work for them, a number of 47/8s, already fitted with the extra fuel tanks, were also renumbered into this series. Two locomotives, 47798 Prince William and 47799 Prince Henry, were dedicated for use on the Royal Train, and were designated as Class 47/7c. The two locomotives were replaced by a pair of Class 67 locomotives in 2004, and were subsequently withdrawn for preservation. Class 47/4 (extended range) The last of the original 47/4 conversions, from 47650 to 47665, were fitted with extra fuel tanks, giving them an extended range. Four earlier Class 47/4s were also converted. In 1989 it was decided to make these locomotives easily recognisable and so they were renumbered into their own series from 47801 to 47820. At the same time, further locomotives were fitted with extra fuel tanks and renumbered; the series eventually reached 47854. After the privatisation of British Rail, the locomotives in the 47/8 number range were mainly used by Virgin CrossCountry on cross-country work until the introduction of Class 220 Voyager trains. These duties have kept them maintained in serviceable condition, allowing them to remain operational longer than the majority of their classmates. As a consequence most of them received relatively recent overhauls. The locomotives in this number range are officially Class 47/4s under the TOPS system. Decline By 1986, only five of the original 512 locomotives had been withdrawn from service, all because of serious accident damage. However, with work for the class declining due to the introduction of new rolling stock and spare parts becoming difficult to source, some inroads started being made. The first locomotives to be targeted were the non-standard pilot batch of 20, now numbered 47 401-47 420. Three locomotives were withdrawn as life-expired in February 1986 and the remainder of the batch that had not recently been overhauled followed in the next two years. All 20 were withdrawn by 1992. Meanwhile, BR drew up a 'hit-list' of locomotives for early withdrawal, mainly including those with non-standard electrical equipment, known as series parallel locomotives. In the outset, withdrawals were slow, mainly due to the surplus of spare parts and new flows of freight traffic which required extra locomotives; only 61 locomotives had been withdrawn by the end of 1992. However, with the introduction of new locomotives, the rate of withdrawal quickly rose, with 86 more 47s reaching the end of their lives in the next three years. With