The William Booth is one of 100 Class 60 diesel locomotives that came into service with British Rail in the late 1980's and early 1990's.
The original allocation was for 35 locomotives for Coal,25 to Construction, 22 to Metals and 18 for Petroleum.
It is believed that the William Booth was allocated to coal haulage. The locomotive was named at a ceremony at Nottingham Station on the 3rd. November 1990. The William Booth was at times used in passenger service. On the 26th May 1991, along with 60057, it worked the first double-headed passenger train for the class.

Both locos were on the 08:30 St Pancras - Coalville 'Coalville Salute' railtour for the open day. The pair then worked the Coalville - Nuneaton leg of the 22:00 Ayr - Bristol 'Coal Scuttler' tour, before working the 'Coalville Salute' back to St Pancras (15:20 ex Coalville).
On the 6th June 1994, the William Booth went to the aid of the 1E37 14:30 Paignton - Newcastle HST, which had suffered a major mechanical failure on the Lickey Incline. Unable to move it at first, progress was finally made, only for the emergency coupling to break. New Street was eventually reached by which time the HST was eight hours late
The livery of the locomotive was changed when the railways were privatised, and the William Booth now bears the grey livery of Transrail. The nameplate and Salvation Army Crest are still born by the locomotive which can still be found hauling freight around the country.
Class 60 Construction
The locomotive body is full width designed to carry all loads imposed by the installed equipment. Snow ploughs are an integral feature of the body design. The draw gear and buffers are also body mounted, being standard draw hook with screw coupling and oval faced buffers.
The internal arrangement is based on the class 58 locomotive. The cab layout is standard with large brake pipe pressure and speedometer instruments. Cab heating is by fan assisted electrical heating elements, and can be used for ventilation in warm weather. Access to the cab is from a vestibule across the back of each cab. The roof is formed by the cooler group. Contained within the radiator compartment are the traction motor blower for No 1 bogie, fuel lift pump, air dryer, crankcase extraction fan, lubricating oil priming pump and air reservoirs.
The power unit and alternators are housed here, the engine compartment is ventilated by air drawn through the alternators. a turbo - charger mounted on the engine draws air via a secondary filter from the clean air compartment.

Mounted in the roof is the engine exhaust silencer its location gives better access and keeps heat out of the main body space. The electrical control cubicles are mounted in the compartment along with a traction motor blower for No 2 bogie and dump pump for the air filters.

The interior of the driving compartment is so designed that the power controls are grouped together on a pedestal to the right of the drivers seat thus enabling the driver to pass in front of the pedestal to gain access to his seat. 

The driving position is arranged so that the braking controls are grouped to the left of the driver whilst the power controls are to the right. The driving compartment is provided with horizontal sliding side windows and above these on the left hand side are situated the brake control and lighting switches.

These are from left to right:-

Cab lights ~ Clipboard light ~ Instrument lights on/off ~ Instrument lights dim/bright ~ Windscreen heater ~ Auto sand isolation ~ Tail lights. Indicator light panel (proving lights)- marker lights, head lights, tail lights.
Light switch 4 position:-
Off ~ Night (Left H/Light Right Marker) ~ Yard (Both Markers) ~ Day (Right H/Light + Left Marker)
Brake test switch 3 position:-
Service ~ Isolate ~ Test.
110v 3 pin socket.
On secondmans side of the cab are the following controls and equipment.
Hot Plate ~ Washer additive filler ~ Cup stand ~ Horn valve ~ DSD holdover button.