When train operators swap from diesel to electric, they often see the “sparks” effect - passenger numbers rise as people expect a cleaner, more reliable service. This phenomenon has played a key role in UK rail electrification.

Electric trains draw power from overhead lines (like trams) or third rails (like the London Underground). Read on to explore the evolution of electric trains in the UK and Avanti West Coast's role.

Up to the 1940: Early experimentation with electric railways

By the 1880s, steam locomotives were dominant, but electric power offered key advantages:

• Cost: Despite being expensive to implement, electric trains were cheaper to run, requiring less fuel and maintenance.
  
  
• Competition: Trams were seen as faster and more modern, promoting North Eastern Railway (NER) to electrify its Tyneside loop.
• Worker safety: Steam engines created hazardous conditions in tunnels, making electric trains a safer alternative.

In some cases, electric trains were the only option - such as Liverpool Overhead Railway, which was too lightweight for steam engines, and NER’s Newcastle Quayside, where poor ventilation made steam impracticable.

The first major electric locomotives

NER pioneered early electric locomotives, demonstrating their potential for freight and shunting.

• EB1, later repurposed as EF1, originally hauled coal before being adapted for banking heavy trains on steep gradients.
• ES1 was used for shunting on the Newcastle Quayside line, proving that electric trains could handle essential tasks. One remains on display at Shildon Locomotion Museum.
• EE1 was part of an ambitious 1922 plan to electrify the East Coast Mainline, but was scrapped before full service.

 

1940-1964: The slow march to standardising the network

Between 1940 and 1964, British Rail (BR) made big strides in electrifying its network. They replaced a patchwork of ageing, incompatible systems with a unified approach, laying the foundations for the network we know today. In these 26 years, engineers innovated to overcome many obstacles of electrification.

Changing the way the network operated

Three major challenges of switching from steam to electric trains were:

• Infrastructure: Existing tracks, signalling, and other systems were built forsteam, which generated their own power. Electric trains needed a continuous external power source.
• Standardisation: Different parts of the network used different power systems. Until BR established a national standard, complexity and cost remained high.
• Staff training: Train drivers and engineers had to adapt to new technology. Unlike steam trains, electric trains had different acceleration and braking techniques. Drivers also needed to learn how to operate pantographs for overhead lines and third-rail pickups.

BR would tackle these challenges over the next 25 years. Let’s rejoin the story in 1941. While World War II disrupted investment in the railways, it didn’t stop it altogether. A stand-out example was the new Class 70 electric locomotives built for Southern Railway in that year.

Class 70

The Class 70 demonstrated that electric locomotives could efficiently operate on Southern Railway's third-rail system, which had been in use since the early 1900s.

Unlike previous electric multiple units (EMUs), where each carriage had its own motor, the Class 70 used a single locomotive to power the entire train. It also featured a flywheel system to maintain smooth operation over gaps in the third rail, addressing a common issue with power loss at crossing and junctions.

The Woodhead Line

BR saw the Woodhead Line between Manchester and Sheffield as ideal for testing electric trains due to its steep gradients and long tunnels that made steam trains inefficient and hazardous. Electrifying the line would improve safety, reduce fuel costs, and increase speeds.

In the 1950s, BR introduced the Class 76 and 77 electric locomotives to handle the challenging conditions. These engines were more powerful and reliable, making them well-suited for tunnel work. Although the electrification was a success, the line closed in 1981 as BR shifted to a national standard that differed from the Woodhead system.

The move to a national standard

In 1956, British Railways adopted the 25 kV AC overhead system as the national standard for electrification, replacing the Woodhead Line’s 1.5 kV DC and Southern’s 660/750 V DC systems. This decision aimed to reduce costs and improve efficiency by standardising the network, making electrification more practical for long-distance and high-speed operations.

The 25 kV AC system became the backbone of the mainline electrification, especially for the West Coast Mainline. After testing various prototype locomotives (Classes 80-85), BR established a reliable model, laying the foundation for modern UK electric train services.

 

1965-1980: Expansion of the standardised electric system

By 1980, BR had made significant progress in electrifying much of the network, particularly on the West Coast Mainline (WCML), replacing steam engines and complementing diesel locomotives on busy routes.

Class 86 Super Loco

Introduced in 1965, the Class 86 was a major turning point. It could haul both passenger and freight trains, replacing steam and diesel locomotives. Early issues with track damage and bumpy rides were resolved through suspension improvements. Later, BR upgraded the Class 86 to push-pull trains using Driving Van Trailers (DVT), allowing drivers to control the trains from either end. Over 100 units were built.

The Class 87, introduced in 1973, offered more power and a greater top speed, making them ideal for northern WCML gradients. They were also compatible with the Class 86s, and 91, allowing multiple units to be controlled by a single train driver.

Move to self-propelled units

Another major shift during this time was from locomotives to self-propelled units. Electric Multiple Units (EMUs) and Diesel Multiple Units (DMUs) had motors built into the carriages, enabling faster acceleration. This change was aimed at improving efficiency and passenger comfort, especially for busy commuter services.

 

1980-2000: Electrifying the East Coast Mainline

For much of this period, the Class 86 and 87 were widely used, with the 86s undergoing improvements to its gearing and suspension. By the late 80s, the Class 87s were phased out of passenger service and shifted to freight duties until the early 2000s. Some of the 87s were exported to Bulgaria, where they remain in operation today.

East Coast Mainline electrification is completed

Despite the success of the WCML electrification, securing government support for the ECML was challenging. BR electrified the London King's Cross to Royston section between 1975 and 1978 as part of the Great Northern Suburban Electrification Project. The full electrification, extending from Royston to Edinburgh, was completed in 1991.

New train classes

During this period, BR introduced several advanced electric locomotives:

• Class 89: An experimental high-power engine.
• Class 90: Gradually replaced older WCML locomotives.
• Class 91(InterCity 225): Became a staple on the ECML, reducing journey times despite early reliability issues.
• Class 92: Designed for international freight, able to operate on both UK and European electrical systems for Channel Tunnel Services.

 

2001-Today

Let’s examine the progress of electric trains over the last few decades.

The electric route continues to grow

Electrification across the UK rail network continues, but progress has been slower than expected. While some projects have delivered major upgrades, others have faced delays and cost overruns.

• Great Western Main Line (GWML): The electrification of the route between London and Cardiff finished in 2019. However, the project faced significant delays in its time and went over budget.
• Midland Main Line (MML): Network Rail scaled back plans to electrify the entire line to Sheffield, with work only reaching Corby.
• Northern Hub: Key northern routes, like Manchester to Liverpool and Preston were electrified, improving rail connectivity in the region.

Despite these challenges, electrification projects have helped reduce emissions and improved reliability on many major commuter routes.

What does the future hold for electric rail?

Although the 25 kV AC standard has been in place since the 1950s, some sections still use third rails.

• South West Main Line: Network Rail has requested funding to convert the 750 V DC third rail between Southampton Central and Basingstoke to 25 kV AC to increase capacity. The Office of Rail and Road supports this, citing safety concerns with the current system.
• Hydrogen trains: While hydrogen trains are cleaner than diesel, they are less efficient and better suited for short rural routes rather than long-distance or high-power services.
• Battery Electric Multiple Units (BEMUs): BEMUs, like the Class 799, 230 and 777, are becoming more affordable with benefits likefaster, greener, and cheaper travel but without the need for overhead wires. Advances in battery technology are expected to expand their use, connecting more places, reducing emissions, and improving capacity in areas where full electrification is too costly.

Where we are today

Electric locomotives have evolved significantly, with new bi-mode and tri-mode models offering increased flexibility and efficiency. Notable examples on the network include:

• Class 88: Introduced in 2017, these locomotives can switch between electric power on overhead lines and a diesel engine for non-electrified routes. Their versatility makes them ideal for mixed freight and passenger services.
• Class 93: Introduced in 2023, Class 93s can run on electricity, diesel, or battery power. These trains will help reduce emissions and improve efficiency across all routes.

As of now, electrification covers 38% of the UK rail network.  Although the Transport Select Committee called for more electrification in March 2021, the government did not back these conclusions. There is still a long way to go, and when technology is in place, and when the political will align, the expansion of electrification is ready to move forward.

Avanti West Coast’s part of the story

The early 2000s brought the Class 390 Pendolino to the West Coast Main Line (WCML), transforming travel on this busy route. These trains are known for their tilting technology, allowing them to take curves at higher speed and significantly reducing journey times.

Our new Evero trains started to replace the Super Voyager fleet in June 2024. Built by Hitachi, these bi-mode trains have passenger comfort and the environment in mind.

See more of our beautiful country and vibrant cities with Avanti West Coast. Start planning your journey today.