View allAll Photos Tagged Bodyshell
D1705 built as a Class 47 with a difference. A 47 bodyshell and a Sulzer 12LVA24-type engine, resulted in a Class 48 classification. Refitted with a standard engine in 1969, this turned her the loco into a 47.
Sparrowhawk is seen here on the GCR
47525 was removed from traffic in November 1997, and was to linger around for quite a while, with visits to Wigan CRDC and WCRC's base at Carnforth on the cards before finally being sent to EMR's scrapyard at Kingsbury where the bodyshell was scrapped in August 2010.
A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".
The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.
This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.
This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.
Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.
GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.
60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.
One of Doncaster's curious oddities. This Class 321 Driving Trailer bodyshell was built as a spare after 321420 was rebuilt following the 1996 Watford Junction crash using the only existing spare. Fortunately, there has been no need for this spare to have been used. The bodyshell is currently in First Great Eastern livery for which it was used as a trial before the livery was applied to the Class 360s. First Great Eastern finished operations in March 2004 proving just how long this oddity has been stored in an ever deteriorating state.
The Seismic Tractor Unit with the Survey Buggy in the background for scale. the basic bodyshell is completed, after final detailing the trailer with the "Bombs" will follow.
1/32 slot car Alfa Romeo Giulietta SV 1960 Targa Florio. Driven by Vito Coco & Vito Sabbia to 4th in class and 20th place overall. Resin bodyshell and PCS32 chassis.
1/32 resin slot car BMW 328 Le Mans 1939. Driven to 5th place (1st in class) by Prince Paul von Schaumberg-Lippe & Fritz Wencher. Resin body and PCS32 chassis.
Standing outside The Pie & Piston is Dave Eaton's wonderful creation, the Icon 917. Starting with a bodyshell mould of David Piper's 917K-010, Dave and John Hartland have spent 8 years recreating this marvellous car that has always been intended to run on road and track. Fully IVA-compliant, it has a 3.6 flat-six engine with 280bhp and is only distinguishable from the original by small details necessary for it to run on the road. There is another car in the pipeline for collaborator John Hartland, and for more details see the comprehensive article in the July 2019 issue of Octane magazine.
1/32 resin slot car Porsche 914-6 Le Mans 1971. Driven by Gerd Quist & Dietrich Krumm. Proto Slot resin kit with PCS32 chassis.
1/32 resin slot car Porsche 356 Carrera Abarth 1600 GTL. Le Mans 1961 driven by Buchet & Monneret. Ghost Models resin kit with PCS32 chassis.
1/32 slot cat Alfa Romeo Giulia Ti Portugese rally. PSR resin bodyshell and PCS32 chassis with a Mabuchi motor.
The body shell already has a cavity in the license plate light; part of the molding process.
All that was needed to illuminate the license plate was to drill a hole and mount a 0805 size SMD LED.
Later we painted the inside and outside black, which got rid of the stray light shining through the plastic.
D1705 built as a Class 47 with a difference. A 47 bodyshell and a Sulzer 12LVA24-type engine, resulted in a Class 48 classification. Refitted with a standard engine in 1969, this turned her the loco into a 47.
Sparrowhawk is seen here on the GCR
The 280SE came in two-door Coupe or Convertible form, but could still seat five people in comfort. Mercedes slipped a 3.5 litre V8 engine into the earlier 2.8 six-cylinder bodyshell and simply added a 3.5 badge on the back so we could tell the difference. The 3.5 litre V8 engine was a brand new unit introduced in 1969 and nearly all such cars had automatic gearboxes. They also had power steering and a very high level of equipment. With 230bhp available they were good for 130mph despite their size, but no-one dared ask about the fuel consumption. Today they are rare and highly desirable - hence the £50,000 asking price for this LHD example at the 2012 NEC Classic Car Show.
This is a re-worked version of an image that I published several years ago. The Ulster Transport Authority pioneered the use of diesel railcars in the British Isles, replacing all its locomotive-hauled passenger trains with diesel multiple-units in the 1950s. The first units - some rebuilt from steam-hauled stock – featured bus-type diesel engines mounted below the floor and driving via mechanical gears. Whilst generally successful, NIR looked for a more robust solution for its second-generation units and adopted the above-floor engines and electric transmission that had proved successful on the Southern Region of British Railways. This fictional image suggests that, rather than develop its own design, NIR purchased examples of the BR Class 202. NIR did, in fact, turn to British Rail Engineering for its third generation DMUs, the Class 80 and 450, which utilised BR MK II and Mk II bodyshells respectively (10-Aug-23).
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1/32 resin slot car Lancia Aurelia B20 GT touring car c.1959. Modified OCAR resin body-shell with PCS32 chassis.
1/32 resin slot car Frazer-Nash Sebring Le Mans 1957. Driven by Peter Jopp & Dickie Stoop (DNF). GMC Slot kit with PCS32 chassis and PSR wheel/tyres/inserts.
A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".
The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.
This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.
This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.
Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.
GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.
60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.
D1705 built as a Class 47 with a difference. A 47 bodyshell and a Sulzer 12LVA24-type engine, resulted in a Class 48 classification. Refitted with a standard engine in 1969, this turned her the loco into a 47.
Sparrowhawk is seen here on the GCR
1/32 resin slot car Peugeot 203 c.1959 in BSCC livery. Resin bodyshell, Slot Classic chassis, ali rims and resin inserts.
56037 the bodyshell of 66048 & a curiously scrawled number 56902 on 56069 at EMD Longport. Sat 24.11.2018.
The infamous ZT 260 with the 4.6-litre V8 engine from the Ford Mustang and rear-wheel drive, but the same bodyshell as the standard FWD ZT as MG Rover supposedly spent so much money on re-engineering the floorpan to fit this drivetrain that there wasn't enough left for a new body.
Audi stellte den SUV Q5 2008 vor. Seine Stahlkarosserie besteht aus etwa 1/3 Tiefziehstählen und 2/3 hoch-, höher- und höchstfesten Stählen. Gefügt wird die Karosserie mit gut 5000 Widerstandsschweißpunkten und mehr als 80 m 2-Komponenten Klebstoffnähten. Auch Laserschweißen und Löten kommen als Fügetechniken zum Einsatz.
GERMANY: The first two TW3000 high-floor light rail vehicles entered passenger service on Route 7 in Hannover on March 15th 2015.
The two-section bidirectional air-conditioned articulated vehicles are 25 m long and 2 650 mm wide. They will replace the TW6000 cars, which are 30 years old. They will initially operate on Route 7 and then on Route 3 .These are cross city stadtbahn (tram) routes with a tunnelled section with stations in the city centre.
City transport operator Üstra placed an initial order for 50 LRVs from a consortium led by Vossloh Kiepe and including Alstom Transport in 2011. Around half of the €126m cost was funded from Land transport agency LNVG.
The contract includes an option for 96 LRVs, and Üstra ordered a further 50 in 2013 for €90m.
Vossloh Kiepe provided electrical equipment and Alstom has supplied specially designed compact bogies. The bodyshells were built in Salzgitter by Bozankaya, with other components coming from Düsseldorf. Final assembly was undertaken by HeiterBlick in Leipzig.
The first TW3000 LRV was presented to the public in March 2014; however, entry into service was delayed because of weld defects.
The Citroën AX is a supermini car which was built by the French manufacturer Citroën from 1986 to 1998. It was launched at the 1986 Paris Motor Show to replace the Citroën Visa and Citroën LNA.
Development of this model started in 1983, and it was initially also going to form the basis of a sister model from Talbot to replace the Samba; however, the falling popularity of the Talbot brand - coupled with the huge success of the new Peugeot 205 - had led to Peugeot deciding to axe it by the time the Citroën AX was launched, and so the Talbot version never made it into production.
With the final demise of the classic Citroën 2CV in 1990, the AX became the smallest model in the Citroën range.
The car was very economical, largely because of excellent aerodynamics for its class of car (drag coefficient of 0.31) and a very light weight of 640 kg (1,411 lb) for the basic version. This was due to the extensive use of plastic panels in non-load bearing areas and varying the thicknesses of steel in the bodyshell to be the minimum needed to take required loads
In 1989, a naturally aspirated diesel AX, using the 1360 cc, all aluminium alloy TUD engine, managed a figure of 2.7 litres per 100 kilometres (100 mpg‑imp; 87 mpg‑US), totalling over 1,000 miles (1,609 km) from Dover to Barcelona. This was the longest ever distance travelled on 10 imp gal (45.5 L; 12.0 US gal) of fuel and earned it a place in the Guinness Book of Records as the most economical production car.
A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".
The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.
This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.
This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.
Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.
GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.
60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.
Carlos Antunes Tavares
Estimated : € 15.000 - 20.000
Sold for € 27.692
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Competed in the European Rally Championship in 1988, 1989 and 1990
- Incredibly well-preserved car, with documentation
- Ex-Carlos Antunes Tavares, future COO of Renault
This Renault 21 Turbo is remarkable above all for its authenticity, as it is exactly as it crossed the finishing line of the 1990 International Semperit Rally in Austria, the last event in which it competed, driven by Carlos Antunes Tavares with Jacky Racois as his co-driver. It finished 29th out of the 116 cars that started, and was the third-placed two-wheel drive car in its class. Remarkably well preserved, it still has the racing number 37 as well as advertising decals and various stickers from the scrutineering carried out for previous rallies. It entered the collection directly in January 1991 and was registered in Renault’s name. As can be seen from the transfer certificate, it had covered 17,818km at the time, and now has 17,821km on the clock!
Prepared for rallying in Group N and then Group A, it has a strengthened bodyshell with a roll cage and completely stripped-out interior, fitted with bucket seats, full harnesses and additional instruments.
With this specification, from 1988–1990 the car took part in several rallies in the European Championship, driven by Carlos Tavares, who was yet to become the business leader we know him as today, but rather a development engineer at Renault, working on the forthcoming Clio and Mégane. A motorsport enthusiast since he was a teenager, Tavares took part in various regional rallies from 1983 onwards, then in the European Championship, driving a Renault 5 Alpine and 5 GT Turbo before moving on to the 21 Turbo. Initially entered in in 1988 in Group N, for 1989 and 1990 the car ran in Group A, where the technical regulations were slightly less strict and where it developed nearly 220bhp. Tavares’ best result during this period was 13th overall on the Rali Vinho da Madeira in 1988, with Jean-Paul Retaillieu as his co-driver. In 1989, he also achieved fourth place in his class (and 15th overall) on the Arbö Rallye Steiermark in Austria, with Thierry Dubois, and third place in his class (in the promotional series) on the Rallye Alpin-Behra, with Retaillieu.
First presented in 1987, the 21 Turbo did not disappoint: with the help of a Garrett turbocharger, the output of its all-alloy four-cylinder SOHC engine went up to 175bhp, using a technology perfectly mastered by the company, thanks to its successes in Formula 1. With a top speed of over 220kph, the 21 Turbo was one of the quickest French saloons of its time, with a suitably aggressive appearance. In competition, it was particularly successful in 1988, dominating the Supertouring Championship that season, with Jean Ragnotti and Jean-Louis Bousquet behind the wheel. The car we are concerned with here competed in a more accessible category, where only a few modifications were allowed in the regulations, although this did not prevent the best engine tuners from extracting a little extra horsepower from it: as much as 230bhp for the 21 Turbo in Group A.
It is extremely unusual for a rally car to be stored away entirely unmodified at the end of its motorsport career. Still bearing the scars of its adventures in rallying, this example will not fail to appeal to fans of rally cars.
1/32 slot car Alfa Romeo Giulietta SV 1960 Targa Florio. Driven by Vito Coco & Vito Sabbia to 4th in class and 20th place overall. Resin bodyshell and PCS32 chassis.
1/32 slot cat Alfa Romeo Giulia Ti Portugese rally. PSR resin bodyshell and PCS32 chassis with a Mabuchi motor.
The Orange Collection
The Zoute Sale - Bonhams
Estimated : € 60.000 - 90.000
Sold for € 80.500
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
Launched in 2003 as successor to the DB7, the DB9 was the first model to be built at Aston Martin's new factory at Gaydon, Warwickshire. Like its predecessor, the DB9 was styled by Ian Callum, with finishing touches applied by Henrik Fisker. State-of-the-art manufacturing techniques were employed in making the aluminium/composite body, which was robotically assembled using a combination of self-piercing rivets and adhesive. Although some 25% lighter than that of the DB7, this advanced bodyshell possesses double the structural stiffness.
The DB9 was powered by a development of the 5.9-litre, 48-valve, V12 engine found in the DB7 Vantage producing 470bhp, an output sufficient to propel the aerodynamic coupé to a top speed of 306km/h (190mph) with 60mph attainable from a standing start in a neck-snapping 4.8 seconds. The aluminium engine was mounted as far back as possible in the chassis, while the transmission/final drive was positioned ahead of the rear axle, resulting in 85% of the car's mass being sited between the axles and a perfect 50/50 front/rear weight distribution. Transmission options were a six-speed manual or six-speed 'Touchtronic 2' semi-automatic.
Inside the DB9 one finds the typically elegant, luxurious and supremely comfortable hand crafted interior traditionally associated with Aston Martin, featuring primarily wood and leather trim as well as the latest in modern technology, subtly deployed. Although scheduled for a slightly higher production level than previous Aston Martins, the DB9 remained an exclusive product affordable only by a privileged few. Its price at launch was £111,000, with the Volante convertible some £14,000 more.
After a dozen-or-so years in production, the DB9 bowed out with its final edition: the DB9 GT. Introduced in 2015, the GT had a power output of 540bhp and maximum torque of 457lb/ft; acceleration times improved marginally while the DB9's top speed remained unchanged. Production ceased in 2016.
Commissioned from Aston Martin by our vendor, the DB9 offered here is one of eight different models forming the Orange Special Limited Edition Collection, all of which are finished in unique Orange No.1 paintwork. Built to Swiss specifications, the car comes with a certificate of authenticity from Aston Martin; a copy of the sales invoice; a (photocopy) Swiss Carte Grise; photocopy EC Certificate of Conformity; and a detailed list of its money-no-object specification. The DB9 has recently benefited from recommissioning by noted marque specialists Stratton Motor Company.
1/32 resin slot car Porsche 695 Abarth. Le Mans 1962 driven by Pon & De Beaufort. Modified Ghost Models resin kit and PCS32 chassis.
Estimated : € 30.000 - 40.000
Sold for € 48.160
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Genuine Laguna BTCC
- Car probably driven by Alain Menu, 1994 BTCC runner-up
- Kept as if it had just finished its last race
Seeing racing as an excellent promotional tool, Michel Gigou, head of Renault’s UK subsidiary, decided to enter the Laguna in the British Touring Car Championship (BTCC), as soon as the model came out in 1994. Straightaway, it proved faster than the Renault 19 that preceded it and scored several victories in the hands of Tim Harvey and, especially, Alain Menu, who finished second in the championship. The following year, Renault joined forces with Williams and won the Manufacturers’ title, ahead of Vauxhall, Volvo and Ford. A success reaffirmed in 1997, with both the Manufacturers’ and Drivers’ titles (the latter for Alain Menu), thus confirming the qualities of the Laguna BTCC.
The car in the auction today is a genuine Laguna from the 1994 season. It is probably the car used by Alain Menu, whose name appears on the rear windows and which had the racing number 10 that season. Furthermore, that year Menu won two races, tallying with the two small laurel wreath stickers on the right front door. Still fitted with its period running gear, the car is well preserved and appears quite complete, with the exception of the engine and gearbox assembly. It has the Matter bodyshell number 430.
This historic racing car is sure to appeal to those who enthusiastically followed the BTCC races, whose fame extended well beyond the UK borders. Its racing successes also made a major contribution to the sales across the Channel of this comfortable saloon, which could turn into a star on track.
Der Audi TT von 2007 setzte auf die Hybrid Bauweise. Die gesamte Karosserie mit Ausnahme des hinteren Bodenblechbereiches, der aus Stahlblech gefertigt war, war in der ASF Bauweise (Audi Space Frame) aus Aluminium gebaut. Diese Änderung gegenüber der ersten Serie erfolgte u.a. um mehr Gewicht auf die Hinterachse zu bekommen und so dem Auftrieb bei hohen Geschwindigkeiten entgegen zu wirken.
D1705 built as a Class 47 with a difference. A 47 bodyshell and a Sulzer 12LVA24-type engine, resulted in a Class 48 classification. Refitted with a standard engine in 1969, this turned her the loco into a 47.
Sparrowhawk is seen here on the GCR
Peugeot 205 'Look' 1.0 L. After the 1.0L engine gave up, I got MMC to fit a secondhand 1360cc unit from a Citroen AX GT. I fitted the genuine Peugeot wheel arch extensions and side mouldings, despite being told by Morrison Motors that it could not be done to a non GTi bodyshell. Brian sourced the front and rear valances, the Devil exhaust and secondhand alloys. I refurbished the alloys and Brian fitted the Renault Clio rear wiper arm.
The obligatory Default outfit photoset with Aqua.
I actually dont like her as a character, and mainly got the doll because the faceup was the first tolerable from volks in a while, and as a minor surprise bonus the new DD F3 V2.0 body.
All poses are done without supports, and none of the poses are anything new that I havent done before, even with a DD2.
The V2.0 is still mostly the same style F3 frame underneath, with its irritations in a tweaked bodyshell, and the only real improvement has come from the neck notch, which has been a known retrofit for previous bodies since the DD2.
1/32 resin slot car Porsche 356 Speedster. Winner of the 1957 Liege-Rome-Liege rally. Driven by Claude Storez & Robert Buchet. Resin bodyshell and PCS32 chassis.
As with the preceding 404, Peugeot had Pininfarina design a two-door coupé and cabriolet variant which were first introduced at the Geneva Salon in March 1969. Aside from designing them, Pininfarina also built the bodyshells. The two-door 504s have a 190 mm (7.5 in) shorter wheelbase and also a wider rear track. The shells were built in Turin and then sent to Peugeot's Sochaux plant for assembly.
Mechanically, the 504 Coupé and Cabriolet were largely identical to the saloons, sharing the 1.8-liter four (upgraded to two litres for 1970) with no additional performance enhancements. Once the 604 arrived, however, the sportier 504s finally got an engine to match their looks: the 2.7-litre V6 PRV engine, producing 136 PS (100 kW) was fitted beginning in September 1974 and the four-cylinder variants discontinued. This was also time for a facelift (2nd series), with redesigned bumpers and interior, and with single, wide headlights replacing the initial twin units. The triple taillights were also changed for wider, single units. The V6 was not a strong seller in fuel crisis Europe, however, and the 2.0 was reintroduced in October 1977, by which time about 27,000 examples had been built by Pininfarina. The V6 Cabriolet was discontinued but the V6 Coupé gained a five-speed manual transmission and Bosch K-Jetronic fuel injection, with power increased to 144 PS (106 kW).
A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".
The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.
This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.
This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.
Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.
GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.
60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.