was already looking at the procurement of another diesel locomotive to handle its mail traffic (which EWS, at the time, had the contract for) and modernise its charter train commitments. Hitherto, both of these traffics were handled by Class 47s, which the privatised freight operator was now actively pursuing a replacement for, ideally in the form of a high performance version of the Class 66 to allow complete fleet standardisation. Unsurprisingly, General Motors was the selected contractor for what was to become an order for thirty Class 66-based diesel-electrics capable of 125 MPH running. The specification parameters set by EWS initially fell on stony ground when evaluated by GM - it was the emphasis on following the lineage of the operator's new freight locomotive which was causing problems. Whilst internal components such as the engine and traction motors could remain common with the Class 66, the Co-Co arrangement (two bogies of three driving axles each) was not suitable for 125 MPH running. It was hinted that Brush Traction could supply the Co-Co bogies, which would have been the most desirable wheel arrangement for the high speeds involved, but with this deemed too expensive, and an alternate Bo-Bo wheel set (two bogies of two driving axles each) from GM was sought.
GM sub-contracted the order to Alsthom in Valencia, Spain, where factory space was available, in addition to the company's greater knowledge on high speed diesel-electrics. Construction of the type ensued from mid-1999, with the first locomotive being delivered to Britain later on the same year. Final deliveries were in April 2000, but the type's entry into service was by far troubled compared to their Class 66 stablemates. This was a heavy locomotive with a high axle-loading on a Bo-Bo arrangement, which severely restricted route availability and put immediate limits on the 125 MPH top speed due to concerns over track and bridge damage (despite successful high-speed running on the Continent's test track, where such factors were not an issue). An immediate speed restriction of 95 MPH was imposed on locomotives until spring and tyre profile issues were rectified (there had been cases of suspension springs breaking), which subsequently allowed an increased top speed of 110 MPH. Certification for 125 MPH top speed began again in 2000, No. 67023 being the first example to reach the ultimate limit with a rake of Mk 3 carriages. Despite the aforementioned woes, at least the locomotive was flexible with the type of stock it hauled: a two-style coupling system incorporating both hook and chain and the more recent ''buckeye'' was featured. Furthermore, rather than following the traditional body-on-frame construction of the Class 66, the high-speed diesel was of a monocoque design (where the body and frame are built as one), which would make it more robust in the event of a collision.
The Class 67s eventually settled down after much remedial work to become a reliable fleet, although their problems were not helped by a severe lack of spare parts being delivered with them from the factory in Valencia. As a result, two locomotives were withdrawn and used as a source of spares until more parts could be shipped over. By the end of 2001, the Class 67 had been certified for 125 MPH and the whole fleet became part of a nationwide locomotive pool based at Cardiff Canton. This allocation later changed to Toton, but as the nature of the pool suggests, the class' operations took them all over the country. The type has seen a wide array of duties on the South Eastern Division, with their locations of stabling tending to be Stewarts Lane and Hither Green. Their presence at the former relates to EWS' contract to haul the British Venice Simplon Orient Express out of London Victoria, this having previously been the work of Class 47s (which had been tallying a number of failures in their final days). A pair were subsequently stabled at Hither Green for their most common working in the area, that of the Serco Test Train, which again had generally been top and tailed by Class 47s (of course, Class 37s and Class 66s have also been drafted into this role). The type currently has no foreseeable future on mail trains, this contract now having been awarded to Great Britain Railfreight, but their existence on the South Eastern Division in at least the charter capacity, looks bright. Their Serco duties on the Serco Test Train could, however, be curtailed if Network Rail's HST formation for the Southern Region materialises (the out of gauge Mk 3 vehicles are replaced with air-conditioned Mk 2s).
South Eastern Division
No. 67008 trailed on the spectacle that was the 11:45 Orient Express from London Victoria to
Folkestone West on 19th November 2005, led by un-rebuilt Battle of Britain Class No. 34067
''Tangmere''. It was scheduled to arrive at Folkestone at 15:15 and is seen making its way over
Eynsford Viaduct on the outward leg. David Glasspool
It was not good news for the class when Royal Mail announced in June 2003 the cessation of mail
trains from March 2004 onwards. This would see many Class 67s sitting around idle, costing their
lessee money. However, at least some scrap stock movements kept a few of the locomotives out and
about. Here, No. 67005 is seen hauling 4 Cep No. 1698 over Horton Kirby Viaduct, bound for
Immingham on 20th September 2005. Note the darker ''plum'' livery worn by this locomotive,
indicating it is one of two used on the Royal Train. David Glasspool
On 21st June 2007, No. 67005 ''Queen's Messenger'' was observed at Folkestone Harbour
on what was to become the front of the Orient Express. No. 67005 had led the formation
from Victoria, via the ex-SER route through Tonbridge. No. 67025 had trailed on the rear,
but a reversal manoeuvre, required to access the harbour branch, saw No. 67025 lead the
train over the viaduct. David Glasspool
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