driving cabs incorporating nose sections were also separate structures; each cab was accessible from the other via an inner walkway, and passage between locomotives was enabled by end corridor connections. Each cab 'nose' contained a traction motor cooling fan, and an vacuum exhauster. The external design was a streamlined, art-deco style twin cab design in a black and chromatic silver livery. English Electric supplied the engine from its Rugby factory, the DC Generator from its Bradford works, and Traction Motors from Dick, Kerr & Co. in Preston. Vacuum brakes were from Westinghouse, and the oil-fired train-heat boiler was from Clarkson. The engine, and main and auxiliary generators formed a single unit which was mounted on anti-vibration mounts. For use in the locomotive the engine was rated at 1,600 hp at 750 rpm; the engine was water-cooled. Water, lubricating oil and fuel pumps were driven from one end of the engine's crankshaft. Two Serck radiators were used for cooling, each with water and oil cooling elements. The main generator was a 1,080 kilowatt, 650 volt, and 1,660 amp continuous rated self-ventilated machine directly connected to the engine's crankshaft and supported by an extension of the diesel engine's bedplate. The generator used two separately excited field windings whilst generating, using a series winding for battery-powered (60 cell, 236 Ahr, D.P. Kathanode) motor starting. An auxiliary generator end connected to the main generator rated at 50 kW, 135 V 375 A supplied control equipment, compressors, motor cooling blowers, lighting, as well as providing the excitation for the main generator. Both generators projected from the engine room into a separate dust-filtered control equipment cubicle. Each axle was powered: the traction motors were axle-hung, nose-suspended, driving the wheelsets via a single reduction gear. The motors were connected in three parallel connected groups of sets of two motors connected in series; each motor was a series-wound machine rated at 220 hp, 300 V, 550 A. Locomotive power control could be varied through 8 notches, obtained via three engine speeds used (450, 620, 750 rpm) with additional control obtained by varying the main generator excitation. Service Introduction LMS 10000 was officially presented to the press at Derby Works in December 1947, and the locomotive was also presented at Euston station on 18 December 1947, making a demonstration return journey to Watford. 10000 was outshopped only three weeks before nationalisation, and when 10001 appeared in July 1948, it