Richard Scott
Established Member
- Joined
- 13 Dec 2018
- Messages
- 3,696
Are there currently any workings for 92s on third rail? Which locos are still capable of using third rail i.e. retain shoe gear?
Are there currently any workings for 92s on third rail? Which locos are still capable of using third rail i.e. retain shoe gear?
92s were staple traction on the majority of stuff out of Dollands Moor, at least from the late 90s onwards - given way to 66s now?
Plenty of 92s still at Dollands.
That's good, do you know what way through South London they go and at what times?
That's good, do you know what way through South London they go and at what times?
At the moment, 92011, 92019, 92036, 92041 with 92015 and 92042 at Crewe for maintenance. GBRF 92032 often makes an appearance down there tooPlenty of 92s still at Dollands.
All of the GBRF fleet currently retain shoe gear but I'm not sure if it can still be used on all of them (92032 definitely still runs on 3rd rail though). The DB 92s no longer work on 3rd rail with 92011, 92019, 92041 & 92042 now without shoe gear (92015 & 92036 still retain them for now)Are there currently any workings for 92s on third rail? Which locos are still capable of using third rail i.e. retain shoe gear?
All of the GBRF fleet currently retain shoe gear but I'm not sure if it can still be used on all of them (92032 definitely still runs on 3rd rail though). The DB 92s no longer work on 3rd rail with 92011, 92019, 92041 & 92042 now without shoe gear (92015 & 92036 still retain them for now)
That's true as well. I believe they're confined to HS1 and Dollands Moor/Channel Tunnel when they're under their own power. Usually a 66/67/90 that moves them on the 0K06/0A06 to/from Crewe for maintenance.I believe the DB ones can’t work on conventional U.K. Railways (other than the aforementioned HS1) at all now, unless being hauled by something else?
Could you elaborate further on this please? On the map I can’t see a way of leaving HS1 at Dagenham into EssexSome get there via HS1 from Dagenham.
I believe this is an example of the working being referenced:Could you elaborate further on this please? On the map I can’t see a way of leaving HS1 at Dagenham into Essex
Could you elaborate further on this please? On the map I can’t see a way of leaving HS1 at Dagenham into Essex
That's true as well. I believe they're confined to HS1 and Dollands Moor/Channel Tunnel when they're under their own power. Usually a 66/67/90 that moves them on the 0K06/0A06 to/from Crewe for maintenance.
Could you elaborate further on this please? On the map I can’t see a way of leaving HS1 at Dagenham into Essex
Yes - that's certainly been the case for DB's locos. GBRf's fleet, which has had huge overhauls done, can operate further without drawing as much power as the unmodded ones.i believe there high power draw limits them to the lines that had the power upgrades for Eurostar 373's to run so while yes they can run on third rail but only some lines
The 92s performed OK until CAF's EMUs started stabling with pantographs up. It was in one of the posts on another thread if I remember correctly. The CAF units (331s & 397s) had to stable with pantographs down as far away as Blackpool.Yes - that's certainly been the case for DB's locos. GBRf's fleet, which has had huge overhauls done, can operate further without drawing as much power as the unmodded ones.
Funnily enough, I recall that 92s kept tripping signalling around Preston last year...which, perhaps coincidentally, got cut out of the WCRM Auto-Transformer upgrades (which included extensive immunisation works in signalling troughs AIUI).
Pan down Stabled anywhere in the Catterall Feeder areaThe 92s performed OK until CAF's EMUs started stabling with pantographs up. It was in one of the posts on another thread if I remember correctly. The CAF units (331s & 397s) had to stable with pantographs down as far away as Blackpool.
Seems to be issues with fairly outdated power supply vs demand. 3rd Rail Units struggle enough as is, hence a load of new substations (especially on the West Coast out of Brighton) for all the new Thameslink Units.
Unless we are serious about net zero carbon of course.Isn't it really just simply a case of there is no real need to use 92s on third rail as long as they can get away with using 66s etc ?
Indeed- most of the insulators are in place from Euxton to Catterall but nothing else. Preston station itself is as far as I could see completely devoid of AT upgrade kit though.Funnily enough, I recall that 92s kept tripping signalling around Preston last year...which, perhaps coincidentally, got cut out of the WCRM Auto-Transformer upgrades (which included extensive immunisation works in signalling troughs AIUI).
Indeed, it's the reason why the 92s haven't been able to branch out from their main operations on the DC Kent line (Ashford to London, Tonbridge / Redhill). I hope that one day, with projects like "The electric spine" (if it hasn't completely died a death) that we may see situations where the 92s could be used down to Southampton.