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British Rail Class 87

The British Rail Class 87 is a class of 25 kV AC electric locomotives designed for high-speed passenger and freight services on the West Coast Main Line (WCML), featuring a Bo-Bo wheel arrangement, 5,000 hp power output, and a top speed of 110 mph. Developed in the early 1970s as an evolution of the Class 86 to support the full electrification of the WCML from Weaver Junction to Glasgow, the Class 87 locomotives were constructed by British Rail Engineering Limited (BREL) at Crewe Works between 1972 and 1975, with a total of 36 units produced. They incorporated advanced features such as GEC electrical equipment, BP7 bogies for improved stability on gradients, and suspended power transmission, enabling reliable operation at speeds up to 110 mph following trials in 1984. Entering service in June 1973 at Willesden depot, these locomotives initially hauled express passenger trains in the iconic Rail Blue livery, later transitioning to InterCity Executive schemes, and were named after historic "Royal Scot" locomotives starting in 1977. Operationally, the Class 87 fleet dominated WCML services through the and , including both passenger workings and freight duties, with retrofits in the adding multiple-unit control for driving van trailers. Following the of in the mid-1990s, most were acquired by Leasing and operated by Virgin Trains West Coast until their replacement by Class 390 tilting trains around 2003–2004, marking the end of regular passenger use by 2006. A large number of units were exported to private operators in starting in 2007 for regular freight services, with 21 locomotives entering service there; as of 2025, around 15-20 continue in active use. Others saw limited UK freight service with operators like and ; as of 2025, three are preserved in the , including 87001 at the , 87035 at the Crewe Heritage Centre, and 87002 operational with heritage groups.

Background and development

Origins and requirements

The electrification of the (WCML) progressed in phases during the 1960s and 1970s, adopting a 25 kV AC system as standard for British Rail's mainline routes. Initial completion from Euston to and occurred by 1966, utilizing earlier electric locomotives such as the Class 85 (AL5), which delivered around 3,200 hp and a top speed of 100 mph but proved insufficient for the demanding gradients and increasing service demands north of this section. In March 1970, approval was granted for the £74 million extension of electrification from Weaver Junction (near ) to , aiming to enable through electric services and reduce journey times, with full completion by 1974. This development necessitated a new generation of locomotives with higher power output—5,000 hp—to handle steeper inclines like those over Shap and Beattock, and a maximum speed of 110 mph to support upgraded line speeds of up to 100 mph for faster passenger trains. The design evolved from the successful Class 86 but addressed limitations in power and acceleration for intensive operations. British Rail placed an order in the early 1970s for 36 locomotives with (BREL) at , where construction began in 1972 and the first unit (87001) was delivered in June 1973. Key requirements included compatibility with the forthcoming coaches for high-capacity passenger sets, a tap-changer control system on the main transformer for smooth and efficient acceleration without the jerkiness of earlier rectifier-based designs, and enhanced reliability features such as improved bogies (BP7 type) to withstand the rigors of frequent express services between , the North West, and . Electrical equipment was supplied by GEC, ensuring integration with the 25 kV infrastructure.

Design and construction

The British Rail Class 87 locomotives were constructed by (BREL) at its between 1972 and 1975, resulting in a fleet of 36 units comprising 35 production locomotives and one prototype, numbered 87101. These locomotives were designed to meet the demands of electrified services on the (WCML), building on the requirements for enhanced power and reliability established during the line's electrification project. Key engineering decisions included adopting a wheel arrangement for stability and traction, paired with a body structure that evolved from the contemporary Class 86 design, featuring a streamlined with two main windscreens and no front route indicator box. The electrical systems were supplied by GEC Traction, incorporating advanced components such as four-pole traction motors and a main transformer optimized for 25 kV AC overhead supply, which enabled a continuous power output suitable for high-speed operations. Bogies were of the BP7 type, tested on converted Class 86 locomotives prior to full production to ensure compatibility with the WCML's demanding gradients and curves. During the build process, modifications addressed initial design challenges, including refinements to the system for improved stability at high speeds and the integration of control on the 87101 to evaluate stepless power regulation and reduced weight compared to tap-changer systems. The first production , 87001, was completed in and allocated to Willesden depot for commissioning. The Class 87 fleet entered service in 1973, with initial deployments hauling express passenger trains from London Euston to and . By 1976, the full production fleet was in operation, marking the transition to dedicated electric traction on these key routes.

and early testing

The development of the British Rail Class 87 involved initial prototype testing using modified examples from the earlier Class 86 to validate key components ahead of full production. In the early 1970s, three Class 86 locomotives—originally E3191, E3192, and E3193—were rebuilt at as testbeds, renumbered 86101 to 86103, and equipped with the proposed Class 87's GEC G412AZ traction motors and BP7 bogies. These prototypes achieved a power output of 5,000 and were trialed for speeds up to 110 mph, conducting load bank tests and route proving on the to assess traction performance, braking, and dynamics under operational conditions. The unique Class 87/1 prototype, No. 87101, was constructed in 1975 by at as a dedicated for experimental -based power control, diverging from the tap-changer and systems of the standard Class 87/0 fleet. It incorporated 64 and 64 diodes in the armature circuits, plus 8 and 8 diodes for field weakening, enabling stepless control, superior wheel-slip prevention, and a lighter main weighing around 6 tons compared to 11 tons in production units. With a continuous of 3,750 kW (5,000 hp), the was geared for a maximum speed of 176 km/h (110 mph) and featured research-specific instrumentation integrated into its for , though the overall and design mirrored the production series. Following completion, 87101 entered an intensive testing phase in mid-1975, lasting through 1976, primarily on the between London Euston and . Trials focused on thyristor control efficiency, dynamic braking via resistor-based armature circuits with field strengthening, performance at high speeds to ensure stable current collection, and overall traction capabilities, including evaluations of , electrical harmonics, and potential interference with trackside signaling and . The regime included representative high-speed runs up to 110 mph and load-haul simulations to verify braking response and under varying conditions. Testing outcomes highlighted the system's advantages in smooth, notchless power delivery and reduced weight, with interference levels lower than anticipated and enhanced that improved during acceleration and braking. This data informed refinements to the Class 87's and systems, optimizing efficiency and reliability for the 25 AC overhead network, though the more complex technology was not pursued for cost reasons. After trials, 87101 transitioned to regular freight service in January 1977, named Stephenson, and was withdrawn in 1998 before being scrapped at Barrow Hill in 2002.

Technical description

Body and structure

The British Rail Class 87 locomotives were constructed with a monocoque body structure, providing structural integrity while supporting the mounting of heavy electrical components such as roof-mounted transformers and pantographs. This design incorporated an aerodynamic nose at each end to minimize drag during high-speed operations on electrified lines. The overall body profile was streamlined, with the pantographs positioned centrally on the roof to maintain balance and clearance under the 25 kV overhead system. Key dimensions of the Class 87 include a length of 58 ft 6 in over the buffers, a width of 8 ft 8¼ in, and a height of 12 ft 4¼ in over the body (13 ft 0¼ in including the lowered ). The locomotives weighed 81 long tons and utilized a wheel arrangement, with each supporting two axles driven by GEC G412AZ traction motors for stable high-speed performance. The bogies were of the BP7 type, designed for improved stability on gradients. The rigid measured 10 ft 9 in, while the overall wheelbase was 43 ft 6⅛ in, optimizing track adhesion and curve negotiation. The Class 87 employed a two-cab configuration to enable efficient bi-directional running without turning, a standard feature for mainline electric locomotives of the era. Each cab included two large front windows—replacing the three smaller ones of the predecessor Class 86—for enhanced forward visibility, along with double-glazed side windows to reduce noise and improve . Interior cab features prioritized crew comfort through ergonomic control layouts, adjustable seating, and better over earlier designs, minimizing fatigue on long-distance routes.

Electrical and traction systems

The British Rail Class 87 locomotives were designed to operate on the 25 kV 50 Hz overhead electrification system, with power collected via a single high-speed mounted on the roof. The incoming supply is stepped down and controlled by the main before conversion to for propulsion. At the heart of the traction system is the GEC MD65/6 main , rated at 6,000 continuous output, which features a high-tension tap-changer to regulate voltage output in 38 power notches for smooth power delivery to the traction . The 's output feeds into silicon rectifiers provided by GEC, converting the power to and supplying it to four fully suspended GEC G412AZ series-wound traction , each rated at 1,250 . These drive the axles through a single-reduction gearbox with a 32:73 gear ratio, enabling efficient propulsion while minimizing unsprung weight. Braking is supported by a combination of rheostatic and dynamic systems integrated into the traction . Rheostatic braking dissipates through onboard resistors during deceleration, while uses the traction motors as generators to feed back through the and , providing control without recovery to the overhead lines. Auxiliary systems include a lead-acid for initial raising and control circuits, powered by a dedicated auxiliary , alongside an air compressor that supplies the air brake system for both and train control. Cab interiors feature fluorescent and air-conditioning units for driver comfort during extended operations. Reliability is enhanced by redundant rectifier bridges, allowing continued operation if one fails, and protective devices such as vacuum circuit breakers and earthing switches to safeguard against faults like flashovers.

Performance and capabilities

The British Rail Class 87 locomotives delivered a continuous power output of 5,000 (3,730 kW) from four GEC G412AZ traction motors, providing the capability to haul heavy express trains over long distances. Their design allowed for a top speed of (177 km/h), supported by a maximum starting of 58,000 lbf (258 kN), making them effective for high-speed operations on electrified main lines. Acceleration performance was robust, with the locomotives achieving speeds of up to 100 mph in typical express configurations within efficient timeframes, optimized for sustained running at 100-110 mph on routes like the . The traction system, building on established electric technology, emphasized reliability for frequent stop-start services while maintaining energy efficiency through rheostatic braking. provides control but dissipates energy in resistors rather than regenerating it to the supply. Operational limitations included minor speed fluctuations during power adjustments, as the tap-changer mechanism transitioned through 38 power notches, causing brief variations in output. This mechanical system also contributed to higher maintenance demands compared to subsequent designs like the Class 90 and Class 91, which employed stepless control for reduced wear. Upgrades on select units, such as the experimental Class 87/1, introduced thyristor-based systems for smoother acceleration, superior wheel-slip control, and enhanced to recover energy during deceleration.

Operational history

British Rail service

The Class 87 locomotives entered service in 1973, primarily tasked with hauling passenger trains on the electrified (WCML), including key routes from Euston to and . These locomotives powered Mk3 coach formations, providing high-speed express services that formed the backbone of British Rail's premium long-distance operations on this corridor until the late 1990s. The fleet expanded rapidly, reaching a peak of 36 units by 1976, following an initial order that was increased to meet demand for reliable electric traction post-electrification to Glasgow. Early operations faced teething issues that affected availability, but the class ultimately achieved high reliability, enabling consistent performance on intensive schedules. In the 1980s, Class 87s played a central role in WCML enhancements, including track and signaling upgrades that permitted sustained speeds of 125 mph on select sections for compatible trains like the APT, improving overall journey times, though Class 87s operated at up to 110 mph. By the , the introduction of more advanced Class 90 locomotives and the eventual adoption of Class 390 tilting trains began to erode the Class 87's dominance, leading to a gradual decline in their primary roles as prioritized fleet modernization.

Post-privatisation operations

Following the privatisation of British Rail in the mid-1990s, the majority of the Class 87 fleet was allocated to Virgin Trains, which became the primary operator on the West Coast Main Line (WCML) passenger services from 1997 until the mid-2000s. These locomotives, repainted in Virgin's red livery, handled express passenger duties alongside Classes 86 and 90 until the introduction of tilting Pendolino trains began to phase them out around 2003-2004. The last intensive passenger workings occurred in 2005, culminating in a "Farewell" special on 10 June 2005 from London Euston to Manchester hauled by locomotives 87010 and 87002. A brief return to scheduled service took place in 2006 for London-Birmingham diagrams, with the final passenger train on 22 December 2006 operated by 87002. Several Class 87s found employment with freight and charter operators during this period, reflecting the fleet's versatility amid declining passenger roles. English, Welsh & Scottish Railway (EWS) inherited locomotive 87101 in 1997, using it sporadically for freight and trains until its withdrawal in 1998. Cotswold Rail leased up to eight locomotives starting in the early 2000s for spot hire and work, basing them at Oxley depot in . (DRS) trialled three units in 2005 for potential freight applications, though the arrangement proved short-lived and ended without long-term adoption. First Railfreight (GBRf) hired locomotives from 2005 to 2007 as standby power for Class 325 parcels trains, with operations ceasing on 27 2007. The introduction of Pendolinos and associated fleet surpluses led to progressive withdrawals of the Class 87, with 87016 becoming the first to be dismantled in November 2004. By the end of 2007, approximately 25 units had been retired, driven by the need to fit On-Train Monitoring and Recording (OTMR) equipment—a regulatory requirement effective from 1 January 2008 that many older locomotives lacked—resulting in the withdrawal of the remaining active examples on 31 December 2007. In recent years, preserved Class 87s have seen limited mainline activity in the UK through charter operations. Locomotive 87002 was acquired by (LSL) in November 2019 from Electric Traction Limited, along with 86101, to support its Saphos Trains and charter services on the WCML. Following restoration and repainting, 87002 has undertaken occasional charter runs post-2020, including operations in 2025 such as a visit to in August and runs in January and November.

Export and international use

In 2006, interest emerged from Bulgarian operators for the Class 87, leading to the export of locomotives 87012 and 87019 in January 2007 for evaluation and freight trials with the Bulgarian State Railways (BDŽ). These trials proved successful, paving the way for a larger export program. Between 2007 and 2009, a total of 21 Class 87 locomotives were shipped to Bulgaria, primarily for the private open-access operator Bulgarian Railway Company (BZK, formerly BRC), with additional units allocated to BDŽ and Bulmarket. The exports were facilitated by UK leasing companies such as Porterbrook, with overhauls conducted by firms including Europhoenix and Electric Traction Services to prepare the locomotives for Bulgarian operations. One Class 86 (86233) was also exported in 2012 as a spares donor to support the fleet. Prior to deployment, the locomotives underwent modifications to meet local requirements, including alterations for improved , relocation of headlamps, addition of rear-view mirrors, and installation of the Bulgarian train protection and (ALS) to ensure compatibility with the national signaling infrastructure. They were repainted in the liveries of their respective operators: BDŽ's maroon-and-cream or blue scheme for state railway units, BZK's green-and-yellow livery for the majority, and Bulmarket's red-and-black for its allocation. No significant re-gearing was reported, retaining the original 110 mph (177 km/h) maximum speed capability, though operational limits in Bulgaria are typically lower for freight services. Since entering service in 2008, the Class 87s have primarily hauled freight trains on Bulgaria's 25 kV AC-electrified network, including bulk commodities like and products, with occasional passenger duties for BDŽ units. The fleet has faced challenges from aging components, such as traction and systems, leading to reliability issues and some withdrawals for repairs or storage. The disrupted the initial BZK contract after 15 units, resulting in temporary storage for several locomotives and the scrapping of seven between 2010 and 2011. As of 2025, approximately 12 to 15 Class 87s remain operational across BZK (around 10 units, including recent workings at locations like Iliyantsi and Pirdop) and Bulmarket (4 units, focused on liquid gas transports), with the balance stored or under maintenance at depots such as Poduyane. No repatriation to the is planned, as the locomotives continue to provide valuable service in Bulgaria's competitive freight market.

Incidents and accidents

Major derailments

One of the most significant incidents involving a British Rail Class 87 occurred on 16 February 1980, near in , when the 20:25 Euston to express . The train, consisting of 87007 hauling eleven coaches, was traveling at approximately 96 mph (154 km/h) on the when a broken welded caused the leading of the to , followed by the first four coaches. The incident resulted from a track defect originating from a faulty weld in the , exacerbated by inadequate workmanship during previous maintenance. Although there were no fatalities, 19 passengers sustained injuries, primarily minor, with the causing significant disruption as overhead wires were brought down and several coaches overturned. Nearly two decades later, another notable derailment took place on 23 June 1999 at South Junction in , involving a Class 87 on the same route. The 06:30 London Euston to Glasgow Central service (1S47), hauled by 87027 Wolf of Badenoch with nine coaches, collided with the rear of a stationary empty Class 142 Pacer (5H80) after the Pacer's driver passed a signal at danger. Approaching at around 110 mph (177 km/h), the express driver applied emergency braking upon sighting the obstruction, reducing speed to approximately 50 mph (80 km/h) at impact, which caused the to and severely damage the Pacer's rear unit. No fatalities occurred, but 31 people were injured, including 24 passengers and several crew members, with four suffering major injuries; the low relative speed mitigated more severe consequences. Investigations into both incidents underscored systemic issues in railway safety. The 1980 Bushey derailment inquiry, conducted by the Department of Transport, identified the faulty rail weld as the primary cause and recommended enhanced inspection and protocols for welded rail joints to prevent similar failures. Similarly, the 1999 Winsford report by the Health and Safety Executive's Railway Inspectorate attributed the accident to by the Pacer driver but highlighted deficiencies in signal sighting and driver training, prompting recommendations for improved signaling visibility and adherence procedures across the network. These findings contributed to broader post-privatisation reforms in maintenance standards and signaling systems, though RAIB (established in 2005) and its predecessor bodies emphasized ongoing vigilance in these areas without direct attribution to further Class 87-specific incidents.

Other notable events

During the 1970s and 1980s, Class 87 locomotives encountered multiple electrical fires stemming from faults, which supplied current to the traction motors and contributed to ongoing fleet reliability challenges on the . These incidents necessitated upgrades to the electrical systems to enhance safety and performance. High winds on the occasionally caused damage to electric locomotives like the Class 87, prompting design tweaks to the pantograph assembly for greater aerodynamic stability. As of November 2025, no major incidents involving Class 87 locomotives have been reported since 2020, reflecting improved maintenance practices and the fleet's transition to limited heritage and export use.

Fleet details and preservation

Production and numbering

The British Rail Class 87 locomotives were built by (BREL) at , with production spanning 1973 to 1975 and totaling 36 units. The initial order was for 34 locomotives, later increased to 35 production units plus one specialized . Construction began with the first locomotive, 87001, entering service in June 1973, while the final production unit, 87035, was delivered in October 1974. Production occurred in two primary batches: the first comprising 25 locomotives (87001–87025) assembled between June 1973 and May 1974, followed by a second batch of 10 (87026–87035) completed from January to October 1974. The concluding unit, a originally designated 87036, was finished in March 1975 and renumbered 87101; it served as a for advanced traction control before being scrapped. Early builds featured standard equipment, while later units incorporated minor variations such as updated transformers for improved performance. Under the Total Operations Processing System (TOPS), the locomotives were numbered 87001–87035 for the production fleet in the 87/0 subclass, with 87101 as the sole 87/1 unit. Pre-TOPS numbers E3201–E3234 were initially allocated but not used. The fleet remained unnamed upon entry into service, but between 1976 and 1980, 35 units received names inspired by Anglo-Scottish themes, including cities, institutions, and historical or military references. Examples include 87005 named City of London in November 1977 and 87001 named Royal Scot in July 1977, with nameplates typically unveiled during ceremonial events at major stations.

Withdrawals and current status

Of the original 36 British Rail Class 87 locomotives built, withdrawals in the commenced in 2002 following the phased introduction of Class 390 Pendolino tilting trains on the , which displaced the need for the fleet. A total of 12 locomotives were scrapped between 2002 and 2012, primarily at sites such as EMR Kingsbury and JT Landscapes at MoD Caerwent, with examples including 87016 (damaged in a 1999 collision and scrapped in 2004) and 87032 (scrapped in 2010 after cannibalization for parts). The last withdrawal occurred in 2012, marking the end of mainline service for the class in . Of the remaining 24 locomotives, 21 were exported to between 2007 and 2009 for freight use with BDZ, with several still in operational service there as of 2025. As of November 2025, the three surviving Class 87 locomotives in the UK are preserved, with one remaining operational for heritage railtours. No additional scrappings have occurred since 2012.

Preserved locomotives

Several Class 87 locomotives have been preserved following their withdrawal from mainline service, with three examples maintained in the as of 2025. These preserved examples represent the class's historical significance on the and provide opportunities for public display and operational heritage use. No. 87001, named Royal Scot, has been on static display at the in since its donation in November 2005. Originally built in June 1973, it underwent cosmetic restoration to reflect its British Rail-era appearance, including its livery, and remains a key exhibit highlighting the evolution of electric traction in . The locomotive's preservation was facilitated by the museum's acquisition to showcase 1970s technology. No. 87002, carrying the name Royal Sovereign, is the sole operational preserved Class 87 and has been owned and operated by (LSL) since its acquisition in November 2019. Following restoration to full working order, including upgrades for mainline certification, it hauls railtours and charter trains across electrified routes, such as the and East Coast Main Lines, including the January 2025 "Capital's Scot" from Euston to Edinburgh Waverley. Its operational status allows for dynamic demonstrations of the class's 5,000 hp capabilities and control systems. The third preserved example, No. 87035 Robert Burns, is housed at the Crewe Heritage Centre, where it arrived for preservation in 2005 under the care of the Railway Age Trust. In March , it was cosmetically restored and repainted into Virgin Trains red and grey livery during a public event at the centre, honoring its service history with that operator. The locomotive serves as a static exhibit, emphasizing the class's role in passenger services. Preservation efforts for the Class 87 have been led by enthusiast groups, notably the AC Locomotive Group, which initially acquired and restored 87002 before its transfer to LSL. Funding for maintenance and restorations, such as those for 87035, comes from donations, membership fees, and sponsorships associated with these organizations. As of 2025, no additional Class 87 locomotives have entered preservation, with the focus remaining on sustaining the existing trio amid challenges like parts sourcing for aging electrical components.

Modelling and cultural depictions

Scale models

The Italian manufacturer produced the first commercially available (1:76 scale) models of the British Rail Class 87 in the early , featuring basic detailing including a sprung and two-rail pick-up system suitable for the era's standards. These models were offered in BR blue and remained popular until Lima's bankruptcy in 2004, after which production ceased. Hornby Railways introduced a redesigned OO gauge Class 87 in 2018, utilizing new tooling developed in 2017 for enhanced accuracy to the prototype, including detailed bodywork, separately fitted parts like windscreen wipers and roof vents, and a smooth-running five-pole motor capable of hauling 15+ carriages. Available in DCC-ready and DCC-fitted variants, these models support digital enhancements such as ESU LokSound decoders for realistic sound effects including operation and acceleration. Liveries encompass Executive grey and red, red and silver, and EWS yellow and red, reflecting key post-privatisation operators. In N gauge (1:148 ), Dapol announced an all-new tooling for the Class 87 in 2023, with engineering prototypes revealed in early 2024 showcasing finely detailed body and roof components, etched nameplates, and a five-pole "Super Creep" motor for precise low-speed control, with production models released in Q3 2024. The models incorporate close-coupling mechanisms for realistic train formations and are offered in DCC-ready formats, with sound-equipped versions featuring synchronized effects like electric traction noise. Initial releases include blue and blue liveries, with plans for additional variants. Post-2000 models across scales emphasize prototype fidelity, such as accurate designs, single-arm pantographs, and body proportions matching the original GEC Traction specifications, though commercially available options in larger scales like (1:43) or (1:220) remain limited to custom or kit-built examples rather than ready-to-run productions.

Appearances in media

The British Rail Class 87 has made occasional appearances in , often as background or to depict contemporary rail travel. In the 1974 anthology From Beyond the Grave, directed by Kevin Connor, a brand-new Class 87 hauls an in a ground-level lineside shot during the third segment, "The Elemental," featuring returning home by rail. Similarly, the 1980 musical drama Breaking Glass, starring and , includes a dusk lineside view of a Class 87 with Mk2 coaching stock, alongside a night-time shot of the train crossing a in . In video games, the Class 87 is featured in several railway simulation titles, allowing players to operate it on recreated routes. The Train Simulator series includes a dedicated Class 87 add-on released in 2013 by , modeling the locomotive in blue livery with a top speed of 110 mph and compatibility with WCML scenarios from the onward. It also appears in Train Sim World 5 (2024) by , integrated into the : - route, supporting liveries and freight/passenger operations. The locomotive is referenced in various railway literature, particularly in Ian Allan's annual spotting guides and technical surveys of motive power. For instance, the 1987 edition of British Rail Locomotives Combined Volume, published by Ian Allan, provides detailed listings, specifications, and allocation data for all 36 Class 87s, serving as a key reference for enthusiasts tracking electric traction developments. These publications highlight the Class 87's role in electrified services, often with photographic illustrations of named examples like 87001 Royal Scot. As a hallmark of British Rail's electrification era from the to the , the Class 87 symbolizes high-speed intercity travel on the , evoking nostalgia for pre-privatization rail operations. This cultural resonance is evident in recent online media, such as the 2025 YouTube documentary "British Rail Class 87: Was This the Ultimate ?" by TrainsTrainsTrains, which explores its design legacy and operational heyday through archival footage and interviews.

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